This charging limitation seems like a good table / Google sheet would help clarify it. List of the cars and their voltages and their internal dc-dc converter limiting factors (in combination with Teslas v3 supercharger limit voltage of course)
Excellent explanation. I was not aware there were so many approaches to battery pack arrangement affecting charging. I have an Ioniq 5 and live in North Dakota. Access to the Tesla Superchargers will still be a massive improvement since the most capable chargers are rated at 62 kW here and they may be 200 miles apart. Not sure I can go that far at 80-85 mph. First world problems. Again, thank you.
@@andrewr3362 According to Tesla, the Bismarck Superchargers have not been upgraded to Magic Docks. I will visit the site to be certain. (Just checked. None of the chargers appear to have Magic Docks.)
Yes, it’s a problem for Teslas. The main thing that will become an issue is that when an EV with a port on the “wrong” side tries to charge, it not only blocks two of our charging spaces, but it doesn’t give an accurate estimate of available charging stalls in our onboard route planner. I will show there are twice as many stalls available. Our cars also automatically adjust charging stops based on the availability of stalls. If these aren’t accurate, it’s a big problem that will result in waits. I honestly hope they don’t put longer cords. Our short cords are clean, neat, and don’t get run over and damaged like those long cords on other stations (Even Tesla destination cords are never coiled and hung up, and I’ve seen them damaged from being run over). If anything, maybe you guys can carry an extension cord.
@@KatAdair Other than my charging port being on the wrong side, I do not expect to need a longer cable. Depriving Tesla owners of space will not be an issue in my area, either. There are so few EVs that the public chargers, including Tesla's, are seldom used. Maybe someday but not soon here will there be crowds at the chargers. I am haunting the internet hoping that Hyundai will announce an update so that the Ioniq 5 can utilize the Tesla chargers. Their chargers here are the v3 model. Oh, and from what I have read, the v4 chargers have longer cords. It comes down to the cord management system on any charger.
@@leslarson2642 on my road trips between Colorado and Austin, the Tesla superchargers are very much in use, so that’s the basis of my concern. Where I live now, in the mountains in Colorado, we do have two supercharger “stations,” an older 150 kW one with 12 chargers, and a newer 250 kW with 8. I wouldn’t have any problem with opening up the 150 kW to other EVs; it’s also closer to I-70. There is an EA (I believe) at Walmart a few miles away with four chargers, which I’m happy to say has been pretty busy. I charge at home, so it’s not an issue. But if I head down to Denver, the stations I use there are always full with Teslas. If I showed up there to see a non-Tesla taking up two spaces or spending two hours charging, that would be a big issue for the users of that station. I heard somebody say that Tesla might not open the busier stations to non-Teslas, and that might be a solution for now. I do want EVs to become prevalent, so I struggle with this. I really want to embrace it. I’m just baffled by how EV companies have botched their rollouts. A good friend has a Mustang Mach-E that she’s afraid to drive because she has no idea how to find charging stations. She’s charging 110v at home.
Maybe I missed a cut, but your delivery of fairly complicated material for 20 minutes in a single take is amazing! Not gonna shed too many tears for Taycan and Lucid owners getting only 50KW at Superchargers. They'll survive (and drive amazing cars).
Thank you! I was watching other videos of people testing out Tesla charging and not knowing why they were charging slow and I didn't know either. I think I learned more in this video than I have all week (which is saying a lot for me :D)!
We take it for granted, but amazing how Kyle shoots a video like that in one freaking take without a drop of hesitation. That was crystal clear. Kudos!
@@SonaEnergy_CK after watching many OOS videos, I can assure that Kyle is a beast! I sometimes picture him as the calculating Hangover Zach with all this EV stuff flying around!
I get that people like to logic their own way through physics but the “pipe size” to represent voltage is a horrible analogy. If your going to simplify it down please use pressure = voltage, flow rate = current, and pipe size = resistance. There are still flaws with this analogy but it works rather than whatever was expressed above.
Well, until this, there really hasn't been much reason for it in the US. And if they start rolling out V4s there may not be a reason for it for too long. We'll just have to see. If I were filling out my order sheet today though I'd probably spec it for that reason.
Volts are a lot more similar to pressure than pipe size. Amps are what goes with size and how bigger pipes / thicker cables allow more flow with lower losses. You need twice as much "pressure" to get power into a 900V pack as you do on a 450V one, kind of like trying to fill a 200psi tank with a 100psi compressor. Not going to work beyond 100psi.
If the V3 superchargers cannot communicate with non-Tesla vehicles about their thermal state, then I would doubt that Tesla would take on the liability of exceeding the labeled current rating of the connectors.
As an electrical engineer your analogy of pipe sizes representing voltage is bewildering. 'pipe' size is more akin to current. Voltage is like pressure to push the current into the battery.
In Europe (France in fact), I checked several recent superchargers: they are marked on the inward side for 1000V & 425A. And forgot to check if they indeed output the advertised 250kW but they did provide more than 200kW.
I'll try to have a look at a Supercharger site here in Wavre, Belgium, there are V2's and V3's - I'll comment here right after (might be in a couple of days).
The 150kW DC inverter option on the Taycan was $460 in 2020. I think it’s $550 now. Not that expensive given the price of the car and a worthwhile upgrade if you road-trip imho.
I actually think this is GREAT NEWS for all Tesla owners that are worried about Tesla Charging sites getting busy (which I actually think is ridiculous). My belief is that most (well informed) CCS vehicle owners will favor the available CCS charging infrastructure that is available. First, CCS is probably going to be FREE for them given all the (really dumb) programs that give away free KWHs or at a minimum, cheaper that going to a Tesla site, but it now seems like the CCS will be the faster way to charge a vehicle. If I personally owned a CCS vehicle, Tesla would be "break glass in the event of an emergency only" sort of usage situation.
The problem is even if most well informed CCS vehicle owners will favor the available CCS charging infrastructure, they are an ever decreasing minority of CCS vehicle owners. Majority will go wherever it is most convenient. For many that is going to be EA right now because of the free programs, but after those expire for many it may become Superchargers. I don't believe at all that the number of CCS cars which will go to a different station because it is faster will at all offset the added traffic cause by CCS cars charging slower, especially when many of those CCS cars will have to block a second stall to charge due to the cable length. Just looking at the stations nearest to me, the EA station is farther away and doesn't have many businesses near it that I might want to stop into while charging. There is a pet store, a couple furniture stores, and a pizza place. The supercharger though is closer and has a Starbucks, bakery, pharmacy, gym, and a couple lunch spots in the same parking lot. Even if the Supercharger might be 10 to 15 minutes slower for my car, If I were to use DC fast charging on a regular basis, I might pick the supercharger since I could better make use of my time (and I'm saving almost 10 minutes on driving anyway).
