There's also a variation in pin lengths- the ground pin is the longest so it's first to connect and last to disconnect (for obvious reasons). Then the main power pins. Then the proximity and control pilot pins are the shortest, so they are the first to disconnect. This is a redundant protection so if there was a failure with the button or some form of forceful disconnect, the car could have a few milliseconds to try to drop the current when those control pins disconnect before the power pins lose connection.
A bit like a USB connecter, where the power lines are extending a tiny bit further outward than the data lines. Gives time to power up and initialise things before the data starts to flow. :)
Dealt with this guy before, very knowledgeable, fair, and one of the best out there. thanks again, the only problem he is super busy. understandable too. take care.
Thanks! This is really interesting. So Volkswagen CEO Herbert D. Drives one of his models ID3 to Italy. Then he wished he had a Tesla as he faced delays and faulty chargers. Now his PR makes the board to vote on his confidence!
Things get slightly more complicated with European Teslas Model S+X (2012-2021) with an Type2 inlet, running DC mid or AC 3-phase. There, you need four contactors (instead of two) to either connect 4 pins to either 2x DC+ and 2x DC (DC charging) or connecting them to L1, L2, L3 and Neutral (3-phase AC charging). CCS gets rid of them: the DC lines go to the battery contactors, the AC lines to the onbord charger.
I’d like to know that too. My guess is that pressing the button sends a signal to a coil/antenna in the handle that is detected by the inductive sensor he mentions about 5 minutes into the video. Seems like the simplest way to do it.
The handle sends a 315MHZ (or 455MHZ in EU) RF signal to a small receiver in the CP ECU. They use this RF/MCU to send: www.silabs.com/documents/public/data-sheets/Si4010.pdf
Yeah, In the US, we don't have detachable cables (which is silly). This is why I gave the disclaimer up front I was going to be mainly discussing the US version. This is also how Tesla tells the difference between a supercharger and CCS.
@@Ingineerix I think that you are blessed with fixed cable connection (no sockets on wallboxes). The only reason of having AC Type-2 sockets on walboxes in the EU was to be able to charge older imported vehicles with Type-1. But for common user with new vehicle with Type-2 socket is this only pain in the ass.
@@44Bigs Are EV cable thieves a real problem? I don't know much about this type of business, but to steal an AC cable up to 5 m long, where the cross-section of the wires is 5x6 mm2. And then you have to remove the clean Cu wires from the cable, ie either mechanically remove the two layers of insulation or burn it. Is it worth? In my country it seems still to be more practical to steal wires without insulation in much longer lengths in one place, typically on the rail.
@@Ingineerix What old Teslas use is CCS-Mid, which was kicked out of the standard after Tesla began using it. So it's not actually a "Tesla standard" aside from the communication protocol they use for the superchargers.
@@HenryLoenwind cheers for the info. As an owner of a Euro style (actually Australian car in NZ) Model S I think the Type 2 DC solution is much neater. Probably can't handle as much current as CCS-2 but it can do 120kW which is enough for me for now :)
@@Ingineerix more precisely it's like that on all EU Model S and X cars. Even the new ones. Model 3 and Y use regular Type2/CCS connectors and thus CHAdeMO adapter for MS and MX doesn't work with them. There is a CCS adapter for MS and MX.
Another great video @Ingineerix, thank you. You seem to be enjoying this hobby, I hope you keep enjoying it and we keep getting to enjoy learning from you!
Ay 6:25, When charging, the only individual voltage the charge port pins will see i think, is the difference between the CC-CV from the supercharger and the Battery voltage, which mean a maximum of 132Vdc if the battery would be dead at 3.0V/cell and the charger would boffer in the CV state a 4.2V/cell(470Vdc), unless the charger CV state is programmed to push voltage just enough to match the SOC+ a given additional voltage and so bring only lower voltage difference between charging voltage and the battery voltage... like 10-20Vdc diff just to compensate for the cable and connector loss, internal resistance etc... so the arc might not be a 470Vdc arc i guess?
In China, Tesla also adopted early to the GB/T standards (that required one AC inlet and one DC inlet on Teslas), giving up their own Tesla proprietary connector.
This site is the best I’ve experienced. Would you do a video on the Plaid rear camber and toe arms? Are they adjustable? I’m concerned about rear tire wear.
