I agree with that. Thanks for your detailed explanation. "Idle" is a general term I was using for a parked Tesla. Whereas, the Standby mode is quite narrowly defined in your response. Depending upon weather conditions, you know that a BMS is doing a lot more when Tesla is parked during the day, or even at night, before going into the Sleep mode. In my recent experience, during a few hot ~90°F days, the battery in my Tesla was losing ~4% charge over an 8 hour period while parked outside my office.
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Tesla sets charge limit to 90%
- Thread starter Iron
- Start date
The lower the SOC range, the better.
If the range + range anxiety allows, charge only to 50%.
I did select 55% as it is a reasonable compromise between low degradation and range. But using 50% as the charging target (as no lower setting exist) is better than 55% in terms of degradation only.
If there was an option to charge to 30% or 40% this would probably be the best if this is enough ( which it is for many peoples daily drive).
If I did not miss-read the post, you did not write about charging late.
The 55% or less is coupled to calendar aging, and calendar aging will be very much reduced by charging shortly before the drive.
If there is a need to charge to for example 80% or 90%, the very most part of the calendar aging is avoided by charging late.
In short, charging higher than 55% if needed isnt that bad if the time at high SOC is short.
5kWh / day for sentry = 7-8% for an LR and 10-isg for an SR.
Sentry and cabib overheat protection of, one percent or so each week.
For the picture, it is a risk of being taken as the ”true values”. This is very common.
Because of this its important that the pictures presented is not missleading.
For the examples of daily drive, they might be missleading.
The basics is:
-Only charge to the level needed until the next charge.
-Charge often (daily for most people)
-Charge late
This means that as long as 50% charging target is enough (including a safe margin) use 50%.
For the table, the ”Mainenance SOC range” does not feel the best.
Any of the 120km or less should be charging to 50% and the arrival SOC should be whatever it happens to, be.
If this means it is lower than the personal comfort zone, raise the target to what feels safe/good.
There is no reason coupled to the battery to stay above 20%. The lower limit should perhaps not be written as it most probably will be taken as a qualitative number fir what is best for the battery.
For example the <100mi (160km), 55-15% will keep the battery at and below the 55% limit which will reduce the degradation most.
I get 200km range with my M3P and 50% SOC at the average lifetime consumption.
For any drive less than about 180km I could use 50% charging, as it would give the lowest degradation. 55-15 or 50-10% will be much better than 80-40%
For <75miles, 50-20% is much better.
The Cyclic degradation is very small compared to the calendar aging, so we do not really need to use that as a factor for planning the SOC level. In any case they are about the same, low SOC + charge late is most important. Small cycles is also good but not most important.
So, to increase the life of the battery, it is the time at high SOC that is the most important thing. Any action that ends up in having low SOC for the biggest part of the day is good.
For the charging, it should state that any AC charging is good form the battery.
If using the charge late strategy, the highest possible AC power gives the shortest time at high SOC, but if the charging is not ”late” a lower power is better as it delaya the high SOC.
For fast chargers, the limit should not be set to ”above 150kW” but instead maybe above 50-80kW.
My personal tip after reading research about fast charging is to always precondition the battery when possible.
I always do that.
Yes, the cabin overheat protection is on. Should I turn it off even when parked in the 90°F full sun? In your case, how much power it might be consuming in that 15-20 minutes period, before going to the Sleep mode?
In a word, yes. I live in Florida and I keep it off.
The cabin interior doesn't need protection. It is well documented that the feature was implemented to protect occupants accidentally left in the car.
Thanks for your valuable input. I haven't had a chance to read much about the technical specifications of the MY glass roof. But, is it prudent to say that the glass roof by itself is a valuable factor in keeping the heat and UV radiations out?
In my opinion, yes, the roof tinting and IR coating work great.
I haven't applied any extra tinting or put up a saggy roof shade. Our car sits in the sun all day every day.
Prediction - very few of today's vehicles are going to be running in 15 years. Parts will not generally be available to keep the vehicles running. Look up lead-free solder and you will learn that due to international treaty agreements consumer electronics are being manufactured using lead-free solder. Tesla vehicles are built with circuit boards that use lead-free solder. Lead-free solder becomes brittle over time, i.e. beyond 10 years. The brittleness of the solder encourages micro cracks in the solder connections over time. Once your vehicle becomes unreliable due to failing components you will be forced to purchase a new or newer vehicle.
Sorry for keep veering off the thread track, "Tesla sets charge limit to 90%." May be a forum Admin can move these to a different/new thread.
Anyhow, I just checked my overheat protection settings. Mine was "on" with the activation temperature of 100°F. Is it possible to lose ~4% charge in 8 hours at this setting?
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Yes. Try the Fan Only (No AC) setting. The energy usage for COP without AC is ~1/3rd as much.
Or turn it off.
I suspect Tesla turns on cabin overheat protection by default just in case someone's child or pet is accidentally left in the car shortly after accepting delivery.
I totally agree. After all, it's is a machine. I'm planning on keeping mine for only 4 to 7 y max. We can love our cars for the new experiences these machines can help deliver, but no one should be emotionally attached to a car.
Of course. I’m planning to keep SoC mostly under 60%, and given the 1% degradation I got in the first 9 months and 10k miles, I think expecting 15% degradation after 15 years and 200k miles is not unreasonable.
metroplex
Gearhead
I'll second this, my Model 3 LR uses about 1% each WEEK while in sleep mode for winter storage (Sentry is not active).
Do your cars have LFP ? How often do you charge them to 100% SOC?
Your “only thing to avoid is 100% charging …” might not be true for Teslas with LFP batteries?
arichard2401
Member
LFP? No. I'll charge to 100% just before I depart on a road trip. I use the off peak charging to set the off peak time ending right when I plan on leaving.
Recently I've scaled back a little bit from my obsessive charging regimen. Now I do 50% on weekends and days where I don't need to go in to work. If I think I'll be going somewhere I bump it up to 60 or whatever I think I'll need for the drive, but if I forget, I'll just drive it from 50% and charge it back when I get home. On days where I go to work I'll knock it up to 55% before departing, and if I forget, same as above.
I did notice some weird behavior on my last road trip, maybe related to my charging method and the car's ability to estimate. I drive the same route from Philly to Jacksonville, NC frequently, so I kind of know where I need to stop and how much SOC I need to make it to the next charging stop. At one point it was telling me I was going to be able to make it to a supercharger there was no way I was actually going to make. Like 10-20% underestimation of the energy it was going to take. It believed it at first and chalked it up to the weather, but then I checked in ABRP and realized it was giving me a bad estimate. I wish I had taken a picture of it but the estimated battery consumption graph would have this huge spike in it right after I departed. I also noticed they pushed an update shortly after that trip, and I haven't seen behavior like that since, maybe that's just a coincidence. I'm about to do the trip again so I'll see how it goes this time.
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