@@OmairArif The lack of basic EV knowledge by some recent EV buyers is concerning. In a group on FB, someone posted a picture of a new F-150 Lightening owner at a Tesla Supercharger expecting to charge their truck. They were told (lied to or the salesperson was equally mis-informed?) that the entire Tesla network was now open. Their next closest CCS station is like another 10-15 miles away or something like that and they were very upset. It is the BUYERS responsibility to know all this, but still.
I run a small public 500V DC station in Sweden, here are the limitations for E-GMP and Taycan/E-tron gt at low voltage charger. E-GPM: 230A @ 455V to ≈ 80% SoC Taycan: 350A @ 360-396V to ≈ 54% SoC.
Your explanation of volts and amps at chargers is not correct. Voltage is pressure. To push amps into a battery you have to have a source voltage higher than the battery. All chargers use dc/dc converters to control the voltage which ultimately controls the amps. If the car is not close to full charge it will just max the voltage and only control the amps via that voltage to what the car wants as max amps. But as it gets to the last 10-15% it will match voltage which will have the side effect of lowering the amps. If it doesn’t the extra pressure will damage the battery. In the case of 800v they’re just asking for max and the. Using an onboard boost converter to then boost the already boosted voltage from the Tesla. It then takes over controlling the amps itself at whatever their booster can handle which is WAY less than those in the PFC at the charger that converts 3 phase ac to dc. The gen 4 must support 1000v because of the cyber truck being 800v which will end this issue. (Expect all Tesla to go to 800v)
If I had a wager, I'd bet the hummer EV gets about 120kW max. 350V @ 350A. My understanding is the series conversion happens on charging plugin during CCS negotiation. If the charger doesn't offer 800V, it won't put the batts in series. No DC step up/down necessary. But I don't know and I'd love to find out.
Ppl are really waiting around at these chargers while not knowing exactly how fast it’ll be throughout? Looks like we have a long way to go before this reaches the masses. Imagine just double the amount of EVs on the road. Charging speeds would be more abysmal. EVs are simply for people who can have built in chargers at there’s homes, or TH-camrs who want to make long range videos for content. Lolz.
The average user isn't going to care. All day in some areas I see supercharger stations full during peak times at 55 cents per kwh. Most don't care what they are paying and probably won't care about how long they sit their either. But at any rate, there should be a time limitation charging to keep station spots available.
You are wicked smart! It's very complicated, and you actually made it understandable. Thanks. And it is no wonder it has taken EVs many, many years to get to where they are - this electrical stuff is complex!
Awesome detailed Video Kyle 👍🎉 Synchronistically, I was just reading some articles about the first V4 Supercharger, which is supposed to be built in Dateland, AZ ....Just off I-8, on the way to (East of) Yuma, AZ. It's supposed to have a Megapack and a 4500 sqft solar array, with 40 covered stalls, and 350Kw chargers! ...It's only 183 miles West of me, and I pass Dateland every time I drive to San Diego. I'll definitely be taking a ride out there, when they build it....
The charger actually controls the voltage and the voltage difference makes the current flow. The greater the voltage difference the greater the current flow The common water analogy for electric is height difference for voltage. Flows from high to low And current flow in pipes. The larger pipe the larger the wire the more amps (water) can flow Always easier to use extremes to demonstrate
In case you missed it last night, the head of charging said V4 chargers are being installed in Europe now, and the ones coming to US will have longer cables to better accommodate CCS cars. Your dad will be happy! Looking forward to them upgrading those V2 chargers!
Not a fan of longer cables that people won’t wrap back up and that get damaged by being run over. Plus they’re dirty, and your hands get gross…I have a white interior and would prefer to keep it that way.
@@KatAdair the problem is that shorter cables will be damaged if they are not lengthened at lest 2 more feet specially when the cyber truck will ever come . I know you have a real issue since there’s no place to clean your hand specially since the white interior is a magnet for dirt and grime .
What should the charging etiquette be between tesla-nontesla charging stalls given the need to block a second stall when a nontesla port is on the opposite side of vehicle?
Love the nerd out, Tesla may limit the CCS adapter as they are also dealing with the connection between their NACS and the CCS in the same body (cables get hot but plugs/sockets with wear over time gets hotter, two pug/sockets in close proximity may generate too much heat, only time will tell). Current does not flow unless there is a potential difference in voltage. In other words if a battery is at 500v and the charger matches it with 500v no current will flow. If the charger steps to 510v current will flow and if it steps to 520v more current will flow. If the battery exceeds the charger then you have the basis of vehicle to grid. Circuity within the chargers raise the charging voltage to match the current demand from the battery within the charger operating parameters of maximum voltage and current. All charging uses ISO 15118 which includes comms which will limit the charger output and all done by simplistic electronics therefore charger adaptors can be recognised by incorporating the same electronics, I believe its a resister that is the discreet component that sets the upper limit, simple to include an an adaptor.
One thought I keep having is I understand Tesla's network is mean't to be more of a "backup" for the cars that can't take full advantage of the charging speeds, however, will some people simply choose to use Tesla's network for reliability/consistency? Say someone with an E-GMP (without free EA charging) car has an option of an EA station with 4 stalls (2x 350's and 2x 150's) and a Tesla supercharger with 6+ stalls. Would you rather get ≈ 100kW quick, easy, and guaranteed OR take your chance at EA with faster speeds but maybe 50% of stations offline, a clunky handshake process that takes greater than a minute to activate, the possibility of only get marginally better speeds because both 350's are taken, etc etc. It will be interesting to see as time goes by what people choose to use and if the CCS stations can become more efficient and reliable. Cable-gate is an issue for the time being for sure.
Remember also that Teslas optimize battery temperature when navigating to a supercharger, this does not happen in other EVs. This can also be a limiting factor for other EVs, since the supercharger is extremely careful about battery temperature safety.
@@achilles-live Doesn't happen for other EV's going to Tesla Superchargers? In the E-GMP vehicles you can trick the system by inputting a different, nearby DCFC and still get all the benefits. In other EV's it might be more difficult or not possible I am not sure.
@@CarsMadeSimple It does not, that's the issue. I know some EVs can preheat manually, but that's about it for automatic routing. Otherwise, they only preheat to some specific chargers. Some EVs can't preheat, such as the VW iD series, that have no heatpump anymore.