Tesla could modify the charger located on the PCS board to make it two way but they could also sell a Tesla external inverter or a Wall Connector/inverter (similar to the one Ford uses with the Lighting) that I think would only require firmware changes. Then both the vehicle owners and Tesla could make money in a VPP program and help out the grid. An external inverter could also handle power spikes of more than 11KW. I would not mind if Tesla also made a small amount for each KW cycled through the HV battery (to recover any wear and tear) if it would get them to allow such use. I recently purchased a Tesla with a LFP traction battery which should last at least 300K miles even if used as stationary storage. Just finished watching the video were you mentioned this very topic. Thanks for your great vids!
They "could", yes, but the cost to make and install such as system would probably be around $8k. Who would pay for that? (Essentially all the same hardware as a grid-tied solar system, but without the solar panels)
10:03 In the UK (likely all EU), many older Teslas have CCS upgrades (including my 2018 Model S). They literally change that module and give you an adapter! 😂 Costs £200, so pretty reasonable. And then supports faster charging.
Tesla connecter was designed by engineers with the best ideas used, CCS was designed by a marketing department whose goal was to discourage EV adoption.
Not true, Leo. CCS was designed to be capable up to 500A and 1000 V DC, 400 kW to support charging busses and trucks. The proprietary US Tesla connector will likely show its DC limits with charging Tesla Roadster II and Tesla Cybertruck.
@@koeniglicher Would it not have been better to design a proper heavy duty connecter for busses and trucks since they will not be using the same charging network?
koeniglicher The Tesla connector only need to switch out power relays to support higher Amps and higher Voltage. The connector are just metal and plastics the electronics behind them is what regulate the charging power.
@@kazedcat Metal and plastics is important. Metal pins need a higher diameter for higher amperage so that they do not overheat. Plastics needs certain distances to still isolate from higher voltages. Just think of why a CCS socket or the Tesla connector look different than a NEMA 5-15 or European Type F or Type G household plug. They are also just "metal and plastics". And a USB connector is also just "metal and plastics", but for way lower amps and voltage.
There's a Proximity (or Proximity Detection) and a Control Pilot. "Proximity Pilot" is generally a misused term in the US, Proximity Pilot is used for the type 2 standard in Europe where they have removable cables. Charging must be limited to the lesser of 1) Charger's max output, 2) Vehicle's max input, or 3) Cable's ampacity rating. Proximity Pilot is the signal the removable cable uses to tell the EVSE what cable rating is plugged in. It uses the same "pin" but on the "other side" of the cable - remember Proximity Detection at the vehicle doesn't leave the handle, it's not connected to the wire in the charging cable. Proximity Pilot has nothing to do with Proximity Detection on the vehicle side. But people in North America hear "Proximity Pilot" and just assume it's synonymous with Proximity Detection.
It's my understanding that the Tesla connector came about because when the Model S was being designed Tesla asked the J1772 SAE committee in 2010 what the physical configuration of the J1772 Plug/inlet was going to be so that they could put it in the S. The committee, not wanting this car company upstart to have the physical dimensions, said that it had not been finalized yet. They basically lied to Tesla since Yazaki already had the drawings and was making tools for it. Tesla also designed their Plug/Inlet to be capable of the full 80A that the J1772 Spec called for using a totally different kind of electrical pin, which is more like the Type 2 pin.
Tesla offered SAE that they could all use the Tesla connector design free of charge. GM and Ford refused on basis of NIH egos. Such a shame that now we are stuck with the inelegant CCS design.
Old Model S and X can upgrade to suppot CCS in Europe. They change the small, white charge controller in the car, and give you an adapter similar to the US J1772 adapter with Combo2 input and Type2 output. Adapter is a passive adapter only passing electricity thru it. Model S and X used only the AC-part of the Type2 plug. Even for Supercharging.
If the adapter was completely passive only, it could not contain an electric locking mechanism to lock the CCS plug to the adapter. This would be dangerous due to arcing, if someone just pulled out the CCS plug from the adapter during charging.
Regarding the CCS Type 1 to US Tesla adapter - while the actuator in the Tesla charge port could lock the adapter to the inlet, what is it, that would lock the CCS plug to the CCS adapter? So in the US-Tesla-to-CCS adapter there must be another locking actuator, this means a PCB and small electric motor. Even if PLC is handled on the PCB in the car, the adapter cannot be completely simple and dumb.
I’m not certain because I haven’t seen the new Type 1 CCS adapter in person yet, but it’s my impression that there is a mechanical “finger” that is compressed when you insert the adapter into the car and this mechanically latches the adapter onto the CCS plug while the adapter is inserted into the Tesla receptacle on the car. Thus, the adapter remains passive.
