That would be really strange, I did my test directly after unplugging. Fact is, if there is no dotted line below the 0 in the energy meter, regenerative braking is available. I have seen part of that area being dotted in the morning lately, but that was because of low outside temperature. Have a look what your energy meter is telling you after charging to 100%.I have a S60. With a full charge, I have noticed that at the very beginning of a drive immediately after, the regenerative braking was practically nil. I about ran into the car in front at my first red light waiting on regen to start. Within a mile or 2 I was able to detect some regen braking, and after a few more miles it was normal. Is this normal? I have no idea. I haven't done a full charge since that to retest. It was just plain weird...
I remember in the 40kWh, the limiter was simply done by the same method as when you set the max percentage you want to charge the battery. It's not a global limiter on the capacity, so I would not be surprised if regen is unaffected.
Yes, that's what this is all about. If you charge a 60(D) to 100%, it's the same as charging a 75(D) to 80%, so for daily commute the outcome and available range is exactly the same. The only thing that's missing is the start-charge if you want or need the extra 15 kWh-ish on the first leg of a road trip, but with the current and increasing SuC availability that should never be an issue.
Because they don't want to open a can of worms. There are so many battery configurations and they will have a lot of explanation to do to every single owner. All the owners will get confused.
They want to upsell. Also it keeps the message consistent so easier for the representative to remember vs saying "wait what model S do you have?"
Would not make any sense, because it is of practical use without downside, but clearly not something Tesla might disable on purpose for no reasons. It may not even be part of the firmware but a sole matter of the BMS instead.
The downside for Tesla is that you're able to use more than the "60 kWh" and thus have one less incentive to pay for the 75 kWh upgrade.
Not really, because though it clearly is an advantage, you can barely use it to charge more than the 60 kWh unless you try some (unpractical) trickery. How many people live on a hill? How many people live on a really high mountain? Our way goes downhill for about 1 km ~ 0.62 miles, but the recuperated energy is just between 200 and 270 Wh. That certainly has no influence on a decision to purchase the 75 kWh upgrade or not.
It does not matter, you can do as you like without harming the battery. With the 75 kWh battery software-limited to 60 kWh it is a fact, that the displayed 100% charge is 80% real SoC. Tesla recommends charging between 50 and 90% for daily commute, and 100% only for starting a road-trip, but that advice is for an unlimited battery. Charge the software-limited battery to 100% and you really only have a true charge of 80%, so well in the advised zone for daily use. There is absolutely no doubt about the correctness of that statement, even if less informed Tesla employees should tell you otherwise.
