Birdman325
Member
That is exactly what I was thinking! Thx. Even the labour is incrementally more it won’t be 3x.Wait until the second module fails then get all three replaced at once, and only have to pay for labor that one time.
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That is exactly what I was thinking! Thx. Even the labour is incrementally more it won’t be 3x.Wait until the second module fails then get all three replaced at once, and only have to pay for labor that one time.
Wait until the second module fails then get all three replaced at once, and only have to pay for labor that one time.
That is exactly what I was thinking! Thx. Even the labour is incrementally more it won’t be 3x.
What makes you think that Tesla doesn't repair them?but are we really going to e-waste these huge boards for ever?
Because you can't buy a refurbished one. That and because people have seen techs literally throw them in a bin.What makes you think that Tesla doesn't repair them?
They may use them in refurbished packs.Because you can't buy a refurbished one.
I would hope that the failure rate is not so high that a pack that happens to need to be refurbished doesn't already have a good PCS.They may use them in refurbished packs.
I would think that the only way they would send them to be recycled would be if they couldn't be reasonably repaired. (Maybe the new version is significantly different.)
Sorry to hear this. And we can bet there are many more who haven't reported the breakdown, or even follow this forum. To repeat myself for the umpteenth time: it is unconscionable that Tesla doesn't include the electronic components in the HV Battery Service Panel under the HV Battery Warranty —like other automakers.Gah. Just joining the group. Mostly charge at 32 amp, but when I tried to charge at 48 a couple of weeks ago, it wouldn't. The car with the issue is a June-18 build per the sticker on the door, so that is specifically referenced date in the service bulletin. Low miles, but clearly beyond 48 months.
Put in a Service Request, but haven't heard back. Based on this thread, it looks like I'm out ~$2500 for the repair? No value to be in the magic 5 week build time frame per the SB?
Just to check the obvious: the versions of the cars with smaller batteries only have 32A chargers. Yours is a longer range one that is supposed to have the 48A charger?Gah. Just joining the group. Mostly charge at 32 amp, but when I tried to charge at 48 a couple of weeks ago, it wouldn't.
Just to check the obvious: the versions of the cars with smaller batteries only have 32A chargers. Yours is a longer range one that is supposed to have the 48A charger?
I think the logic is that for an EV, the OBC is not generally considered part of the battery pack. Although Tesla put it in the same housing for the Model 3/Y for ease of manufacturing, they operate under that same logic.Sorry to hear this. And we can bet there are many more who haven't reported the breakdown, or even follow this forum. To repeat myself for the umpteenth time: it is unconscionable that Tesla doesn't include the electronic components in the HV Battery Service Panel under the HV Battery Warranty —like other automakers.
Don't forget that for Tesla, you can't actually buy a battery without the OBC/PCS. It's included in the only part number that includes a battery. So it's pretty clearly part of the battery.I think the logic is that for an EV, the OBC is not generally considered part of the battery pack. Although Tesla put it in the same housing for the Model 3/Y for ease of manufacturing, they operate under that same logic.
This is once again for convenience and reduced work hours in a pack replacement. The PCS can be replaced in the same way as the older separate units (namely from the rear seat), without taking out the battery pack. I do agree however this is the strongest argument you can bring in a court case.Don't forget that for Tesla, you can't actually buy a battery without the OBC/PCS. It's included in the only part number that includes a battery. So it's pretty clearly part of the battery.
Start selling batteries without PCS' and you have an argument that they aren't part of the battery.
That is correct. We have his-and-hers LR Model 3's, 2018 build, both of which can charge up to 48 amps. Only one of the two has the issue.If @Big Dog 's signature here is accurate, they have 2 Long Range RWD Model 3s. I think the Long Range RWD model was only sold in 2018 and possibly early into 2019. That model would have 48amp charging, from what I remember of it.
So, you are saying they are forcing people to pay an extra ~$1,700, by buying a new PCS, when buying a replacement battery pack for their convivence? (Rather than moving their perfectly good PCS from the old pack to the new pack?)This is once again for convenience and reduced work hours in a pack replacement. The PCS can be replaced in the same way as the older separate units (namely from the rear seat), without taking out the battery pack. I do agree however this is the strongest argument you can bring in a court case.
Don't forget that for Tesla, you can't actually buy a battery without the OBC/PCS. It's included in the only part number that includes a battery. So it's pretty clearly part of the battery.
Start selling batteries without PCS' and you have an argument that they aren't part of the battery.
This is once again for convenience and reduced work hours in a pack replacement.
Do you have a Tesla home charger? Seems like a lot of cases reported had a Tesla home charger.That is correct. We have his-and-hers LR Model 3's, 2018 build, both of which can charge up to 48 amps. Only one of the two has the issue.
Just plugged the good one in, and was able to charge at 48 amps (so my HPWC works ok). When I moved cars and plugged the second one in, after a few seconds, received the following message: "Power grid or vehicle issue limiting AC charging. / Unplug and retry/Try different charging location."
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