@@jeffnisewanger8260 After your comment I looked at the European version. I found a good explanation here: ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-cI1_mG1FuNo.html There is a mechanism as you say: two mechnical claws at the sides are mechanically latched from the adapter into the CCS plug as soon as the CCS adapter is plugged into the Tesla vehicle inlet. I could not think of such a mechanical solution and take the blame.
Communication protocol did came over from 90s, with cars as a gm ev1, Ford ranger electric, Toyota rav4ev(1gen), Honda city and other was been a thing. Most of them(lead-acid and ni-cd, ni-mh packs was been a main choice and they are require ventilation).
CCS has that locking pin too. It failed on my BMW i3 and I couldn’t DC fast charge. As a safety measure, the charger needs confirmation that the connector is locked. It doesn’t care with AC charging.
@@Ingineerix More subtly, it requires that the charge controller be functional. The on-board charge controller must command the shut off of charge current, monitor that current flow has stopped, open the contactor, and verify that it has opened before it commands the connector lock to disengage. A crashed controller or other fault will not release the connector, avoiding arcs and live contacts. That's why A/C charging can use an external mechanical pawl latch, but DCFC requires an internal electrically actuated lock pin.
So are you saying the early 2019 and previous Model 3 vehicles will not be able to use the CCS adapter without a retrofit when it’s released in North America?
@@JimArnold6 I think Tesla already does retrofits of the newer CCS-capable controller on older S and X cars in Europe so they can use CCS chargers with a Tesla-supplied adapter (the euro equivalent to the new Type 1 CCS adapter Tesla is just now selling in South Korea). I have a vague memory that the cost of upgrading the controller board on these older cars was around $200-300. I imagine that Tesla could offer a similar upgrade in North America and other CCS Type 1 markets if they wanted to.
Elon said the cars are going to support 300kw soon, did they have to make changes to the connector for this? Assuming they will also need to upgrade the chargers?
That likely will come from the 110s in 2022 Model S/X battery packs instead of 96s (former S and X, 3+Y). This is an 15% increase in voltage. 250 kW peak * 1.15 = 287 kW peak. Round up in an optimistic fashion => 300 kW. It will likely apply to 2022 Model S and X only. Tesla then will need to take care, that the Tesla chargers can actually provide up to 110s times 4.2 V = about 462 Volts plus a little bit, so 500 V DC. So far, they were capped at around 410 Volts.
Tesla has plenty of time, as new Model S and X for Europe are moved to end of 2022. See Teslamag: "Zwei Jahre ohne Premium-Teslas: Model S und Model X für Europa erst Ende 2022 wieder".
Hey Phil - simply fantastic! I'm a dangerously incompetent tinkerer and electric motorcycle owner. Can i ask a really dumb question? My Harley Livewire comes with an AC charger cable. It is single phase to allow me to charge from any 240V outlet, has a big chunky box and a lead and Mennekes style plug to plug into the AC input in the bike. However, 240V outlets aren't always available but AC charge stations generally are, but i can only use them if i carry another lead with male/female mennekes plugs, which is a total pain on a bike. My question is, is there a way to make a simple adapter that i can plug into an AC charge station and my standard lead (with 240V plug) that will feed the right signals to to the charge station and bike to work?? Surely there must be a way ? PS i donated $50 to help your efforts and for your time to answer my dumb question.
Yeah, in the US, we don't have detachable cable sets on public charge stations. Sadly, there is no easy way to do what you suggest, but you should be able to take an existing mennekes cable and shorten it and maybe even make replacement handles that are smaller/lighter. Thanks for the support!
Thank you one of the simplest explanation. Is there a site or link you have or can point on the supercharger CAN/SWCAN protocol that Tesla uses. I'm trying to implement it to see if I can close the contactors on the EV side. Any pointers or help is appreciated. I have been able to do it with other cars that use PLC/GreenPHY as CCS uses ISO15118/DIN70121 (also going to try with newer Teslas that use NACS/PLC) but older ones that have SWCAN - I am not able to due to the closed nature of the handshaking/protocol Tesla uses. I am not sure if anyone has reverse engg it.
In Tesla it was been only two tilypes of connectors: one what was been used on roadster and afterwards Tesla start using existing connector on S in 2011 if I recall it correctly.