Thanks so much for this detailed maybe too nerdy but very helpful explanation of charging a non-Tesla on a Tesla SC. I just finished Tom Moloughney's video in Brewster NY where he was checking out the Magic Dock on his Lightning and there was an R1T and a Lucid Air as well as 2 Tesla model 3s (I think) and the Lucid owner was only getting 45kW. Your deep dive explains that. Tom's big issue was, as you mention, the cable length. Tesla V4 SCs should be built with the longer cable but the existing V3s also need to get a longer cable with their Magic Dock upgrade. Anyway great video and some interesting questions with the Hummer split pack. Cheers and drive safely.
I have noticed, over my years of driving an ICE Vehicle, that different Branded Gas Pumps, have different length hoses. Only a few people try to stretch the hose across their car, to Refuel! The rest of us just pay attention to which side we fuel on, and park appropriately at the pumps! I suppose it will take some time for this new idea to get worked out, between Drivers seeking to Try the Tesla Experience and their vehicles fit.
@@robertweekley5926 Right! It seems Tesla forgot the old obvious ways. I wish all Tesla stalls were "pull through" like gas pumps. It takes up more room but even a pull in forward and then back out when done model would work better than the current back in style. Imagine a big CyberTruck maneuvering back-and-fill style! They'll likely just drive in from the other side, curbs, trees and parking bumpers beware. Cheers.
freeking porsche lied about 350kW charging, they could have done it with Spark EV battery tech at around 120kWh, but they didnt... Mission E looked better, had better specs and they just lied.
Info on the Wunderbox here. The "boost" from 400V to 900V performed by the Wunderbox is discussed at 2:13. If you look closely, you'll see that when charging at a "heritage" DCFC, it is limited to 50 kW: th-cam.com/video/Ga0qMqUG2X4/w-d-xo.html
Kyle, for those of us who are also Tesla owners and are really concerned that this will cause problems with wait times and vehicles taking up two stalls to charge…what can you say to reassure us that this was a good decision on Tesla’s part? I see some people excited, but I’m not feeling it. I don’t want to see longer charging cords because the Destination Chargers are always not coiled back up and sometimes damaged because they are run over, and I can only imagine the same if our beloved Superchargers had longer cords. I’m also VERY concerned about the two-stall issue…it seems like the onboard route planner will not be able to accurately gauge the number of available stalls if most of the non-Tesla vehicles take up two spaces. Just looking for a ray of sunshine…as a diehard Tesla fan, I don’t want to share, but I also want our country to wean itself off fossil fuels. But the minute I have to wait 30 minutes or more to charge because of a non-Tesla taking up two spaces and charging at a fifth of the speed I’m accustomed to, I’m not going to be happy about it!
Thanks Kyle. As an EE, I love these nerdy details far more than the average EV driver. I believe Tesla is playing it very safe for now using the test of time approach. We may see more charging power months down the road. Remember, the primary reason they are doing it is to capture charger funds from the Biden Admin. It will also generate some additional profit. Grants will not be tied to how many amps are pumped into a Hummer or Lightning.
Actually, the grants do require a minimum of 150 KW. It’s debatable whether these upgraded V3 shared units actually qualify. I hope so. In any case V4 superchargers should be fine.
Thanks for doing this. The explanations of the communication between car and charger is really helpful to those of us who are a little challenged in their understanding of electrical theory and technology.
I didn’t know that 800v cars had a booster that went from 400v.. In the case of a 30kw 208v DC charger, do 400v cars have a booster from 208? Or how does that work?
Regardless of the electric details. Rivians seem to be getting 150kw/h. Having a car that will only charge at 50 max SUCKS. Given that MB is a 400v architecture, I hope that it will do at least the nominal 150kw. 800v architecture is a gimmick to show off very high peak rates. It has very little advantage for bulk DC charging.
I charged at a Tesla supercharger, just installed a couple of weeks ago. I noticed the stations were labeled A, B, C, D like 1A, 1B, 1C, 1D. These are V3 stations. They even have a sign above the chargers saying 250KW. If if doesn't matter about spacing between cars what is the purpose of the lettering on the chargers?
So, Tesla's current-gen Tesla SuperChargers are rated at 400V, honestly, I thought Tesla would've waited to rollout non-Tesla EV charging for the next-gen SuperChargers (the V4), but I guess not, smart move on Tesla's parts, but for EV models that can charge at a higher rate, should they really go to Tesla SuperChargers over a DC fast chargers, I see it as just another EV charging option for EV owners
What will this mean for the cyber truck? Supposed to have 900 or 1000 volt battery, right? If I followed your explanations, the CT will have a booster, but will be able to exceed the nameplate rating because it's Tesla to Tesla and won't involve the CCS adapter, so should get the full kW rating.
You are the man, in the know. Can you get info on what's going on with Lyriq ? Now there saying 2023 reservation holders. Are being transferred to get 2024. So there are NO 2023 being delivered? Is there a way to contact anybody with reservations number to get answers? Thank you for all your great videos
Tesla connector designed by engineers to encourage EV adoption. CCS designed by the ICE manufactories marketing department to discourage EV adoption, hoping EVs would never catch on.
Higher volts doesn’t mean faster charging at all. Higher volts means you don’t need as big a cable to deliver some amount of amps. If the cable is already big enough to carry the amps then the voltage is irrelevant. Battery cells normally charge around 4 volts (not 400 or 800) so any charge voltage from the supercharger must broken all the way down to about 4 volts inside the battery pack. No advantage to charging with 800 volts over 400 volts. 800 volt charging is a marketing gimmick as existing cables can handle up to 300kw of charge at 400 volts. Most battery packs can only take 250kw for a very short time so trying to put more power into battery packs that are less than 100kw hours will harm the battery.
18:02 non-Teslas can charge more the 150 kw on V3 in Euorpe. Saw some cars at 190kw on V3. Maybe they don't deliver on the US because of the adapter...
Current Ratings! There are 2 limitations for current in a wire. Temperature AND Voltage Drop (IR Drop). Either one can be a limit to current. Smaller wires have more resistance and more drop.
Once again Sweden remains neutral in a war. This time it’s the Supercharger CCS parking wars. So, Volvo enthusiast, @kyleconner, were Volvo/Polestar engineers prescient or just lucky with their left rear charger port placement?
State of Charge just posted a video that includes a chat with a Lucid owner who charged at about 45kW at the Brewster NT Supercharger location. This confirms what you are saying.
@@73av8r5 Right - Out of Spec Reviews has discussed this, and it probably has to do with the way they have to charge their ~800V packs. Other brands do this differently and have different charging rates.
typical as soon as I type my question, you sort of answer the question - now I am thinking is the issues of low voltage due to the USA setup (the dongle or Telsa power cord and/or head or the type of CCS they using? or Telsa being *****
So does that mean the Cybertruck is going to slow charge at Tesla's superchargers v3? Elon did say during the Tesla Semi release few weeks ago that Cybertruck will be 1000 volts.
