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There's two difference arguments for faster charging. One is arriving home with low charge and needing to quickly recharge before going back out for the day. The other is you have plenty of time to charge overnight but you want charging to happen during your off-peak period. I believe JanoSicek's point was that if your need is only for the off-peak charging window, it may not be worth the cost of the faster charger. Literally spending dollars to save pennies.
Now if you have a 200 mile roundtrip commute and then want to go out on the town in the evening, even if that's only a few times a year, that is a different story.
Thus Amended Hath It Been.Slight amendment: After 100A, breaker sizes go to 125A, 150A, 200A, ...
What's UP with the 4 hours of cheap electricity? Here in Switzerland I get 13 hours of lower tariff electricity daily, plus like 40 hours nonstop on the weekend.
For me this is absolutely not an issue. Similar situation in many european countries I assume. 11kW charger is all we need.
As addendum, I would say that if you have 200 mile roundtrip commute, then you have a totally different problem in your life than charging speed of your car.
Regain your sanity, move
I admittedly view this stuff thru rosy glasses, but I am watching the theoretical area that would be occupied (sometime in 2016) by:
Because I could totally see a smaller, lighter 48A charger figuring into the base Model III.
- 48A single charger which TM is working on fitting into a smaller form factor, enabling a:
- 96A Dual configuration for power-users, towing enthusiasts, TOU opportunists, drivers-over-mountains, etc. - compatible with a:
- New Generation HPWC That Goes To 11! Hook up to a 120A circuit and charge your Dually Chargered X at:
- 23kW rate of charge
The logical reason is there is a problem of supply or unforeseen design issues with the 72A charger that have finally come to a head and thus initial Model X ships in a compromised form. I fully expect a higher powered charger to make it into slightly later production.
Which is why the 72amp, (really the 80 amp available in the MS), should be an option. It is a huge issue to me. I can see once or twice a week that it will potentially be a problem. Many if not all weekends will be a problem. I'm thinking I will need a second vehicle to drive for work on Friday so that when I come home from work, the MX can handle the trip for the weekend.
There's two difference arguments for faster charging. One is arriving home with low charge and needing to quickly recharge before going back out for the day. The other is you have plenty of time to charge overnight but you want charging to happen during your off-peak period. I believe JanoSicek's point was that if your need is only for the off-peak charging window, it may not be worth the cost of the faster charger. Literally spending dollars to save pennies.
Now if you have a 200 mile roundtrip commute and then want to go out on the town in the evening, even if that's only a few times a year, that is a different story.
There are times when a logistical / tactical decision becomes a permanent decision once the data is studied more. Indications are this is a "for the foreseeable future" move. That's not to say that a backlash won't cause them to reconsider, but the wording being used by Tesla indicates nothing about this being a temporary issue.
It's not about the money at this point, it's about time. I would not be able to do the work drive on Friday, then turn around and drive to my weekend place. I would have to charge Friday night, then drive Saturday thus losing one evening of my weekend away.
Agreed and I get it having lived and worked 15 years in Southern CA and another 25 years in almost every state in the lower 48. It gets "iffy" accessing reputable gas stations between some major cities in the middle of the country let alone finding a SC or destination charger.There is a third reason. When you have a stretch beyond Superchargers (those areas do exist...), and need a little more charge, the extra charging speed can be very important. For example, if you need another 50 rated miles to finish the leg, and there is an 80 Amp Destination Charger or a HAL2 on the way, it's a difference between one hour and two hours of L2 charging. One hour for a quick lunch or a walk is acceptable, two hours starts getting annoying.
If you are in Colorado and do the Denver to SW Colorado drive, the 70 Amp HAL2's in Salida and Pagosa Springs make this a reality. The Sun Country Highway HAL2's in Canada and Washington State are good examples, not to mention all those nice 80 Amp Destination chargers.
There is a third reason. When you have a stretch beyond Superchargers (those areas do exist...), and need a little more charge, the extra charging speed can be very important. For example, if you need another 50 rated miles to finish the leg, and there is an 80 Amp Destination Charger or a HAL2 on the way, it's a difference between one hour and two hours of L2 charging. One hour for a quick lunch or a walk is acceptable, two hours starts getting annoying.
Agreed and I get it having lived and worked 15 years in Southern CA and another 25 years in almost every state in the lower 48. It gets "iffy" accessing reputable gas stations between some major cities in the middle of the country let alone finding a SC or destination charger.
For obvious reasons the "48A is good enough" sentiment here is largely due to the disproportionate number of Tesla owners who live and work so close to SC capability.
If Tesla cares to add customers in the middle of the USA, new vehicles should not come with more charging limitations. Maybe Elon needs to select consumer advice outside of California.
See my proposal for a Moderate Power Tesla DC Charger at Moderate Power Tesla DC Charger Product Proposal as an alternative solution.
The decision to go with a single 48A charger has left me scratching my head. I don't buy the argument about cost, because Tesla doesn't mind selling ~$150,000 fully loaded vehicles and a second charger would be around 1% cost increase. I know they can do better because the S comes with dual chargers and the founder's Model-X have 72A. The only thing I can think of is the design engineers are tired and after building this incredibly complex vehicle, they are now trying hard to simplify it as much as possible (e.g. by removing options like a dual charger and 3rd row seats). But not allowing for a 2nd after-purchase charger still baffles me.