@Judwin, thanks, but none of that answers any of my 2 questions?? I am well aware of charging curves!
The published max charge rate for the Model3 is 250Kw - and the graphs show it can only take that up to (about) 20% charge. So no it can't take 350Kw even in the narrow (5-20%) charge window where it can take 250Kw.
No idea on the heat pump.
Obviously A snowHead isn't a real person
Obviously A snowHead isn't a real person
To achieve 350kW an Ionity charger is pushing out 800v, which (unless I've misunderstood Tesla charging), a Tesla can't accept.
I'm not sure what the max amps is at 400v for an ionity, but its possible that, for charging a Tesla, a 350kW ionity will be slower than a 250kW Tesla charger since the latter kicks out a higher current.
Well, the person's real but it's just a made up name, see?
Well, the person's real but it's just a made up name, see?
Porsche Taycan, Hyundai Ioniq 5 and 6 are the cars I know that have 800v. Nominally if all the stars align (battery temp, low starting SoC, no sharing of power across the chargers) then the Ionity will give my ioniq 5 a full beans 225kw. It then has quite a deep charging curve (much deeper than tesla) that will keep it charging pretty hard up to and beyond 80%.
Reality is you don't see that often, but in summer the rapid DC charging was v quick - quick toilet/buy sandwich and you're done. In winter it is slower (I don't have the pre heating pack) and rarely seeing much over 100kw but I think that is often the Ionity chargers throttling as all other cars at the station are 50-90 max. As long as it's higher than about 65KW when required out and about I can still live with that as I mostly charge at home.
You would really want it to be hitting the big speeds on a road trip to the alps though so agree a big diesel is still the perfect tool for these winter trips - unless you have v good pre-heating on the battery pack.
Last edited by Well, the person's real but it's just a made up name, see? on Tue 28-02-23 10:20; edited 1 time in total
The last few posts prompted me to look in a bit more detail at charging curves. I was surprised at how the ultra rapid (100 KW+) charging rates seem to only apply for a fairly small range. Based on these Tesla Model 3 figures , it looks like you only get max rate up to maybe 20%, then after ~50% you're probably below 100 KW.
As an owner of a Hyundai Kona (Max official rate 75 KW, though I've seen it get to 82 KW), this makes me feel less jealous, as it can maintain 75KW up to 73% charge. On long range trips (that need multiple charges), we typically stop to recharge from 20-30% to 70-80%, which is a stop for 25 to 30 minutes for every 2 hours driving. Based on the model 3 charging curve, it looks like it would be no more than 5 minutes faster for this type of stop, despite having a max charge rate of 250KW v. 75 KW
@Viv yes it will be interesting to see some degradation stats in a few years but I suspect what you've described - Hyundai allowing the BMS to charge at higher speeds for longer than Tesla is a symptom of Tesla having to be conservative to offset the fact that they make/display more of the battery pack to be available - smaller buffer. This lets them advertise and display a higher range for a lower number of battery cells (cost!).
I'd rather have the Hyundai approach of increased charging speed all the way through to 80-85% that is useful every fast charge you do, rather than a headline additional 30-40 miles of range. the realistic 230-250 mine delivers is more than enough before needing a loo stop plus really fast DC charge back to 80%.
Then you can post your own questions or snow reports...
Then you can post your own questions or snow reports...
kitenski wrote:
@iainm, Does the 2019 M3 have a heatpump? Also interested in why she thinks Ionity would be much faster? Surely it will depend on the chargers surely? ie a 250kw Tesla charger will be faster than a 150kw one, and Ionity go to 350kw but can the Tesla M3 accept that charge rate?
I wasn't too sure about that either, but I've not tried ours on a Ionity.
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