Tesla needed the "public network" title to fund expansion through government money. They will develop more "friendly" architecture. While some Tesla elements lack, charging is not one of them. Their product and field teams are the absolute best, no competition, hands down.
An idea I have for a video, that no one may even want to watch, is a road trip test between a Chevy Bolt and a Hyundai Ionic 5. I know the Bolt charges slower but what effect would it have during a normal drive, stopping to charge during lunch and bathroom breaks.
I personally hope they keep the disadvantage for non Teslas It's great to have as a backup, but it should not be their primary. The speed should be lower and the cost should be higher. That will keep the pressure on the Electrify America and other public chargers to step up their game on adding more locations and picking up their reliability.
How confusing. No standards. Keeping my gas car for ever still it dies. Have to be an electrician, know how to use different apts (updates) for charging stations and wait. No station attendants for us handicap folks to have attendants fill up our car required by federal law. What a mess.
This feels like a little mess becoming a big mess. Whoever comes up with the next battery needs to bring this crap into a standardization. This is one of the reason why nuclear was difficult because no size/ reactor standardization.
I suppose if they added a longer cable that loops within the center and has a hook to hold it in the middle, Tesla drivers would not need to unravel the extra cord, and if someone is using the CCS and need the extra length, Tesla could have a sensor on the hook to make sure users put it back nicely. I don't think adding one of those retractable pullies would work if the associated metal cable were dragged across a vehicle. Maybe we could all just get manufacturers to place it in the same spot as Tesla as a new standard, not because it would be better for Tesla to not have this added expense, but because it would facilitate better use of raw materials in these cables and thus mean more stations in general. Let's remember, Tesla built their network to be efficient and economical with their resources for a reason. I bet manufacturers would gladly advertise that their charge ports and charging experience like preconditioning are optimized for the nation's largest and most reliable network. That would be a big competitive advantage and good marketing.
Why didn’ttesla force non tesla owners to buy a Tesla to ccs adapter instead of spending money to retro fit their charging stations. Like I spent $180 on my ccs adapter. Not like electrify America or evgo retro fitting their stations to allow tesla to charge at them. How fair is that
800V busses on passenger EVs is the way of the future. Why? for the same reason electric transmission lines operate at several 100 kV, and are then stepped down via transformer to a lower V at the service to the end user. Higher V and lower current results in lower loss due to joule heating. Tesla needs to update their chargers and vehicles to 800V or be left behind.
I’m more worried about charge port locations on vehicles and cord lengths. If a Rivian for example, plugs into a supercharger, technically they are now blocking 2 spots because of where their port is. At busy superchargers, this will SUCK! Long cables could solve this? Maybe V4?
Those plates should have a UL stamp on it. Tesla would have to have their equipment retested by Underwriter's Laboratories, to have the ratings on the plates changed.
I dont like this at all. Unless Tesla puts in longer cables to accommodate ALL ev's without blocking multiple chargers this is going to be a huge problem.
Do they want some run time (temps, fluctuations, etc.) with these brands and models before they open it up or do they have enough data from Europe already?
Now that Tesla is opening up their network can we get the manufacturers to switch their charge ports to NACS and make sure they are at the correct location on the vehicle (that would be on the drivers side in the rear or passenger side in the front, alternatively you could put it in the middle of the rear or front like Aptera does). Why do I want this, we need to save copper and make the charge cables shorter and liquid cooled.
Don’t say there’s no relation to pipe size, like you said. You’re leading us astray. Pipe size is to pressure as Amps is to voltage. Think of it like the water pipes in your house, or no your hose; simple.
I am guessing Elon will choose to allow non-tesla charging only on the “old” tech 2 and 3 units. Reserving the faster charging for the “Tesla Club” seems like something he would do. Or maybe we can pay an extra subscription for “blue check mark status”.
If he wants subsidy money to install charging stations (and why wouldn't he), those charging stations will have to be CCS compatible. I am thinking that starting very shortly, if not already, all new Supercharger installations are going to be CCS compatible.
I think it is too early to scrutinize at this level. It's not like every manufacturer has collaborated with Tesla to make this work as intended. They opened a few to test scenarios.
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Better thumbnail in the works - thanks for watching!
Be sure to stand there with your hands in the air like an idiot.
Get some sleep, homes.... you look exhausted, Kyle. Thanks for the in-depth information 🎉
great explanation .. someone should make this into a simplified infographical video for the average joe
Kyle, will you please use a super charger to charge a VW ID4? Please, Thank you.
This charging limitation seems like a good table / Google sheet would help clarify it. List of the cars and their voltages and their internal dc-dc converter limiting factors (in combination with Teslas v3 supercharger limit voltage of course)
Excellent explanation. I was not aware there were so many approaches to battery pack arrangement affecting charging. I have an Ioniq 5 and live in North Dakota. Access to the Tesla Superchargers will still be a massive improvement since the most capable chargers are rated at 62 kW here and they may be 200 miles apart. Not sure I can go that far at 80-85 mph. First world problems. Again, thank you.
Have you been to the Tesla chargers in Bismarck? Not sure if they are already upgraded with Magic Dock yet.
@@andrewr3362 According to Tesla, the Bismarck Superchargers have not been upgraded to Magic Docks. I will visit the site to be certain. (Just checked. None of the chargers appear to have Magic Docks.)
Yes, it’s a problem for Teslas. The main thing that will become an issue is that when an EV with a port on the “wrong” side tries to charge, it not only blocks two of our charging spaces, but it doesn’t give an accurate estimate of available charging stalls in our onboard route planner. I will show there are twice as many stalls available. Our cars also automatically adjust charging stops based on the availability of stalls. If these aren’t accurate, it’s a big problem that will result in waits.
I honestly hope they don’t put longer cords. Our short cords are clean, neat, and don’t get run over and damaged like those long cords on other stations (Even Tesla destination cords are never coiled and hung up, and I’ve seen them damaged from being run over). If anything, maybe you guys can carry an extension cord.
@@KatAdair Other than my charging port being on the wrong side, I do not expect to need a longer cable. Depriving Tesla owners of space will not be an issue in my area, either. There are so few EVs that the public chargers, including Tesla's, are seldom used. Maybe someday but not soon here will there be crowds at the chargers. I am haunting the internet hoping that Hyundai will announce an update so that the Ioniq 5 can utilize the Tesla chargers. Their chargers here are the v3 model. Oh, and from what I have read, the v4 chargers have longer cords. It comes down to the cord management system on any charger.
