A full V3 station will have almost 4x the demand of a similar full V2. I wonder if they finally added batteries to the new V3 sites for demand management. Has anyone seen any details of what's behind the fence? I haven't found anything yet.
Not really. More cells in series vs parallel means higher voltage, but correspondingly lower charge current. Maybe a little better due to lower resistive losses at lower current, but probably not enough to really matter.I was always a wee bit bitter that Tesla was lazy and didn't give the 75 pack as high a nominal pack voltage as it could have. Smaller modules but more of them, vs fewer modules and fewer in series. Strictly a cost savings measure.
Huh? 20 stalls * 250kW/stall = 5MW, not 20. 20 stalls * 1 rack/2 stalls * 145kW/rack = 1.45MW, not 5MW.Further, a 20 stall V3 station will require a 20MW feed! That's a pretty substantial substation, and they will have be in a location where local power distribution can support it. Because of load sharing and the lower output, the V2 twenty stall station only requires 5MW - which is far more reasonable.
Originally the numbers quoted were 120kw, then 132kw. Those sites were 12 original S chargers in a rack. 4 sets of 3 wired L-N in a 277/480 wye. Each bank of 3 can be individually switched between pedestals. 12 * 40A * 277V = 133kW. Not sure what/when hardware change happened to get to 145kWLooks like they have kept the existing Tesla plug in NA. I wonder if they can push 145kW in the EU plug too. Does anyone have information on that?
When I first saw the Model 3 on SC v3, I immediately thought: “I must trade my S 100D for it”. Then I realized that it will be a long time until v3 sites are brought up on the trans-european route that I take 3-4 times a year.