Would it be possible to export power from the Tesla battery with the CHAdeMO adapter? I believe CHAdeMO is bidirectional, I wonder if Tesla implemented that capability.
How does tesla authenticate supercharging with the vehicle vin? I assume through can it looks up the vin number then Tesla remotely authorizes that the vehicle is eligible for supercharging (free, paid etc)
My Wallcharger was having a problem for a time that it would not charge. I would get an error message that the lock to hold the cable in place was not working. The problem was intermittent. At first I would turn off power to the charger, wait a few minutes and turn the power back on. Sometimes I would have to lower cycle several times before I could charge my car I turned off the power to the charger and took off the putter cover, one security torx on the bottom. The inner cover has several security torx fasteners holding it in place. You may have to pry this cover off. Be careful as there is a cable that connects to the lights you see on the outside of the unit. At this point you can see we’re the power wires come in at the bottom. There are also 4 small wires that carry the communication signals to the charger. As mentioned they are the PP wires as well as 2 ground wires. They have crimped on terminals at the end of the wires and screw into a connector fastened to the circuit board that is inside the unit. Since I could hear the lock engage and disengage I assumed a signal was not reaching the car from the charger. I could also move the lock manually from inside the trunk. I removed and cleaned the 4 small wires and the charger worked for a time but would fail again after a couple of uses. I tinned the crimped on connectors with a thin coating of solder. This seems to have fixed the problem. Hope this helps anyone else who has this problem.
@@Ingineerix What do you think about his (Winter Tashlin from Transport Evolved) opinion on CCS for Tesla in the USA? See RU-vid: "Is Tesla About to Change How Charging Works in North America?", Nov 6th 2021
Regarding the J1772 adapter - that is not locked, right? While the actuator in the Tesla charge port could lock the adapter, nothing locks the actual J1772 connector to the adapter. This means, anyone could unplug that.
@@Ingineerix oh interesting. Isnt there any other company besides Tesla that builds DC chargers for Tesla EVs? Do you know if there open communication protocols for other standarts? (CCS1/2 Chademo, etc)
@@JRabba1995 As far as I know, nobody. Tesla has not released the SWCAN "Supercharger protocol" to anyone. I have reverse-engineered it somewhat out of curiosity. However, Any Tesla since 2021 also speaks "CCS" (ISO15118) so a DCFC manufacturer could just put a NACS "whip" on an existing CCS charger and it would work with all 2021+ Teslas or any Tesla that has had the PLC retrofit. Going forward this is how all 3rd party OEMs will work on the supercharger network. Tesla could not release the SWCAN protocol to 3rd party OEMs as there is no real authentication mechanism, the car controls auth. This is fine on all Tesla cars on Tesla DCFCs, but not workable on other OEM fleets.
Someone on RU-vid pushed a button to simulate the charge port closed and the car started charging from a solar generator in the trunk while driving. Is this actually possible, or was the video a hoax?
Can I ask you, what king of EVSE did you show on the video? Orange one, I never seen such. I cut open few of them to modify and repair them, but never seen an orange ones. As far as I know, when Tesla was been using gen2 chargers on the supercharger, logic board was been different, but power electronics was been the same in OBC and in supercharger one. This is interesting what they are start to use qca7005 inside of the charge port controller on us market.
Good video, good explanation… thank you! Do you have an idea where an AC optocoupler (bi-directional input) could be used in such an application? Thank you in advance
How hard is it to modify a Model 3 with US-plug to CCS2 (what components need to be replaced) ? Asking from Taiwan where we suffered a plug change. Older cars were US-plug, newer ones are CCS2. No retrofit available (yet?).
Is there a way to check if your car will need the PCB replacement in order for the upcoming CCS adapter to work? Also, can't this chip be internal of the adapter, so that it works with older Model 3's?
It's also questionable, whether Vehicle to Grid even makes sense, when it kills the battery even faster and a replacement is expensive and hardly possible
Thanks Rui, I appreciate that! If you are feeling generous, you can also support my channel! There is a link at the bottom of my channel's "about" page: ru-vid.comabout
How do you think they will fit a ccs port on the new model s and x cars for Europe do you think they will take the model 3 back light with charge port or do you think they will stick with the modified type 2 port?