@@leslarson2642 on my road trips between Colorado and Austin, the Tesla superchargers are very much in use, so that’s the basis of my concern. Where I live now, in the mountains in Colorado, we do have two supercharger “stations,” an older 150 kW one with 12 chargers, and a newer 250 kW with 8. I wouldn’t have any problem with opening up the 150 kW to other EVs; it’s also closer to I-70. There is an EA (I believe) at Walmart a few miles away with four chargers, which I’m happy to say has been pretty busy. I charge at home, so it’s not an issue. But if I head down to Denver, the stations I use there are always full with Teslas. If I showed up there to see a non-Tesla taking up two spaces or spending two hours charging, that would be a big issue for the users of that station.
I heard somebody say that Tesla might not open the busier stations to non-Teslas, and that might be a solution for now.
I do want EVs to become prevalent, so I struggle with this. I really want to embrace it. I’m just baffled by how EV companies have botched their rollouts. A good friend has a Mustang Mach-E that she’s afraid to drive because she has no idea how to find charging stations. She’s charging 110v at home.
Maybe I missed a cut, but your delivery of fairly complicated material for 20 minutes in a single take is amazing! Not gonna shed too many tears for Taycan and Lucid owners getting only 50KW at Superchargers. They'll survive (and drive amazing cars).
Yeah, but then they’re blocking Teslas that can charge at five times that speed.
Thank you! I was watching other videos of people testing out Tesla charging and not knowing why they were charging slow and I didn't know either. I think I learned more in this video than I have all week (which is saying a lot for me :D)!
We take it for granted, but amazing how Kyle shoots a video like that in one freaking take without a drop of hesitation. That was crystal clear. Kudos!
Ha. I was thinking the same thing. I was wondering if he had any technical notes or if it was all off the top of the dome.
@@SonaEnergy_CK after watching many OOS videos, I can assure that Kyle is a beast! I sometimes picture him as the calculating Hangover Zach with all this EV stuff flying around!
I get that people like to logic their own way through physics but the “pipe size” to represent voltage is a horrible analogy.
If your going to simplify it down please use pressure = voltage, flow rate = current, and pipe size = resistance. There are still flaws with this analogy but it works rather than whatever was expressed above.
The Taycan 150kw/400V booster option is like $460. relatively cheap in the Porsche world.
That is likely a fraction of what they charge for a "service"
Well, until this, there really hasn't been much reason for it in the US. And if they start rolling out V4s there may not be a reason for it for too long. We'll just have to see. If I were filling out my order sheet today though I'd probably spec it for that reason.
Actually that's cheap for pretty much any car upgrade (assuming it doesn't require you to add some unrelated package for $1600 first)
I didn't spec it on my Taycan but I think it can be retrofitted now, I could be wrong.
wow that’s cheap! it’s probably more just to have different or no badges in the car.
Volts are a lot more similar to pressure than pipe size. Amps are what goes with size and how bigger pipes / thicker cables allow more flow with lower losses. You need twice as much "pressure" to get power into a 900V pack as you do on a 450V one, kind of like trying to fill a 200psi tank with a 100psi compressor. Not going to work beyond 100psi.
Was just coming in to say exactly this.
If the V3 superchargers cannot communicate with non-Tesla vehicles about their thermal state, then I would doubt that Tesla would take on the liability of exceeding the labeled current rating of the connectors.
Agreed. I'm sure the limits are based on liability. Tesla doesnt want to EVGO fry your battery.
As an electrical engineer your analogy of pipe sizes representing voltage is bewildering. 'pipe' size is more akin to current. Voltage is like pressure to push the current into the battery.
In Europe (France in fact), I checked several recent superchargers: they are marked on the inward side for 1000V & 425A. And forgot to check if they indeed output the advertised 250kW but they did provide more than 200kW.
I'll try to have a look at a Supercharger site here in Wavre, Belgium, there are V2's and V3's - I'll comment here right after (might be in a couple of days).
European v3 Supercharger deliver 250kW. Tested several times now with my Model Y LR (also in France 🙂)
The 150kW DC inverter option on the Taycan was $460 in 2020. I think it’s $550 now. Not that expensive given the price of the car and a worthwhile upgrade if you road-trip imho.
For Porsche option pricing, that is cheap! 😀 I can’t imagine buying a Taycan without it.
It’s still $460 on the 2023 MY cars.
I actually think this is GREAT NEWS for all Tesla owners that are worried about Tesla Charging sites getting busy (which I actually think is ridiculous). My belief is that most (well informed) CCS vehicle owners will favor the available CCS charging infrastructure that is available. First, CCS is probably going to be FREE for them given all the (really dumb) programs that give away free KWHs or at a minimum, cheaper that going to a Tesla site, but it now seems like the CCS will be the faster way to charge a vehicle. If I personally owned a CCS vehicle, Tesla would be "break glass in the event of an emergency only" sort of usage situation.
The problem is even if most well informed CCS vehicle owners will favor the available CCS charging infrastructure, they are an ever decreasing minority of CCS vehicle owners. Majority will go wherever it is most convenient. For many that is going to be EA right now because of the free programs, but after those expire for many it may become Superchargers. I don't believe at all that the number of CCS cars which will go to a different station because it is faster will at all offset the added traffic cause by CCS cars charging slower, especially when many of those CCS cars will have to block a second stall to charge due to the cable length.
Just looking at the stations nearest to me, the EA station is farther away and doesn't have many businesses near it that I might want to stop into while charging. There is a pet store, a couple furniture stores, and a pizza place. The supercharger though is closer and has a Starbucks, bakery, pharmacy, gym, and a couple lunch spots in the same parking lot. Even if the Supercharger might be 10 to 15 minutes slower for my car, If I were to use DC fast charging on a regular basis, I might pick the supercharger since I could better make use of my time (and I'm saving almost 10 minutes on driving anyway).
@@OmairArif The lack of basic EV knowledge by some recent EV buyers is concerning. In a group on FB, someone posted a picture of a new F-150 Lightening owner at a Tesla Supercharger expecting to charge their truck. They were told (lied to or the salesperson was equally mis-informed?) that the entire Tesla network was now open. Their next closest CCS station is like another 10-15 miles away or something like that and they were very upset. It is the BUYERS responsibility to know all this, but still.
I run a small public 500V DC station in Sweden, here are the limitations for E-GMP and Taycan/E-tron gt at low voltage charger.
E-GPM: 230A @ 455V to ≈ 80% SoC
Taycan: 350A @ 360-396V to ≈ 54% SoC.
Your explanation of volts and amps at chargers is not correct.
