What’s really sad is it seems like that’s true for the guides as well. They really are to be giving their people in charge of the indicating with customers the full information.
For L2 ( at least in the Tesla) you can set the rate but not for L3. Not sure from an infrastructure sharing perspective being able to downgrade the L3 for slower charging would be good. I would be frustrated if someone pulled in and consumed the L3 charger for 3 hours while I was waiting to charge.
I know... but maybe the chargers should charge a minimum if you're under 50kwh?
Both the EQS and Taycan have a "battery saving" mode for L3 charging. They are still charging fairly fast, it's just say 100kw instead of 180 for the EQS.
My guess is no. The new motors have 300 horsepower I think you would need to charge configurations. That is where someone was speculating a hyped up quad motor with 1200 horsepower could be coming.
They can very easily de-rate the motor by just supplying it with less current in software. That won't be a limiting factor. It was implied that they would be using the in-house motors for the quad-motor setup as well as dual-motor. The letter stated the new motor would debut in the EDV later in 2022 and in the dual-motor in late 2023. They also mentioned 100 test EDVs already had the new motor in use.
I knew where you were going with it. I think you'd get more bang for your buck charging people an arm and a leg for going above 80% or something than worrying about someone reducing their peak charging rate from 180 to 100+ kw (I don't remember what the EQS value is when you limit it).
As someone with a tiny battery, hell no to charging more for over 80%. I often have to charge closer to 85-95% with DCFC to get enough range. That said, with a tiny battery it also means I've pretty much never on a charger more than 20-30 min anyway.
Not sure what errands you run, but my Hummer was down to 28kW at 81% when I unplugged it on a 350kW EA station. The last 20% would take around 90 minutes at that rate. Not sure if it will always taper that bad at 80% or if it was just a fluke, was the first and only DCFC I have done to that level.
I can't decide whether to tease you for having a small battery, or suggest alternative schemes that are imperfect for managing charger congestion.
Aren't CCS1 connectors described by IEC TS 62196-3-1:2020(E)? Isn't that limited to 500 Amps and 1,500 volts? Am I missing something here? CCS itself can be supplemented, but I thought that as currently implemented with the current connectors the limit is 500 amps.
It was a recent Motortrend article that speculated a “quad motor with 1200 horsepower could be coming.”
It would make sense for them to design the new motors to be easily modified to accommodate all variants so they're in full control of that supply chain, reduces variation in the components, and get everything on 800v.