I HAVE A 2013 TESLA S and when I attach my GEN 1 charger the light is green and after I plug it to the car port the green and the charger lights starts a green sequential flashing. Within 30 seconds the charging port goes to a solid red and the charger still glows green but it stops the sequential flashing . the dash panel said check charging cable. I opened notifications and it showed CHG_007 AND CHG_012. I then used a public charger and my J adapter and with 30 seconds the car port glowed a steady red. I am able to still use a TESLA charging station to recharge. Please help me with this issue
I heard you say that V2H won't happen because it's not easy or inexpensive but a power wall is what $7K? And it has ~1/10 the capacity of my Model 3 battery that I already paid for. So is it really just that Tesla wants to protect its power wall sales?
Cybertruck will almost certainly have split phase output, V2L. But V2H and V2G are different. Using your vehicle in an outage is not ideal as you're tethered to the home, if you leave your house shuts down again. A stationary system is a much better experience.
Do one about European Teslas! I’d be really interested to know if it would be possible to retrofit an US Tesla to work with an European Type 2 and CCS2 Connector!
@Ingineerix now that Tesla have opened up their network to other vehicle manufacturers at least in Europe CCS2 and AUS CCS2, why do some brands of cars not negotiate with Tesla to accept a charge?
Well, if you read up on CCS (DIN 70121) signalling, it's incredibly over-complex, clearly designed by a committee, and if everything isn't perfectly implemented , it can fail to perform properly. Here in the US, Tesla has opened only to certain manufacturers, and they validate that upon connection, so currently unapproved EVs don't charge. If it's not an intentional block, then it could be just an edge-case and someone has some testing and bug-fixing to do, could be either Tesla or the EV manufacturer, or even a 3rd party supplier that the EV manufacturer used. This could take a lot of time, and some EVs do not enjoy OTA updates, so it may require a trip to the dealership to get an update if that's where the problem lies. If it's on Tesla's side, this may take a long time to resolve as Elon famously fired everyone in the supercharging team. I know he hired back some of them, but it's still probably pretty messy over there.
Would love to have seen something about the RF connection and antenna for the charge handle button receiver. Mine had an intermittent reception. Question is why? Tesla fixed it by disconnecting and connecting again. But didn’t want to do myself due to warranty.
I've answered this now a bunch of times: The handle sends a 315MHZ (or 455MHZ in EU) RF signal to a small receiver in the CP ECU. They use this RF/MCU to send: www.silabs.com/documents/public/data-sheets/Si4010.pdf
Yes exactly correct, the charge communication box is replaced/inserted at about 150€ for cars made before 2019. Then after that time all cars need the adapter which can do 150kW in addition for about 150€ as well. The prices might be a bit off, but Tesla fully supports the upgrades and do them off-site.
The automotive grade PowerPC chip, do you know what nanometer that silicon is? Is that an old design like the fabs want to stop having to make for cars, or is it a newer design that they are happy to invest in more capacity?
google SPC5 32-bit Automotive MCUs, those are 40nm. It's design for 15years and the new SPC56 family for 20years. So don't think they will switch anytime soon.
@@Ingineerix re-reading my comment, it sounded harsh. I was just making a comment on the precharge circuit missing from a charging video. Great content as always. Love seeing these. Now, how awesome would it be to get a hold of a V3 supercharger module
I wish Tesla changes it’s mind on V2G and even better goes for V2 PowerWall and giving us like 50 kW to use plus the PowerWall 14 KW. We have paid for our batteries so let us use them in the best way. Considering buying another car in the future that has V2G if Tesla don’t make this possible.
I think vw allegedly offering it on all of the id series evs starting next year? Along with the Korean new evs offering some variant of v2l capabilities. Plus lucid with the wunderbox will force them to offer something similar. But man will that very likely Osbourne the power walls which I bet they want to avoid. Especially as they are supposed to introduce the v3 powerwalls next spring. 🤔
I've heard that 3 and Y charge ports since late 2020 is heated, but do you know what part of the port that is? If it is the hatch itself or the locking pin inside
WTF! / LOL @ 8:05 - There's a *mechanical* relay in the charge port ECU? With all of this amazing, cutting-edge technology that Tesla has developed there's still an 1800's-era piece of technology? Why not a more reliable MOSFET? Great series - thank you so much for these excellent, in-depth videos!
Cost / Reliability. They could have used an Analog multiplexer or pair of solid state relays, but since the input to this relay is a pin in the charge port, it's going to be subject to a lot of electrical abuse. I think a relay was a good choice.
