CT Supercharging speeds on V4 SC

[Woodrick]

There aren’t any V4 chargers yet. They are “3.5” out there . V4 dispensers and V3 cabinets. I understand Somme open 3.5s can do 400v at 700 a for longer because of the cooled cable but that’s it.

I’ve used the CCS1 to NACS adapter at a 350kW EVgo and Electrify America and it does do 800v at 400a (roughly) and can do 350Kw.. slows down to 330 until about 32% I think then settles down at 250kW for a good while. I unplugged at like 38% or something. The whole session was an 800v (740ish) and the cable never even hinted at getting warm. My next try is the Mercedes Benz /chargepoint 350kW

I believe that it is an accepted fact that the chargers with the solid pedestal are V4 pedestals. As opposed to the ones with the large hole in the middle.

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[mongo]

I believe that it is an accepted fact that the chargers with the solid pedestal are V4 pedestals. As opposed to the ones with the large hole in the middle.

Tesla's emergency response guide calls them V4 (though it only shows cabinet shape)
Wes calls current sites with the new posts V3+.


https://digitalassets.tesla.com/tes...percharger-Emergency-Response-Guide-en-US.pdf

 

[Gyzz]

this weekend i went to POST in Houston Downtown (for the cofee and Cars show) but they are installing new Tesla V4 chargers, according to the spec plate they can do 575kW at 880-1000V on the DC side ???

 

[AlmostHuman]

this weekend i went to POST in Houston Downtown (for the cofee and Cars show) but they are installing new Tesla V4 chargers, according to the spec plate they can do 575kW at 880-1000V on the DC side ???

It shows 250 kW in the POST DC Output

Visited new V4 install this weekend. Saw 255 kW peak.

 

[mongo]

this weekend i went to POST in Houston Downtown (for the cofee and Cars show) but they are installing new Tesla V4 chargers, according to the spec plate they can do 575kW at 880-1000V on the DC side ???

That's the high voltage DC interlink they use to combine up to three cabinets together to aggregate their grid side capacity. It allows one cabinet to output more than the 387kW grid input limit provides.

 

[Gyzz]

Ok then, no 800V for now

 

[MadMaxTX]

A field report on visiting a fairly new V4 style installation.

Fairly new: don't know when it opened but looks very new, doesn't show up yet in some places, e.g., ABRP. A sticker on the boxes (below) was dated July 7, 2024.

V4 Style: not going to get into the v3.5, V3 hiding in V4 discussions, etc. Just what I observed.

The cabinets were a little worrying on first glance. Obviously they are changed from V3 for the NACS application. Longer cable, mounted on the other side (compared to V3) and the cables are heavier duty, thicker.

Not to worry, you can do it, but it's not much better than the very close distance needed for V3. Maybe about the same. I'm gonna hit one some day,

It looks like there is slack but the cable is so thick and stiff, you need the slack to get it plugged in straight and without tension. Otherwise it won't connect.

The cable and handle are noticeably thicker which is good as it supports the notion that higher charge rates will be coming soon. But those high rates may be for other makes under the NACS deal and may not be available soon for CT -- have to wait and see. In that regard, I am starting to see we have company ... what could possibly go bad?

I'm already mad that the Rivian parks and plugs in much easier than the CT.

The charging experience was not so great. I arrived with 11% SOC, 59 deg ambient temperature and had roughly 30 minutes of preconditioning time. There was one other car hooked up and it was in the other bank. Still, the charge curve is disappointing.

It starts at almost 200 KW and climbs to a little more than 230KW in about 7 minutes, reaches that peak at about 31% SOC then drops really fast. This took some time to get up to 230 KW but my experience with similar charges on V3s go pretty quickly up to 250, stay there until a little more than 30% SOC then drop of more gradually. I'm not sure what the deal is here, but I was hoping new technology would be noticeably better. I did notice that the cables did not even seem warm.

Here is another thing I don't understand. This is a sticker on one of the cabinets.

It says it tested at 24,519 amps at 480V. That implies a max power of 11.8 MW? Can somebody explain this? Seems like a lot of juice for 8 chargers -- roughly 1.5 MW per charger. Maybe they are planning for the future. In Temple, TX I saw a Buc-ees with 48 V3 chargers and Mercedes was building a bunch there as well -- maybe the same number? We're gonna need it.

 

[BayouCityBob]

In Temple, TX I saw a Buc-ees with 48 V3 chargers and Mercedes was building a bunch there as well -- maybe the same number? We're gonna need it.

We all need more excuses to stop at Buc-ees for some of those cinnamon-roasted pecans.

 

[FlykidCT]

I agree.. I don’t want to get into the V4 debate anymore. I saw the grey posts at temple

I’ve charged on the Mercedes chargers- 330kW until middle 30% Love it - ChargePoint

 

[mongo]

It says it tested at 24,519 amps at 480V. That implies a max power of 11.8 MW? Can somebody explain this? Seems like a lot of juice for 8 chargers -- roughly 1.5 MW per charger. Maybe they are planning for the future. In Temple, TX I saw a Buc-ees with 48 V3 chargers and Mercedes was building a bunch there as well -- maybe the same number? We're gonna need it.

That's fault current, not operating. It's a rating that indicates the level of personal protective equipment needed, IIRC.

The posts were V4, the cabinets were still 400V V3 style.

 

[MadMaxTX]

That's fault current, not operating. It's a rating that indicates the level of personal protective equipment needed, IIRC.

The posts were V4, the cabinets were still 400V V3 style.

So, what is the relationship between the fault current and operating current?

 

[mongo]

So, what is the relationship between the fault current and operating current?

Pretty much none. It's based on the utility power feed.
I'm guessing that was the AC Grid disconnect cabinet?
https://www.jadelearning.com/blog/sccr-vs-available-fault-current/

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