The charging & loss numbers +/-

Input / Output to battery, % efficiency

16 A, 226 V, 3L, 10.85 kW – wallbox-ok
25.3 A, 382.25 V, 9.67 kW, -1.18 kW 89.1%

32 A, 229 V, 1L, 7.33 kW – Magnum Cap
16.8 A, 388.95 V, 6.57 kW, -0.76 kW 89.6%

80 A, 402 V, DC, 32.16 kW – Efacec
80.1 A, 400.79 V, 32.10 kW, -0.06 kW 99.8%

32 A, 232 V, 3L, 22.27 kW – Magnum Cap
54.2 A, 374.83 V, 20.32 kW, -1.95 kW 91.2%

Battery temp & SOC not taken into account.

Flash fiction

Back in 2008, CNN published a story on 6 words short stories, “flash fiction”, asking readers to submit their own short stories. I wrote one story with 4 words:
Your oil is mine.
Today I can finish the 6 word story:
Tesla solves “Your oil is mine”.

Why, in a few or some words

After the first test drive I wanted to take that Model S P85+ home. After the second test drive I wanted to take that Model S P85D Insane home. After the third test drive I wanted to take that Model S P90D Ludicrous home. After the forth test drive I wanted to take that Model S 85D home. After the fifth test drive I wanted to take that Model X 90D home. After the sixth test drive I wanted to take that Model X P90D Ludicrous home. After the seventh test drive I wanted to take that Model X P100D Ludicrous home. So I finally got an S 85D. Go figure… Except, after test drive n. 4, I received my 85D… The rest happened testing the X looking for a possible upgrade, that didn’t happen. No regrets whatsoever.

And in Spain

Yet another permit request for a new Supercharger location. Nearer, if not yet fast enough, nearer all the same.

But, being 449 km away from PCR Loule, it’s still a bit too far to get there directly…

Santa Fé airport, near Granada

Nearer, Tordesillas Supercharger

Almost done, 540 km away, 467 km from Santarem PCR (since Abrantes and Fundao PCRs are still off). And from Santarem PCR to Parador de Salamanca (Destination Charger) it’s 375 km, going up… Either you have a very good battery and light foot or you still have to stop somewhere to do a short fill…

Either way, Tordesillas is good news in our local desert of superchargers and some Unidentified For On local PCRs that were once working (and very well, thank you very much) and suddenly, soon after being on, were shutdown. For some kind of electoral gimiks?, one might ask… Politics…

Waiting… This slow passing of time seems slower for each negotiation one has to endure to secure a safe arrival to supercharging territory… Tordesillas is almost done, and with it the hope rises for newer faster nearer in time supercharging.

From here

4 pin to 5 pin conversion, revisited

A while back I posted on the 4 to 5 pin three phase converters I did, here. Today I’m publishing some helping details.

1. Wire diagram / schematics. All connections are direct; 4 pin plug to 5 pin plug: L1 to L1, L2 to L2, L3 to L3, Ground G to Ground G; the Neutral N has to be fetched from the Schuko; Schuko to neon (lamp): L to lamp, G to lamp; Schuko to 5 pin plug: N on the Schuko to N on the 5 pin plug – this only happens when the lamp is ON, see bullet 4.
2. Does this adaptor work always? It has worked OK, but ultimately it will depend a lot more on the original electrical installation, if it has good Ground connection, if the wires are the correct square section, more on this in the end.
3. What’s the charge speed? It all depends on the installation, really; I did an adaptor for 16 A three phase 11 kW (up to 55 km/h) and another one for 32 A three phase 22 kW (up to 110 km/h if the car has the dual charger option; newer cars can only go up to 16.5 kW with the upgraded charger, up to more or less 82 km/h).
4. What’s the Schuko for? The 4 pin plug only has the three phases (L1, L2, L3) and Ground; the Tesla UMC and other EV chargers also need the Neutral, and that’s the Neutral that we get from the Schuko plug; for this we need to be sure the Schuko is plugged in the correct sense – in some countries (Belgium) this is imposed by an extra large pin in the Schuko, but in other countries (Portugal included) that pin is not present; the “lamp” (a neon) is used to determine if the Schuko is in the good position; if it lights it’s OK, the L is in the L pin (not used, just for the “lamp”) and Neutral is used for the 5 pin plug; if the lamp does not light up the Schuko has to be “reversed”: unplug it and plug it again but twisting it 180° for the lamp to be connected to L.
On charging: if the Ground is considered not good enough, or there’s some minor problem in one phase or the Neutral, the Tesla UMC refuses to charge. In Spain, Tordesillas, a friend got stuck at the Parador while having access to a 5 pin red plug 22 kW standard installation, because the UMC refused to charge, it’s really very sensitive. That’s why I always use a backup charger, a 22 kW wallbox-ok efimarket charger: not only can I charge double the speed of the UMC (limited to 11 kW) but it enables charging also in places where the UMC suffers from being too sensitive.
On security issues: the car detects any issue. The wallbox-ok charger complies with every possible standard and it’s reliable and secure. There’s too much sensitivity in the Tesla UMC that, in some cases, not even Tesla themselves can understand or help you on the hotline help for electrical installations that obey to the standards, that have passed conformity evaluations and yet aren’t or seem not to be good enough for the UMC. But hey, in the end, it’s up to you, the owner, the user, to decide what to do and/or use: your milage may vary.
4 to 5 pin three phase converters (11 kW and 22 kW)

New superchargers

It’s a non ending story of amazement… The rhythm and speed and out of the blue spectacularity … I’m out of words.

From June 1st south of France had two permits, blue dots, at, nothing more.

Today at Pau a building cone with 0 days into it is shown. The thing is… No info on permit asked AND Pau is almost finished… Yes, almost done and ready to charge.

Zero days into construction? Nope…
This is Pau, almost finished and ready to charge – photo by Laurent Monthieu