So that would mean than when you hit 0% then you have used the buffer - but the buffer is there to make sure that the SoC never gets below the size of the buffer, so that makes no sense
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New 85kWH battery for my 2013 P85+
- Thread starter Chilam
- Start date
Pretty sure that's 58kWh pulled from the wall, not pushed into the battery. Charging is ~90% efficient, so 58 * 0.90 = 52.2kWh added.
It's easy to test - charge your car at a known voltage/current for 1 hour and see what the display reports for the charge session
Seeing how the charging rate is so high, it's a software locked battery. From what I calculate on mine, 275 miles is what it goes to, the service center told me it should go to 305, its locked at 10% less than max
dark cloud
Active Member
I have some information regarding the weight difference between my old 85 battery and the new 1014116-00-C "90" pack.
in spring 2021 I weighed my 85 pack car at an aggregate supplier before filling up some pails of rock. I dug around in the filing cabinet and found a receipt.
The weight (actually mass, but you know) was 2400 kg.
I just went through the same scale and it was bouncing between 2360-2370 kg, as it was windy. 30 kg is 66 lbs.
Considering the almost worn out 19" Continental DWS06 tires I had on then weighed 18.4 lbs each new, vs. the 60% tread Nokian WRG4's I have on now which are 27 lbs new, both on identical alloys, me being 5 lbs lighter now, and no other significant variables, I believe my car now is about 100-110 lbs lighter with the 1014116-00-C pack, assuming that the scale is consistent in its calibration of course.
in spring 2021 I weighed my 85 pack car at an aggregate supplier before filling up some pails of rock. I dug around in the filing cabinet and found a receipt.
The weight (actually mass, but you know) was 2400 kg.
I just went through the same scale and it was bouncing between 2360-2370 kg, as it was windy. 30 kg is 66 lbs.
Considering the almost worn out 19" Continental DWS06 tires I had on then weighed 18.4 lbs each new, vs. the 60% tread Nokian WRG4's I have on now which are 27 lbs new, both on identical alloys, me being 5 lbs lighter now, and no other significant variables, I believe my car now is about 100-110 lbs lighter with the 1014116-00-C pack, assuming that the scale is consistent in its calibration of course.
The "C" pack being lighter is what I always thought. We still do not know why they replace those suspension parts for some cars. Based on at least one car I know, the parts were ordered prior to the car arriving at the service center, so it wasn't because of some visual inspection of the possible worn out parts. It must be just different parts installed in different S85’s that need to be replaced and they only do it during the battery swap?
Olle
Active Member
What are the performance numbers for those of you who have P85 and received the new 350 V variety of battery packs?
I find this especially interesting because in my P85 I noticed a significant drop off in power as the battery discharged. Performance equaled spec or a little better from 100% SOC to 90%. Then a steep drop off from 90% downward. At 50% my P85 felt not much faster than a regular 85. I assumed that the inverter just had a set current limit that was met, so as the voltage dropped during discharge, so would the available power. Resulting in power proportional to voltage.
That assumption can't be correct because people would have reacted after the 400 ->350 V replacement if they suddenly had 12.5% less power. The 350 V packs should have less voltage sag since more cells in parallel, but can't image it make up for all of the 12.5%.
Nevertheless, it would be interesting to hear what your numbers are.
I find this especially interesting because in my P85 I noticed a significant drop off in power as the battery discharged. Performance equaled spec or a little better from 100% SOC to 90%. Then a steep drop off from 90% downward. At 50% my P85 felt not much faster than a regular 85. I assumed that the inverter just had a set current limit that was met, so as the voltage dropped during discharge, so would the available power. Resulting in power proportional to voltage.
That assumption can't be correct because people would have reacted after the 400 ->350 V replacement if they suddenly had 12.5% less power. The 350 V packs should have less voltage sag since more cells in parallel, but can't image it make up for all of the 12.5%.
Nevertheless, it would be interesting to hear what your numbers are.
At what SOC is the 85 battery supposed to start power limiting? And have anyone tried to log the stats on hard acceleration? Mine has a voltage drop of over 100V, making it going down to 250V below 50% and at 270V at above 80%.
At higher SOC the amperage is high and can still deliver the power, but as soon as it goes below 1000A I am power limited. Wonder if this is a battery problem sign.
Mine is a non performance, 2015 85D
At higher SOC the amperage is high and can still deliver the power, but as soon as it goes below 1000A I am power limited. Wonder if this is a battery problem sign.
Mine is a non performance, 2015 85D
Olle
Active Member
Olle
Active Member
Internal resistance can increase as a battery ages so an increasing voltage drop may occur without any fault condition. How degraded is your battery/what’s your range on full charge?
My P85 lost power with SOC since new, not a battery fault. Are you losing more power now than when the car was new?
Only bought the car 20k miles ago, currently sitting at 105k miles.
No issues or power limits until 1 month ago when initially I thought is due to outside temperature. Before it was only limiting around 7% SOC.
Now it’s visible below 50% acceleration when the battery cannot maintain high amperage. The drop in pack voltage is high even at high SOC, but masked by the amperage that is still high. Probably would be more visible on a performance model.
Right now the cell voltage can go to a minimum 2.56V, very close to the shutdown value with a minimum pack voltage of 250V.
No issues or power limits until 1 month ago when initially I thought is due to outside temperature. Before it was only limiting around 7% SOC.
Now it’s visible below 50% acceleration when the battery cannot maintain high amperage. The drop in pack voltage is high even at high SOC, but masked by the amperage that is still high. Probably would be more visible on a performance model.
Right now the cell voltage can go to a minimum 2.56V, very close to the shutdown value with a minimum pack voltage of 250V.
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