Voltage is pressure. To push amps into a battery you have to have a source voltage higher than the battery. All chargers use dc/dc converters to control the voltage which ultimately controls the amps. If the car is not close to full charge it will just max the voltage and only control the amps via that voltage to what the car wants as max amps. But as it gets to the last 10-15% it will match voltage which will have the side effect of lowering the amps. If it doesn’t the extra pressure will damage the battery.
In the case of 800v they’re just asking for max and the. Using an onboard boost converter to then boost the already boosted voltage from the Tesla. It then takes over controlling the amps itself at whatever their booster can handle which is WAY less than those in the PFC at the charger that converts 3 phase ac to dc.
The gen 4 must support 1000v because of the cyber truck being 800v which will end this issue. (Expect all Tesla to go to 800v)
If I had a wager, I'd bet the hummer EV gets about 120kW max. 350V @ 350A. My understanding is the series conversion happens on charging plugin during CCS negotiation. If the charger doesn't offer 800V, it won't put the batts in series. No DC step up/down necessary. But I don't know and I'd love to find out.
Ppl are really waiting around at these chargers while not knowing exactly how fast it’ll be throughout? Looks like we have a long way to go before this reaches the masses. Imagine just double the amount of EVs on the road. Charging speeds would be more abysmal. EVs are simply for people who can have built in chargers at there’s homes, or TH-camrs who want to make long range videos for content. Lolz.
Wonder how they will charge cyber truck
Thanks for the explanation. I never could make sense of the necessity for the onboard upgrade on the Taycan until now.
As always I appreciate all that you do for the EV world.
The average user isn't going to care. All day in some areas I see supercharger stations full during peak times at 55 cents per kwh. Most don't care what they are paying and probably won't care about how long they sit their either. But at any rate, there should be a time limitation charging to keep station spots available.
You are wicked smart! It's very complicated, and you actually made it understandable. Thanks. And it is no wonder it has taken EVs many, many years to get to where they are - this electrical stuff is complex!
Awesome detailed Video Kyle 👍🎉 Synchronistically, I was just reading some articles about the first V4 Supercharger, which is supposed to be built in Dateland, AZ ....Just off I-8, on the way to (East of) Yuma, AZ. It's supposed to have a Megapack and a 4500 sqft solar array, with 40 covered stalls, and 350Kw chargers! ...It's only 183 miles West of me, and I pass Dateland every time I drive to San Diego. I'll definitely be taking a ride out there, when they build it....
The charger actually controls the voltage and the voltage difference makes the current flow.
The greater the voltage difference the greater the current flow
The common water analogy for electric is height difference for voltage. Flows from high to low
And current flow in pipes. The larger pipe the larger the wire the more amps (water) can flow
Always easier to use extremes to demonstrate
I for one don’t want them opened to other manufacturers. Those dealers should build their own fast reliable charging network.
In case you missed it last night, the head of charging said V4 chargers are being installed in Europe now, and the ones coming to US will have longer cables to better accommodate CCS cars. Your dad will be happy!
Looking forward to them upgrading those V2 chargers!
MKBHD, and State of charge will love this
20:44 yea was at end of video
Not a fan of longer cables that people won’t wrap back up and that get damaged by being run over. Plus they’re dirty, and your hands get gross…I have a white interior and would prefer to keep it that way.
@@KatAdair the problem is that shorter cables will be damaged if they are not lengthened at lest 2 more feet specially when the cyber truck will ever come . I know you have a real issue since there’s no place to clean your hand specially since the white interior is a magnet for dirt and grime .
I'm going to take a ioniq 5 to the Brewster ny charger tomorrow. I'll tell you how it goes might make a video about it too
What should the charging etiquette be between tesla-nontesla charging stalls given the need to block a second stall when a nontesla port is on the opposite side of vehicle?
The etiquette should by "go somewhere else!" ;) Same as vehicles that can't charge fast enough. Both will block more cars, faster charging cars.
What do you think about a Ford Lightning on the Tesla network?
Kyle, I always appreciate the nerdy details! 👍🏻
Love the nerd out, Tesla may limit the CCS adapter as they are also dealing with the connection between their NACS and the CCS in the same body (cables get hot but plugs/sockets with wear over time gets hotter, two pug/sockets in close proximity may generate too much heat, only time will tell). Current does not flow unless there is a potential difference in voltage. In other words if a battery is at 500v and the charger matches it with 500v no current will flow. If the charger steps to 510v current will flow and if it steps to 520v more current will flow. If the battery exceeds the charger then you have the basis of vehicle to grid. Circuity within the chargers raise the charging voltage to match the current demand from the battery within the charger operating parameters of maximum voltage and current. All charging uses ISO 15118 which includes comms which will limit the charger output and all done by simplistic electronics therefore charger adaptors can be recognised by incorporating the same electronics, I believe its a resister that is the discreet component that sets the upper limit, simple to include an an adaptor.
Unfortunately, I think Tesla has to worry about potential bad press, should a competitor's car self ignite while charging.
Very detailed and simple explanation.
One thought I keep having is I understand Tesla's network is mean't to be more of a "backup" for the cars that can't take full advantage of the charging speeds, however, will some people simply choose to use Tesla's network for reliability/consistency? Say someone with an E-GMP (without free EA charging) car has an option of an EA station with 4 stalls (2x 350's and 2x 150's) and a Tesla supercharger with 6+ stalls. Would you rather get ≈ 100kW quick, easy, and guaranteed OR take your chance at EA with faster speeds but maybe 50% of stations offline, a clunky handshake process that takes greater than a minute to activate, the possibility of only get marginally better speeds because both 350's are taken, etc etc. It will be interesting to see as time goes by what people choose to use and if the CCS stations can become more efficient and reliable. Cable-gate is an issue for the time being for sure.
Remember also that Teslas optimize battery temperature when navigating to a supercharger, this does not happen in other EVs. This can also be a limiting factor for other EVs, since the supercharger is extremely careful about battery temperature safety.
@@achilles-live Doesn't happen for other EV's going to Tesla Superchargers? In the E-GMP vehicles you can trick the system by inputting a different, nearby DCFC and still get all the benefits. In other EV's it might be more difficult or not possible I am not sure.
@@CarsMadeSimple It does not, that's the issue. I know some EVs can preheat manually, but that's about it for automatic routing. Otherwise, they only preheat to some specific chargers. Some EVs can't preheat, such as the VW iD series, that have no heatpump anymore.
Thanks so much for this detailed maybe too nerdy but very helpful explanation of charging a non-Tesla on a Tesla SC. I just finished Tom Moloughney's video in Brewster NY where he was checking out the Magic Dock on his Lightning and there was an R1T and a Lucid Air as well as 2 Tesla model 3s (I think) and the Lucid owner was only getting 45kW. Your deep dive explains that. Tom's big issue was, as you mention, the cable length. Tesla V4 SCs should be built with the longer cable but the existing V3s also need to get a longer cable with their Magic Dock upgrade. Anyway great video and some interesting questions with the Hummer split pack. Cheers and drive safely.