It's got a secure bootloader. It would be a lot of work to get around this, and they'd have to connect to YOUR charge cord to do anything, and it would really be limited to just breaking the unit, as it can't do anything really "bad". To be clear: It won't work the other way, something on the charge side cannot push firmware into the car only the obverse.
Thanks for this detailed video. My mobile charger gen 2 is making 6 flash lights when I plug it into the car (green light when it’s not connected to the car). Got error message CP_a004, CP_a103 and CP_a099 on the screen while it’s connected. And the car asks confirmation that no cable is connected before to start running, like if it is not able to detect if a cable is connected or not. Do you believe the issue comes from the mobile charger and it need to be changed?
6 flashes on a Gen 2 means incorrect Pilot levels. CP_a004 is Proximity Rationality, CP_a103 is Proximity Ground Bad, and CP_a099 is Cable State unknown. If you charge on another connector and it works without error, yeah, it's your cable. Otherwise it could also be something in the car's charge port. If your cable is worn, it could have experienced broken conductors in the cable, this happens often when people don't know how to wrap cables correctly (no twist).
Hi, We brought our 2021 Model 3 LR four times to Tesla Technician they replaced the charger port and this still doesn’t fix the problem on this 3000 miles vehicle. Everything works and charges just fine, but we kept getting the error on the screen that beeps. The error message while we are driving says “unable to charge, disconnect and retry”. and “unable to charge - service is required , charge port is not detected “. Anyway just made another appointment for service again. Wondering if you have any idea how this can be resolved? I have rebooted the car and still not resolved. Thanks!
Sounds like a bad ground, or bad CP ECU. Next time it acts up get the alert codes and I can give you a better diagnosis. (They will be visible under the car tab, then [Service], and [Notifications].
I have a 2018 model 3, so I more than likely don’t have the PLC modem in my charge port ECU to support CCS charging. Once the Tesla CCS adapter gets released to the US market, would it be as simple as swapping in a more recent charge port ECU that has the PLC modem so that I could do CCS charging via the adapter? As in a drop in ECU replacement?
I wonder if this supercharger protocol is used in Europe at all, as the type 2 (non CCS) DC charging used with the model X and Y is part of the IEC standard as well. I would assume for CCS cars the v3 superchargers have always used CCS protocol in Europe, just like they do for non-Tesla cars in the pilot that is now going on.
Yes, in Europe the Supercharger protocol is used by Tesla S+X with Type2 (non CCS). It is also used by 3+Y on CCS on a supercharger. You can tell from the fact, that Teslas transmit information on authentication to the Supercharger enabling Tesla-proprietary plug and play without apps or RFID cards. Also the vehicle receives information from the Supercharger. In contrast, in the 10 Supercharger sites in NL, where the field test now got started, all non-Tesla customer must use the Tesla App, authenticate, agree on pricing and fees, select a stall and start charging from there. So, obviously Tesla did not yet implement "Plug and Charge" according to ISO 15118.
@@koeniglicher right, I forgot the V2 SuC needs a way to identify the car as well. Then it makes sense that Tesla uses their own protocol across the board.
@@koeniglicher There was a time last year when suddenly all non-Tesla CCS-EVs could charge at superchargers in Europe. Seems they rolled out the software update for the superchargers to speak CCS and forgot to put a dummy ("always no") authentication module in. It's a bit of a facepalm now that nobody noticed at that time that superchargers weren't supposed to be able to "speak" CCS at all. That was a big hint at Tesla preparing to open the network...
Can you compare the wire size for the plaid and the model 3? Do you think the plaid will support higher supercharging currents in the future? It seems the batteries should take more. The 3/Y charges at 250 kW / 80 kwhr = 3.12C. That should indicate the new S should be able to do 312 kW, if the chemistry and cooling are similar. Plus, the battery voltage is higher, so lower charging cable current for the same kW....
@@Ingineerix Interesting! I'm interested to see how fast the Plaid can charge once we get v4 superchargers! The model 3 manages 250 kW, with only a 96S battery and 80 kwhr. The Plaid is 110S, so at 250 kW, it's pulling 13% less current already. So, if the current was the limit, the plaid should easily be able to charge 13% more than 250 kW. If the cells are the limit, then with a 25% larger battery, it should be able to do 25% kW, or 312 kW.
@@jonathanviventi1380 I haven't yet seen a V4 supercharger. Yes, if the limit is current, the pack will be able to charge a bit faster. I suspect that the Plaid's better cooling would allow even more, but right now seems the supercharger is the limit, so no point in speculating.
