You can install our site as a web app on your iOS device by utilizing the Add to Home Screen feature in Safari. Please see this thread for more details on this.
Note: This feature may not be available in some browsers.
I saw that message, but went by anyway and was able to charge at around 105 kW.The supercharger was down yesterday on the map saying Temporary Closure
It's a pain to access the Temecula Supercharger on a weekend afternoon. It's at the Promenade Mall, and if that's not bad enough, they're located on the 3rd level of the parking structure. Typically there's plenty of open parking spots on the 4th or 5th levels, but drivers entering this parking structure wait for people loading into their cars on the 1st and 2nd levels, and it backs everything up slowing you from getting to the 3rd level.How is this place on a Saturday afternoon. I'm going to be passing by, and will need to charge somewhere off of the 5 or 15 headed to SD
It should be fine. There is also another brand new SC along the 15 further south that is live, but might not yet be in the Nav. Check out supercharge.info for the location.
Not only is it showing up, it’s up to 7 in use. I was optimistic to have this available in a pinch, but now I wonder just how overrun this location will be.
Yes, you could get close to 150 kW if.......Map says these are now 150kW chargers; so I can charge my LR RWD at 150kW?
Yes, you could get close to 150 kW if.......
- You are on a firmware which supports the higher charging rate (I believe 2019.8.3 or later).
- You have an unpaired supercharger stall.
- You arrive with a low enough state of charge to get full power (i.e. low battery %).
- Your battery is warm enough (potentially helped by software-commanded battery preheating when navigating to the charger).
- The supercharger hardware is in perfect working order.
Map says these are now 150kW chargers; so I can charge my LR RWD at 150kW?
That was a nearly perfect example of exactly how a supercharger is supposed to work. Traditional style, V2 (i.e. 120 or 150 kW) superchargers share their available power between 2 stalls. This is the reason why the stalls are numbered 1A, 1B, 2A, 2B, ... instead of just 1, 2, 3, 4, ... When only 1 car is plugged into a pair of stalls they will have "access" to the full power available from the supercharger cabinet, i.e. 120 or 150 kW. When 2 cars are charging from a pair of stalls, that available power needs to be split so that both can charge simultaneously. But they don't split the power evenly. They divide it in a to minimize the disadvantaging of the first car to plug into the pair. So, if you were already charging and someone else came along and plugged into your stall's pair, the effect on your charge rate is minimized.I took the last stall yesterday with my LR RWD with 100 miles left on the battery. It was painfully slow at 34kW with all stalls Charging. Stuck at 34kW for 10 mins Eventually it ramped up to 70kW. I got tired of waiting and left after + 40 miles. I was showing my car to a friend in Temecula. Granted I've only had my car for a month but I've been to a 10 superchargers and have supercharged about 20 times, I've never seen it that slow.
Later on the drive home I went to Lake Elsinore. Only 1 other car there. It was at 120kW. Added 80 mi in 10 mins and left.
Temecula Charger
hat was a nearly perfect example of exactly how a supercharger is supposed to work. Traditional style, V2 (i.e. 120 or 150 kW) superchargers share their available power between 2 stalls. This is the reason why the stalls are numbered 1A, 1B, 2A, 2B, ... instead of just 1, 2, 3, 4, ... When only 1 car is plugged into a pair of stalls they will have "access" to the full power available from the supercharger cabinet, i.e. 120 or 150 kW. When 2 cars are charging from a pair of stalls, that available power needs to be split so that both can charge simultaneously. But they don't split the power evenly. They divide it in a to minimize the disadvantaging of the first car to plug into the pair. So, if you were already charging and someone else came along and plugged into your stall's pair, the effect on your charge rate is minimized.
If you recall/understand that each supercharger cabinet contains 12 distinct chargers (the same that are in the cars themselves) that are combined in 4 blocks of 3 chargers each (3 x 4 = 12), this behavior is thoroughly understandable. Each of those chargers is capable of 12 kW. So at the start of your session, the other car kept 3 blocks of chargers and you were given a single block of 3 and should therefore have had access to a rate of up to 36 kW. However, one of the chargers in that block was non-functional, thereby reducing your max rate to 24 kW. In addition, one of the remaining two chargers was operating poorly. When it didn't work your max rate would temporarily drop down to 12 kW--the rate supplied by a single charger--when it started working again, the rate would ramp back up to 24 kW.For example, yesterday I arrived at a Supercharger with 8%. I shared a stall as the entire facility was booked. I plugged in and received 22kW. The rate never exceeded 22kW. At times it would plummet to 10-13kW before ramping up to 20-22. After 20 minutes (surely long enough for the Model 3 that was sharing the pair to have tapered down a tad) I unplugged at 18%.
If you recall/understand that each supercharger cabinet contains 12 distinct chargers (the same that are in the cars themselves) that are combined in 4 blocks of 3 chargers each (3 x 4 = 12), this behavior is thoroughly understandable. Each of those chargers is capable of 12 kW. So at the start of your session, the other car kept 3 blocks of chargers and you were given a single block of 3 and should therefore have had access to a rate of up to 36 kW. However, one of the chargers in that block was non-functional, thereby reducing your max rate to 24 kW. In addition, one of the remaining two chargers was operating poorly. When it didn't work your max rate would temporarily drop down to 12 kW--the rate supplied by a single charger--when it started working again, the rate would ramp back up to 24 kW.
As for why your rate never increased after a long enough time that you would expect the other car to have begun tapering, I don't know. Given that there were clearly issues with 2 of the 3 chargers in your single block, I don't think it's that unreasonable to consider the possibility that there were also non-functional or problematic chargers within the 3 blocks the other person was using. So, maybe they weren't getting very close to the expected 108 kW. If they started with a low SoC, hadn't preceded you in plugging in, and were only getting less than 90 kW, then it's still quite possible that they hadn't tapered enough to trigger a transfer of an additional block of chargers to your stall within that time period. Or maybe the cabinet was having problems with switching the power between stalls and this resulted in a delay. Who knows.
In general, whenever you see problems or changes to charging rates that occur in multiples of 11 or 12 kW, my baseline assumption would be that it's to do with the supercharger cabinet hardware (i.e. chargers). Not electrical grid issues. How sensitive that cabinet hardware is to high ambient temperatures, I don't know. I seem to recall that some people used to report having temperature related issues that were thought to be related to the charging plugs/cables. They could get a better charging rate or fewer interruptions if they draped a wet or cold towel over the handle when plugged in.
What about the new Menifee charger, that's right off the 215...I only use this SC when I absolutely have to, it's been a hassle every time I've tried it (of course, it's always in the evening on a drive back to SD). You would think a thriving community like Temecula would justify having a more typical supercharger installation, instead of one tucked away on the 3rd floor of a parking garage. The Elsinore SC is a great alternative, but most of my trips end up being down the 215, which means the Elsinore SC requires a really inconvenient detour.