I have noticed, over my years of driving an ICE Vehicle, that different Branded Gas Pumps, have different length hoses. Only a few people try to stretch the hose across their car, to Refuel! The rest of us just pay attention to which side we fuel on, and park appropriately at the pumps! I suppose it will take some time for this new idea to get worked out, between Drivers seeking to Try the Tesla Experience and their vehicles fit.
@@robertweekley5926 Right! It seems Tesla forgot the old obvious ways. I wish all Tesla stalls were "pull through" like gas pumps. It takes up more room but even a pull in forward and then back out when done model would work better than the current back in style. Imagine a big CyberTruck maneuvering back-and-fill style! They'll likely just drive in from the other side, curbs, trees and parking bumpers beware. Cheers.
freeking porsche lied about 350kW charging, they could have done it with Spark EV battery tech at around 120kWh, but they didnt... Mission E looked better, had better specs and they just lied.
Info on the Wunderbox here. The "boost" from 400V to 900V performed by the Wunderbox is discussed at 2:13. If you look closely, you'll see that when charging at a "heritage" DCFC, it is limited to 50 kW:
th-cam.com/video/Ga0qMqUG2X4/w-d-xo.html
Kyle, for those of us who are also Tesla owners and are really concerned that this will cause problems with wait times and vehicles taking up two stalls to charge…what can you say to reassure us that this was a good decision on Tesla’s part? I see some people excited, but I’m not feeling it.
I don’t want to see longer charging cords because the Destination Chargers are always not coiled back up and sometimes damaged because they are run over, and I can only imagine the same if our beloved Superchargers had longer cords. I’m also VERY concerned about the two-stall issue…it seems like the onboard route planner will not be able to accurately gauge the number of available stalls if most of the non-Tesla vehicles take up two spaces. Just looking for a ray of sunshine…as a diehard Tesla fan, I don’t want to share, but I also want our country to wean itself off fossil fuels. But the minute I have to wait 30 minutes or more to charge because of a non-Tesla taking up two spaces and charging at a fifth of the speed I’m accustomed to, I’m not going to be happy about it!
Tak!
Liquid cooling can’t get to the pins on the far side (relative to the charge post) of the adapter.
Thanks Kyle. As an EE, I love these nerdy details far more than the average EV driver. I believe Tesla is playing it very safe for now using the test of time approach. We may see more charging power months down the road.
Remember, the primary reason they are doing it is to capture charger funds from the Biden Admin. It will also generate some additional profit. Grants will not be tied to how many amps are pumped into a Hummer or Lightning.
Actually, the grants do require a minimum of 150 KW. It’s debatable whether these upgraded V3 shared units actually qualify. I hope so. In any case V4 superchargers should be fine.
Thanks for doing this. The explanations of the communication between car and charger is really helpful to those of us who are a little challenged in their understanding of electrical theory and technology.
The onboard 150 kW converter on my Taycan was a $460 option. I’m not sure if the price depends on the having the performance battery plus, though.
I didn’t know that 800v cars had a booster that went from 400v..
In the case of a 30kw 208v DC charger, do 400v cars have a booster from 208? Or how does that work?
Regardless of the electric details. Rivians seem to be getting 150kw/h. Having a car that will only charge at 50 max SUCKS. Given that MB is a 400v architecture, I hope that it will do at least the nominal 150kw. 800v architecture is a gimmick to show off very high peak rates. It has very little advantage for bulk DC charging.
Where is Alyssa ?
They are just beta testing it will get better
I charged at a Tesla supercharger, just installed a couple of weeks ago. I noticed the stations were labeled A, B, C, D like 1A, 1B, 1C, 1D. These are V3 stations. They even have a sign above the chargers saying 250KW.
If if doesn't matter about spacing between cars what is the purpose of the lettering on the chargers?
So, Tesla's current-gen Tesla SuperChargers are rated at 400V, honestly, I thought Tesla would've waited to rollout non-Tesla EV charging for the next-gen SuperChargers (the V4), but I guess not, smart move on Tesla's parts, but for EV models that can charge at a higher rate, should they really go to Tesla SuperChargers over a DC fast chargers, I see it as just another EV charging option for EV owners
What will this mean for the cyber truck? Supposed to have 900 or 1000 volt battery, right? If I followed your explanations, the CT will have a booster, but will be able to exceed the nameplate rating because it's Tesla to Tesla and won't involve the CCS adapter, so should get the full kW rating.
You are the man, in the know. Can you get info on what's going on with Lyriq ?
Now there saying 2023 reservation holders. Are being transferred to get 2024. So there are NO 2023 being delivered? Is there a way to contact anybody with reservations number to get answers? Thank you for all your great videos
Tesla connector designed by engineers to encourage EV adoption.
CCS designed by the ICE manufactories marketing department to discourage EV adoption, hoping EVs would never catch on.
Higher volts doesn’t mean faster charging at all. Higher volts means you don’t need as big a cable to deliver some amount of amps. If the cable is already big enough to carry the amps then the voltage is irrelevant. Battery cells normally charge around 4 volts (not 400 or 800) so any charge voltage from the supercharger must broken all the way down to about 4 volts inside the battery pack. No advantage to charging with 800 volts over 400 volts.
800 volt charging is a marketing gimmick as existing cables can handle up to 300kw of charge at 400 volts. Most battery packs can only take 250kw for a very short time so trying to put more power into battery packs that are less than 100kw hours will harm the battery.
18:02 non-Teslas can charge more the 150 kw on V3 in Euorpe. Saw some cars at 190kw on V3.
Maybe they don't deliver on the US because of the adapter...
I say its the software. Not the hardware. But its only a guess of course.
Correct, in EU they cab do that because it is CCS plug and CCS socket. No adapter inbetween.
Current Ratings!
There are 2 limitations for current in a wire. Temperature AND Voltage Drop (IR Drop). Either one can be a limit to current. Smaller wires have more resistance and more drop.
Once again Sweden remains neutral in a war. This time it’s the Supercharger CCS parking wars. So, Volvo enthusiast, @kyleconner, were Volvo/Polestar engineers prescient or just lucky with their left rear charger port placement?
State of Charge just posted a video that includes a chat with a Lucid owner who charged at about 45kW at the Brewster NT Supercharger location. This confirms what you are saying.
