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Wiki Sudden Loss Of Range With 2019.16.x Software
- Thread starter Dutchmeeuw
- Start date
I do
, just demonstrates Tesla are trying to hide the truth by making the range look better when it really is, and if based on the original efficiency when new, rated range would be 193 miles not 206 !
That too--I figure if I punch a hole in the drywall, they'll all come tumbling out.
So I had my 12v replaced less than a year ago. I just got a warning asking for replacement/service again. I wonder if it's due to pumps and vents working constantly. Battery had also been draining faster but thought it may be colder temps.
Still have 40.2.3 waiting to install. Wonder if any of these are signs of possible imminent HV battery failure. Hope not. Also scared hearing about these on board charger fails. Feel like this car is falling apart. What a shame
Still have 40.2.3 waiting to install. Wonder if any of these are signs of possible imminent HV battery failure. Hope not. Also scared hearing about these on board charger fails. Feel like this car is falling apart. What a shame
Guy V
Member
While they might have some problems with the EPA about how long Rated Range should actually have to be delivered, they are telling you in the new warranty only to count on 70%, which is 185 if Rated was 265.
Bjorn talks about his Model 3's battery reduced supercharging:
I'm in a similar situation. My 12v battery was replaced 2-3 years ago and I just got a notification that it needs to be replaced again. I also have refused to install the latest firmware. However, I hope my main battery fails so I can get a new one.
CaryRx
Member
Sorry, I'm not as tech savvy as some here. I just looked on Tesla Stats and it lists my firmware as 2020.4.1 - which I think just updated a few days ago.Are you sure your car is on .16x software?
Very, very healthy numbers indicate neither charge- nor batterygate
Nope. He talks about someone else, I think he said in Texas, that had said that, but he has no details or confirmation that it isn't just gettin being cold...
You may have to update. People have reported that the current 12v battery Tesla installs is a new kind that requires a configuration change that is only available in newer firmware. I just don't know how current the firmware needs to be.
CaryRx
Member
Thanks for the quote on those figures! I'd seen them somewhere before, but forgot the exact numbers. My approximate calculations came up to about 80-81-ish kW total pack capacity given the amount I could estimate from a 3-4% to 100% charge session and kW added numbers. I remember when I bought my car there was something I saw in the history that showed a relatively small amount of DC charing kW compared with AC kW added. I mostly charge at home, so I guess that keeps things going in a good direction. I'd like to think I can drive my current car for a good 5 or so more years with no major issues.... although I am considering adding a M3LR to the stable.
79A@239V - the HPWC is literally on the other side of the wall from the service panel, but I still mange to lose a volt in there somewhere
I agree the does not seem so high, but perhaps some weirdness between the onboard charger and the BMS/battery pack. I know, clutching at straws...
I thought that the single onboard charger was rated at 11KW while a Model S/X with dual chargers could accept 22KW
The max AC power my S is able to accept is 11KW with its single onboard charger (AC-DC converter)
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Guy V said
While they might have some problems with the EPA about how long Rated Range should actually have to be delivered, they are telling you in the new warranty only to count on 70%, which is 185 if Rated was 265.
The cars we are discussing are not new cars and are not under any new car warranty, so I don't know what your point is. Our older cars warranty requires them to use a replacement battery with equal to or greater than the milage before the failure, that can't include an artificial imposed cap, put in place by Tesla.
While they might have some problems with the EPA about how long Rated Range should actually have to be delivered, they are telling you in the new warranty only to count on 70%, which is 185 if Rated was 265.
The cars we are discussing are not new cars and are not under any new car warranty, so I don't know what your point is. Our older cars warranty requires them to use a replacement battery with equal to or greater than the milage before the failure, that can't include an artificial imposed cap, put in place by Tesla.
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Which if you think about it is a crazy way of looking at it, and as always driven by Tesla trying to keep their liability to rock bottom.
Imagine having a transmission 'fail' on an ICE car with say a stripped gear and being told by the manufacturer they were digging around tying to find a old transmission with the same amount of wear as yours had when it failed! Either fix the specific component that failed or the whole unit.
It should be a statement of maximum acceptable deterioration in energy storage from original spec and replacement with as new spec remanufactured. The notion that they can match a replacement to what your pack was like at the moment of failure is ridiculous. At that moment it had probably deteriorated excessively because it was faulty (or capped even!).
Ferrycraigs
Member
Yep older MSs (pre face lift) had 11kW onboard chargers. Those that paid for dual chargers could draw 22 kWs, but that required 3 Phase supply for the post to deliver more than 7kW, so most owners opted for a Chademo Adapter, which allowed for 50kW DC, and was a significantly cheaper Option. The onboard charger was increased to 16 kW on facelift models.
I agree with pretty much everything stated here.
If you research Power Wall type products - pure battery storage appliances - they typically have quite strict and clear warranty terms. When making my selection of storage battery, I preferred a clear cut warranty of the amount of energy passing through the battery. It's the energy that has value, and while how fast the energy can be added to or removed from the battery clearly makes a difference, I'm prepared to work around such limitations in order to fit in with what the battery prefers to give longest life. The longer the battery can continue processing energy usefully, the higher its value becomes.
We need to have a different view of our EVs to how we saw ICE vehicles. The battery has a predetermined life expectancy during which it can process a certain amount of energy while still meeting the needs of the application. The warranty should underwrite a large portion of that period. Outside of the expected reasonable performance, it's like free money the longer you keep your battery doing a useful job. You bought it knowing it had an anticipated life cycle, so the longer you can prolong that, the better off you are.
Elon keeps restating that slow charging is preferable for longevity, and he's right. Same as Bjorn points out. Battery care is something that every EV owner should take into account because it benefits them if they keep the car longterm, and whenever they sell it will benefit the next owner and the planet.
Bjorn makes an interesting point that's obvious but only recently become very clear to me. A higher capacity battery is not just about range. It can also process larger amounts of energy and be operated well within its 'comfort zone' for more of its life (especially by obviating DCFC).
It is a verifiable fact that stems from the physics / chemistry of the batteries that they have a known deterioration pattern that is exacerbated by certain use parameters - fast charge, fast discharge, use outside optimal temperature range, prolonged storage at full charge levels. No way around this stuff except to take them all into account and give your battery the most sympathetic use possible without making your car unenjoyable or impractical. That balance will be different for each owner, but I personally enjoy having and carefully using nice things and looking after them to maximise my enjoyment.
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Any battery expert know what to expect with respect to cell voltage when under load (say heater in Max, and foot to the floor?)
Mine under heater load, some packs drop from 3.655V to 3.611V, and under heavy load, due to TMSPY scanning cell voltages, I can see a 600mV voltage drop!
Mine under heater load, some packs drop from 3.655V to 3.611V, and under heavy load, due to TMSPY scanning cell voltages, I can see a 600mV voltage drop!
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