ND has AZ beat on percentage of Superchargers which are v3. Currently, they are 100% v3.
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Tesla increases Model S and X Supercharging rate to 225 kW
- Thread starter DBV1
- Start date
Took my 2017 S100D from Santa Barbara to Halifax a month after I bought it. Only range anxiety was from Rivière Du Loup to Halifax, about 500 miles. No SC. Had to resort to an overnight destination charger. The rest of the 10,000 mile trip was filled with plenty of superchargers. Well, mostly. And I was fine with 40-50 min charges.... just enough time for breakfast or lunch or dinner.... now it is substantially less to charge and I get it, that helps with throughput... but alas, I prefer the old days .... of 3 years ago... ha
Side question... anyone worked out which superchargers going for “250+”? V3 output increase? They already done that in Europe with most V2 (130>150kW).
Elon mentioned “more on this later” but nothing came of it... so far.
Surely the Superchargers would keep up with the vehicles and not rely on 3rd parties..
My charge time is determined by how long it takes to eat a burrito or a plate of ribs.
I have had several updates since last fall when hours into driving supercharging was painfully slow at high 20s for temps.
I figured my 2014 P85 97k was hit with chargegate and maybe it was and an update changed it but last week I ran it down on a hot day and took it to Oshkosh which is V2.
Initial spike was 128kw so I grabbed my phone for a pic and got this.
AtIAt 62% it wastwas downtdown to 44%. I thought taper seemed fast but 55minutes for 5-90% seemed to be what it used to be.
Still I lost 14miles in less than half the miles it took to lose the first 8 so I still feel a little cheated but at least I know I can summer road trip with the family. Winter, no way if it is slow as it was last fall. Maybe my pack is boarder line and an update returned it to old rates? Let you know in 5 months when I can check speed at 25f again.
I figured my 2014 P85 97k was hit with chargegate and maybe it was and an update changed it but last week I ran it down on a hot day and took it to Oshkosh which is V2.
Initial spike was 128kw so I grabbed my phone for a pic and got this.
AtIAt 62% it wastwas downtdown to 44%. I thought taper seemed fast but 55minutes for 5-90% seemed to be what it used to be.
Still I lost 14miles in less than half the miles it took to lose the first 8 so I still feel a little cheated but at least I know I can summer road trip with the family. Winter, no way if it is slow as it was last fall. Maybe my pack is boarder line and an update returned it to old rates? Let you know in 5 months when I can check speed at 25f again.
All Tesla battery packs have 96 “rows” of cells where all the cells in a row are connected in parallel with the rows connected in series. Each row of cells is charged at 4.2 volts. 96 rows therefore are charged at 403.2 volts (96x4.2). The only variable available is the charging current per cell as all cells in a pack are charged at the same current. The 18650 cells were limited by Tesla to a maximum of 4 amps per cell. This was for two reasons: To limit the heat generated in the cells by the charging current and to limit cell degradation. I’ll spare you the details. The 85/90 pack has 74 cells per row. 74x 4 x 96 x 4.2 ~ 120 kw, the limit on power for V1 Superchargers.
The 2170 cells were initially limited to 6 amps per cell because the larger cell cross-section gave the cells 2/3 the resistance of the 18650s for the same amount of heat despite the higher current. But I believe that the Model 3 LR battery pack has a more capable cooling system than the 85/90 packs. Possibly also true of the 100 pack.
This enables them to raise the peak charging current per cell for the 2170 packs for maybe 15 minutes per before tapering off. The maximum power that can be applied was therefore increased in proportion to the higher current, maybe 150 kw. It may be that the 100 pack has a cooling system that can also be tweaked. If so, that pack with a software update may tolerate higher max charging current/power, shortening charging time for that pack.
If you think of an 85/90 pack as 7104 resistors of .015 ohms dissipating 4 amps each, the total peak power dissipated is 16 x .015 x 7104 = 1700 watts or the equivalent of about 17 100 watt light bulbs, a lot of heat to get rid of.
The 2170 cells were initially limited to 6 amps per cell because the larger cell cross-section gave the cells 2/3 the resistance of the 18650s for the same amount of heat despite the higher current. But I believe that the Model 3 LR battery pack has a more capable cooling system than the 85/90 packs. Possibly also true of the 100 pack.
This enables them to raise the peak charging current per cell for the 2170 packs for maybe 15 minutes per before tapering off. The maximum power that can be applied was therefore increased in proportion to the higher current, maybe 150 kw. It may be that the 100 pack has a cooling system that can also be tweaked. If so, that pack with a software update may tolerate higher max charging current/power, shortening charging time for that pack.
If you think of an 85/90 pack as 7104 resistors of .015 ohms dissipating 4 amps each, the total peak power dissipated is 16 x .015 x 7104 = 1700 watts or the equivalent of about 17 100 watt light bulbs, a lot of heat to get rid of.
Yes, I have thought the same thing, though from the other perspective. But either way, it feels like there is an increasing disparity between newer and older S-Owners (to be expected) as the dicussions focus is often quite different.
I enjoy both, but being able to dip into one or the other would sometimes be preferable imo.
I have a model 3 (2018, AWD, Dual Engine, extended range. Yesterday, I unexpectedly found a supercharger in Madison, VA that began charging at 25kW (over 1020 mi/hour) but after a few minutes it "slowed" down to about 700mi/hour. It was still the fastest charging that I've ever experienced.
rafacq
Member
Just 2 weeks ago my 2015 S85D charging at 14% SoC at Henrietta (v2) on my way back from Amarillo.
Oliver’s MX
Member
rafacq
Member
That's what I'm talking about. Plus we can now use GAS MONEY for ribs instead!
The original article mentions that this is limited to only newer MX/MS. As a 2019 Raven owner, I'm very much wondering when exact the cutoff is.
We only know that the increase applies to vehicles with pack id 93. But we don't know what cars have pack id 93 in them. Nobody has reported getting the notification in their car yet. We might get more information soon as 20.24.6.1 starts to get installed on Raven S&X vehicles. (It has only started to get pushed out widely in the last few hours.)
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liludiivert
Member
I just installed the 2020.24.6.1 update on my Long Range Plus MS. No mention of updated supercharging speeds in the change notes. Wonder if there's anyone out there who has seen the change in their changelog?
Pretty good explanation.
You do need to be careful with exclusionary statements like “all,” though. The big batteries have always been 96 cells in series, as sixteen modules in the S/X, each of six cell groups.
But small battery S/X only had 14 modules and thus 84 cells in series. The original S60 used unique modules with fewer cells in each module; all the others since use the same modules as the big batteries.
I think every current new production Tesla is indeed 96 cell, unlike the past.
tinkererguy
Paul Braren TinkerTry.com/Tesla
I did some Model 3 LR AWD testing recently here in Connecticut, where we now have many new V3 Superchargers. Charging from 20% to 80% took 25 min for V3 and 28 min for V2. The video I’m working on shows the charge curves.
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