Yup. I can clearly hear it in the deafening silence of certain Tesla fanboys who have for years insisted that any car charging faster than 125kW would inevitably destroy the battery.
Uhmmm... we have no idea if 250kw charging will destroy the battery or not. Presumably Tesla is pretty sure it won't increase their warranty costs. Time will tell! I'm looking forward to finding outYup. I can clearly hear it in the deafening silence of certain Tesla fanboys who have for years insisted that any car charging faster than 125kW would inevitably destroy the battery.
Will be interesting to see how v3 charging compares to something like the Audi SUV (which has a lower peak rate but less taper at higher SoC IIRC) and the upcoming Porsche with 800V charging (which will probably have similar peak rates like the v3 supercharger).
Yup. I can clearly hear it in the deafening silence of certain Tesla fanboys who have for years insisted that any car charging faster than 125kW would inevitably destroy the battery.
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You got that right. I just hope I live long enough to see the 1.21 GigaWatt charger so I can go back in time when I plug in.
Could be grumpy grumbling coming from the Porsche group after getting beaten to market.
I suppose it is theoretically possible, it is almost certainly what Porsche is doing to have nominally 800V charging, but it would be stunning development if all the different teams that did a teardown of the Model 3 battery missed the wiring that allowed that.
Yup. You know that Tom Cruise said in the "Risky Business" movie something like "Porsche, there is no substitute". Then again, it ended up in the lake when he kicked it.Could be grumpy grumbling coming from the Porsche group after getting beaten to market.
Yup. You know that Tom Cruise said in the "Risky Business" movie something like "Porsche, there is no other". Then again, it ended up in the lake when he kicked it.
Note that being able to charge at 800V doesn't necessarily mean that the powertrain must be based on 800V. It is possible that they use a 400V powertrain and only switch the battery modules to an 800V serial configuration just for charging (while disconnecting the powertrain). The advantage is that you can use existing 400V components. I don't know if that's what Porsche does though.
It is the same difference because the Taycan has to also be able to charge at 400V (or it would be wildly impractical for years to come for relying on L3 charging). Whether it is using 400V or 800V on the backend doesn't really impact feasibility for changing input configurations to handle both of those.
This is the big mystery. How do they cram so much current through the wiring in the M3 without burning it up? Perhaps the short duration at 700A doesn't allow the wiring to heat up too much. 250kW is crazy high power.
A good question is what sustained time rating Ingineer was using and what margin of error padding was assumed in that table. Tesla might have more QA confidence, and also have a lot tighter control over duration of the current, so could be using much tighter margin of error on how much current they can put through.