Tom also said Elon doesn’t like the Lucid CEO so he slows their charge down on purpose. 😂
@@73av8r5 Right - Out of Spec Reviews has discussed this, and it probably has to do with the way they have to charge their ~800V packs. Other brands do this differently and have different charging rates.
have you looked at this in Europe?
typical as soon as I type my question, you sort of answer the question - now I am thinking is the issues of low voltage due to the USA setup (the dongle or Telsa power cord and/or head or the type of CCS they using? or Telsa being *****
So does that mean the Cybertruck is going to slow charge at Tesla's superchargers v3? Elon did say during the Tesla Semi release few weeks ago that Cybertruck will be 1000 volts.
Tesla needed the "public network" title to fund expansion through government money. They will develop more "friendly" architecture. While some Tesla elements lack, charging is not one of them. Their product and field teams are the absolute best, no competition, hands down.
Great explanation!
An idea I have for a video, that no one may even want to watch, is a road trip test between a Chevy Bolt and a Hyundai Ionic 5. I know the Bolt charges slower but what effect would it have during a normal drive, stopping to charge during lunch and bathroom breaks.
In theory the Kia and Hyundai could max out the 175kW by adjusting to 500V in their variable converter.
I personally hope they keep the disadvantage for non Teslas It's great to have as a backup, but it should not be their primary. The speed should be lower and the cost should be higher. That will keep the pressure on the Electrify America and other public chargers to step up their game on adding more locations and picking up their reliability.
How confusing. No standards. Keeping my gas car for ever still it dies. Have to be an electrician, know how to use different apts (updates) for charging stations and wait. No station attendants for us handicap folks to have attendants fill up our car required by federal law. What a mess.
This feels like a little mess becoming a big mess. Whoever comes up with the next battery needs to bring this crap into a standardization. This is one of the reason why nuclear was difficult because no size/ reactor standardization.
that is really silly just have caontactor pack series 800V parallel pack 400V then you get 400V charging and you don't need a DC to DC
I suppose if they added a longer cable that loops within the center and has a hook to hold it in the middle, Tesla drivers would not need to unravel the extra cord, and if someone is using the CCS and need the extra length, Tesla could have a sensor on the hook to make sure users put it back nicely. I don't think adding one of those retractable pullies would work if the associated metal cable were dragged across a vehicle. Maybe we could all just get manufacturers to place it in the same spot as Tesla as a new standard, not because it would be better for Tesla to not have this added expense, but because it would facilitate better use of raw materials in these cables and thus mean more stations in general. Let's remember, Tesla built their network to be efficient and economical with their resources for a reason. I bet manufacturers would gladly advertise that their charge ports and charging experience like preconditioning are optimized for the nation's largest and most reliable network. That would be a big competitive advantage and good marketing.
Why didn’ttesla force non tesla owners to buy a Tesla to ccs adapter instead of spending money to retro fit their charging stations. Like I spent $180 on my ccs adapter. Not like electrify America or evgo retro fitting their stations to allow tesla to charge at them. How fair is that
800V busses on passenger EVs is the way of the future. Why? for the same reason electric transmission lines operate at several 100 kV, and are then stepped down via transformer to a lower V at the service to the end user. Higher V and lower current results in lower loss due to joule heating. Tesla needs to update their chargers and vehicles to 800V or be left behind.
I’m more worried about charge port locations on vehicles and cord lengths. If a Rivian for example, plugs into a supercharger, technically they are now blocking 2 spots because of where their port is. At busy superchargers, this will SUCK! Long cables could solve this? Maybe V4?
Those plates should have a UL stamp on it. Tesla would have to have their equipment retested by Underwriter's Laboratories, to have the ratings on the plates changed.
Excellent -- comprehensive and comprehensible -- thank you!
I feel your videos could be shorter? I really enjoy watching your content (all channels) but 20+ mins is usually overkill.
Great explanation on it. It will be interesting to see how this all plays out.
Is Europe CCS the same as US CCS? If they are, why didn't Tesla do CCS in the first place in the US?
I dont like this at all. Unless Tesla puts in longer cables to accommodate ALL ev's without blocking multiple chargers this is going to be a huge problem.
Do they want some run time (temps, fluctuations, etc.) with these brands and models before they open it up or do they have enough data from Europe already?
Now that Tesla is opening up their network can we get the manufacturers to switch their charge ports to NACS and make sure they are at the correct location on the vehicle (that would be on the drivers side in the rear or passenger side in the front, alternatively you could put it in the middle of the rear or front like Aptera does). Why do I want this, we need to save copper and make the charge cables shorter and liquid cooled.
Kyle, do you know what booster e-Tron GT has ? It is on the same platform as Taycan, but you don’t have option to buy 150kW
You get what you pay for. Don't like it?...get your own charging network...oh, right, no one else has one...that works!
This helps but doesn't seem to explain why the MG and Stellantis cars which are 400V also have problems.
Don’t say there’s no relation to pipe size, like you said. You’re leading us astray. Pipe size is to pressure as Amps is to voltage. Think of it like the water pipes in your house, or no your hose; simple.
What a superb explanation Kyle. Hi from Europe 👋👍👍
Increasing amperage is actually done by increasing the voltage. The volts don't always match or stay the same.
I am guessing Elon will choose to allow non-tesla charging only on the “old” tech 2 and 3 units. Reserving the faster charging for the “Tesla Club” seems like something he would do. Or maybe we can pay an extra subscription for “blue check mark status”.
If he wants subsidy money to install charging stations (and why wouldn't he), those charging stations will have to be CCS compatible. I am thinking that starting very shortly, if not already, all new Supercharger installations are going to be CCS compatible.
Excellent Explanation! But in Europe we don’t need adapters therefore no artificial de-rating or throttling needed
Kyle, we need a business card with a QR code that liks to a lineup of your videos we could leave on cars to help explain charging and etiquette.
I think it is too early to scrutinize at this level. It's not like every manufacturer has collaborated with Tesla to make this work as intended. They opened a few to test scenarios.
What about cybertruck? Will it be super slow at v3 superchargers???
Ofcourse its slow for other companies because u didn’t buy a tesla :)
How many of the new V4 will be liberated to non Tesla ? Probably very popular locations for Tesla owners : so very few imo
Great vid! I definitely understand it all a bit better now.
Eh I’m ok with 150. Not great but I’m fine with it. By the time I go pee and shit I have enough charger 😂
Tesla is wait for the money to be deposit from the fed.....once it clear then they will upgrade the chargers
So a Bolt will charge at the same rate as a Taycan on the magic dock? 😲
In a dual motor ev is it possible to drive with one motor and charge the battery with the other motor? How does it affect the performance?
I wonder if my niro ev can use supercharger
Really well-explained for this EV dummy. 🤪 Thanks, Kyle!
Thanks for nerding out out with us today! 😄