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Yes, for a nominal 240 volt service the delivered voltage can vary by plus or minus 5% or between 228 - 252 volts. I have a utility transformer installed on my property line. Before my Model S begins to draw load the voltage can be as high as 248 volts. Under full load of 40 amp (I have a NEMA 14-50 240 v outlet) the voltage drops to about 243 volts.
If you had a Model S with dual on-board chargers I see no reason why you would be able to pull the full 80 amp current even at reduced voltage. The same thing for a Model X, I see no reason why you wouldn't be able to charge at 72 amps regardless of the voltage.
I have charged at HPWCs in which the voltage was only 201 volts and I charged to within an amp of the full amperage rating set by the DIP switches in the HPWC which for this location happened to be 48 amps. (The amperage actually fluctuated between 47 and 48 amps.) I have dual on-board chargers on my Model S.
Larry
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scottf200
Well-Known Member
FYI, I got the same confirmation from my Delivery Experience Specialist today for the 72a and the center console (plug type confirmed as well).
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I believe what O-G was referencing was the idea of installing a 90A breaker (which was mentioned upthread). Since that would be rated for 72A, if you're 5% under, you'd not be able to charge at full capacity. Having a 100A breaker with an 80A HPWC would give you some "breathing room" for that case.
This keeps up we will run out of things to bitch about. ;-)
Getting my HPWC installed next week on 100Amp circuit. This is all great news.
FlatSix911
Porsche 918 Hybrid
FYI - The HPWC version 1.0 was introduced in 2012 (model number last digit A, B or C) and version 2.0 in 2014 (model number last digit D).
The new 2014 HPWC revised the settings and eliminated the 60A/70A/90A choices and replaced them with lower power 12A/16A/24A options
Original 2012 HPWC ------------------------------------------------------------------------------> New 2014 HPWC
Just a thought, but did the options really change or just those printed in the manual? If you look closely, none of the shown dip switch settings have changed between the older and newer revision. 40A breaker/32A supplied is still 1110, 50A breaker/40A supplied is still 1101, 80A breaker/64A supplied is still 1010, etc. It could be for the sake of simplicity they changed the manual to only display commonly used configurations rather than all possible configurations.
They did, unfortunately. A few of us were helping out a new destination charger location who had a misconfigured HPWC (another case of the electrician not reading the manual). I brought up the manual on my phone to set the switches, only to discover the hard way that I was reading the v1 manual. We configured it for 72 I believe and ended up with 24 or some such.
Oh yeah, I see it now. They did reuse the 60A, 70A and 90A settings for 12A, 16A and 24A.
I'll just step in here and say "+1" -- I received the same information today. Very happy about this shift.
aija SigX 649
Winged Lion
Note: The center console is in reference to driver/passenger NOT to the second row 6-Seat option. Recall that the center console on Model S is not standard so Tesla is just pointing out that it is on the Model X! I confirmed this through Tesla yesterday and noted it on the 6-seat vs 7-seat thread.
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Softpack cooler for road trips. Perfect spot. I have zero interest in a front center console - and Tesla taught me that.
aija SigX 649
Winged Lion
Yeah, the extra space up front is definitely nice! It's the armrest portion that I can't live without - which exist in the front. But a 6-seat config without armrests for the second row seats is a nonstarter for me personally!
O-G
Member
I am sooooo..... glad they changed back to the 72 amp charger. Because of all the concerns wth charging, I was loaned a P85D for the weekend, dual chargers included.
I made the trip to my weekend place which is right at 100 miles from home. I started with a 100% charge which, as I understand, is not the best to do on on ongoing basis. With the 100% charge, I had 250 rated miles to start. I stopped for coffee, went to pick up a friend, played with the self parking a bit, then got on the road. 224 rated miles at departure, 109 actual miles traveled, 97 rated miles upon arrival. We were able to charge for 1.5-2 hours on the HPWC and return, starting with 200+ rated miles.
Bottom line, there is no way I can do my normal work day, 100+ miles, then turn around and make it to the weekend house without a charge in the middle. The 72 amp charger will be enough to get me the 50 or so additional miles in an hour while I pack up the car.
Thank you Tesla for responding to this issue!
One question for the forum, I used 127 rated miles to travel 109 actual miles, about a 15% difference. Got roughly the same numbers on the return trip without playing with parking, etc. Is that normal? Majority of the trip was at 67 MPH, flat, outside temp about 50, inside temp at 70. Decked out P85D but with 19" wheels. I'm trying to plan a bit about my work trips to different locations, etc. Of course I'm making the assumption that the MX will be similar.
(I suppose that's off topic for this thread but it all tied together.)
I made the trip to my weekend place which is right at 100 miles from home. I started with a 100% charge which, as I understand, is not the best to do on on ongoing basis. With the 100% charge, I had 250 rated miles to start. I stopped for coffee, went to pick up a friend, played with the self parking a bit, then got on the road. 224 rated miles at departure, 109 actual miles traveled, 97 rated miles upon arrival. We were able to charge for 1.5-2 hours on the HPWC and return, starting with 200+ rated miles.
Bottom line, there is no way I can do my normal work day, 100+ miles, then turn around and make it to the weekend house without a charge in the middle. The 72 amp charger will be enough to get me the 50 or so additional miles in an hour while I pack up the car.
Thank you Tesla for responding to this issue!
One question for the forum, I used 127 rated miles to travel 109 actual miles, about a 15% difference. Got roughly the same numbers on the return trip without playing with parking, etc. Is that normal? Majority of the trip was at 67 MPH, flat, outside temp about 50, inside temp at 70. Decked out P85D but with 19" wheels. I'm trying to plan a bit about my work trips to different locations, etc. Of course I'm making the assumption that the MX will be similar.
(I suppose that's off topic for this thread but it all tied together.)
From what I've read, you get closer to the rated miles when you're driving around 55 mph. Going faster will reduce the range.
As far as charging to 100%, you don't want to do it every day, but the damage to the batteries happen when you charge to 100% and let it sit. Charging to 100% occasionally and then immediately hitting the road is actually good for the batteries. It will reverse some degradation in range. The battery chemistry differs slightly from one cell to another and over time it's not unusual for the voltage to get a little low on a few battery cells. The system goes with the lowest for everything. When you charge to 100%, the charging software tries to get the cells that are a little low up with the rest of the cells. In many cases, you boost the range back up to near what it was when the pack was new. kmanauto on YouTube has a couple of videos where he talks about the Physics of it. He's here on TMC too as IslandBay.
Cyclone
Cyclonic Member ((.oO))
Today I headed out at 239 miles of rated range, drove 160 miles, and plugged in with 20 miles of range. The 1k foot elevation climb didn't help I'm sure, as well as half of those miles being done at higher speeds (did the return at 62 with the limit at 70 most of the way).
I'm glad it's going to work out for you! I know it was a difficult process trying to figure all the charging stuff out.
My understanding is that "rated range" is calculated based on the assumption that you're using about 300 Wh/mile. I can do almost that, cruising at 60 on a mild day will absolutely flat terrain. Change any variable and it goes up. Driving through rain/snow/wind? Goes up. Up hill? Goes up. Freeway speed? You guessed it, goes up. The really good news is that, once you've done some driving in the vehicle, you'll be able to predict what your usage will be. When I drive from home to the ski house, a 120 mile trip, I start with the battery totally full at 252 miles range and arrive with about 75 miles range. If the weather's really nasty it's 50 miles left when I get there. The point is, I know what to expect so it's no big deal. You'll get to that point quickly.
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