Cybertruck can now charge up to 325kW on select V4 Superchargers!

[scottf200]

Here is a 350 kW charge at 738V and 474A for 350kW and showing that Service Mode screen on an Alpitronic HYC400 charger.

Re: DPDT (Double-Pole Double-Throw) - "Series" or "Parallel" (400v vs 800v)
With two poles and two throws for each pole, the DPDT switch has six terminals — two inputs and four outputs (or two outputs for each individual circuit). A DPDT switch controls two separate circuits with the same actuator, which is generally designed for on-on or on-off-on function.

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[scottf200]

X/Twitter: DavidMoss253 @ 6:37 AM · Dec 14, 2024
Test #2 results of new 325kW peak

• V4 Post
• V3 Cabinet superchargers (Tacoma, WA S 40th St)

10%-43% 10min
10%-62% 20min
10%-80% 35min

16% 321 kW Peak
20% 295 kW
25% 266 kW
30% 237 kW
35% 206 kW
40% 181 kW
50% 141 kW
60% 118 kW
70% 90 kW
80% 95 kW

Both test old and new here:

 

[Bjhracer]

I’ve charged mine a few times at a V4 supercharger in KY. It’s charged at 250kw+ onetime reaching 255kw and charged at that rate for about 5 or 6 minutes. Mine almost always charges above 180kw until battery begins to get full.

 

[scottf200]

I’ve charged mine a few times at a V4 supercharger in KY. It’s charged at 250kw+ onetime reaching 255kw and charged at that rate for about 5 or 6 minutes. Mine almost always charges above 180kw until battery begins to get full.

Re: "begins to get full" -- I think you would need to provide the data and graph for that.
See these two graphs as an example of where 180 intersects with the SOC (~35%)

 

[65SoYoLO]

The V4 in smithtown NY charges at 34kw. ?

 

[HaulingAss]

The V4 in smithtown NY charges at 34kw. ?

As soon as Tesla opened the Smithtown site in November they reported 5 of the 8 250 kW Superchargers were down. I suspect vandalism.

 

[Bkb13]

Charging my Beast at a v4 now. I’ll post data later.

 

[65SoYoLO]

Charging my Beast at a v4 now. I’ll post data later.

?

 

[Bkb13]

Very similar charge curves. Some of the difference may be due to temp and other variables. This would make sense to me because, as I understand it, this was not a change on the cyber trucks side. It was a change on the supercharger side.

 

[mongo]

Re: DPDT (Double-Pole Double-Throw) - "Series" or "Parallel" (400v vs 800v)
With two poles and two throws for each pole, the DPDT switch has six terminals — two inputs and four outputs (or two outputs for each individual circuit). A DPDT switch controls two separate circuits with the same actuator, which is generally designed for on-on or on-off-on function.

Indeed!
Cybertruck's DPDT has 4 external terminals due to internal crossover connection.
Configurations are
B1- to B2-, B1+ to B2+ for 400V
Or
B1- to B2+ for 800V

B1+ and B2- are common connections to the rest of the HV system

 

[henchman24]

The peak doesn't matter crowd likes to pick and choose what looks good and doesn't. ~90 seconds doesn't sound like a lot on the ~10-80 and it isn't for that... but that 90 seconds is pretty much right at the beginning. So that's also 90 seconds off the 10-40 and the 10-60. The improvement is significant if you are charger hopping and stopping every ~1-1.5 hours. It makes those stops be around 13 minutes instead of 15 minutes. The move to 500kW will probably cut off another ~60 seconds with little change in the curve. Getting to the point of stopping ~11-12 minutes every 1.5 hours. Which is roughly what a (Panasonic) 3/Y can do.

If you're towing and needing deep charges, that 10-80 is very important. As you'll need all the range possible. Yes, Tesla certainly needs to extend out the curve to help that. If you're just driving, 10-50/55/60 is far more applicable and these jumps in power, even if not held long, drastically shorten the stop. We may not get single digit minutes, but we will get close to that with 500kW. In truth, all of it matters. Total area under the curve, which has to include the peak.

Also the 10-80% of ~35 minutes is already 7 minutes faster than Out of Spec has published for the CT (~42 minutes). NonLFP Rivians are around ~39-41 minutes (depending on generation... gen 2s actually charge a touch slower, pack size, and prior to heat soaking the pack). Lightning extended range are ~42 minutes. The GM trucks are charging monsters (pouch cells, lots of cobalt, huge packs) so a bit unfair to GM to compare to much smaller packs, but ~40 minutes (it is a huge amount of power delivered). When people state the CT is such a poor charging vehicle, they are not giving comparisons. It is significantly faster than Rivian and Ford today which are the comparable sized packs. GM gets a lot more energy mostly due to design differences and credit where credit is due there, it charges spectacularly. I doubt the CT will get below 30 minutes in 10-80, and probably not less than 32-33. That number though is significantly better than the other EV trucks (again not fair to GM, not apples to apples). Getting the 10-50 in the low teens (13-14)would make it one of the better experiences in the EV world, not just trucks. It wouldn't be Taycan level (about 8 minutes 10-50), but right with S/3/Y, EV6, Ionic 6, etc. Slightly better in some cases, slightly worse in others. Oddly enough and where Tesla doesn't get enough heat is that the 10-80% of 35 minutes is better than the LG pack 3/Y. The Panasonic cell cars can still rip, but the LG cells are quite disappointing in comparison.

TLDR... Cybertruck already doesn't charge nearly as poorly as the internet would have you believe. These improvements are likely to continue given the changes we've already seen, what is announced, and what Tesla has done in the past with their vehicles. Still it won't ever hit what higher cobalt pouch cell vehicles will do at higher SoC due to design and chemistry.

 

[65SoYoLO]

Oh yeah, V4's are great...Even Santa looks pissed! ?

 

[henchman24]

Oh yeah, V4's are great...Even Santa looks pissed! ?

Cold battery (the snowflake at the top left) and 60% SoC.. V4s aren't perfect currently (though far less problematic than the V3 rollout), but the issue here seems more on the truck side. If you looked in the service mode, you'd likely see your battery temp is really low... like 5C and getting good charging at that temperature isn't going to happen. At ideal battery temps you're in the realm of 110-120kW being the max.

 

[65SoYoLO]

Cold battery (the snowflake at the top left) and 60% SoC.. V4s aren't perfect currently (though far less problematic than the V3 rollout), but the issue here seems more on the truck side. If you looked in the service mode, you'd likely see your battery temp is really low... like 5C and getting good charging at that temperature isn't going to happen.

nope. been there many times, all temps and percentages and THIS pic is the highest it has been. It is usually 34kw. Everyone I talked to there has issues with these chargers, one woman was charging for 1:15 and was still not charged

 

[henchman24]

nope. been there many times, all temps and percentages and THIS pic is the highest it has been. It is usually 34kw. Everyone I talked to there has issues with these chargers, one woman was charging for 1:15 and was still not charged

I can't say on that station. The V4 rollout hasn't been perfect and that could be an impacted station.

On your picture though, the blue snowflake indicates a cold battery. At any SoC, a cold battery will reduce how much power it can pull from any station. As the SoC goes up, this is even more impactful. At that 60% SoC, we're talking the battery needs to be at ~55-57C to charge at its highest rate. With the truck nowhere near that temperature, you could plug into any fast charger and it wouldn't improve it significantly (likely not at all). The battery is simply too cold to accept a faster charge.

That isn't saying that V4 site works fine, it may not and likely doesn't off what you're saying. Your picture indicates your battery is simply too cold though.

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