Cybertruck vault sub-trunk fully opened! + Tonneau cover and tailgate lowering in action!

[Diehard]

No spare option.

I was not holding my breath but if there is no spare somewhere else, that kinda sucks. Now I am wondering if a spare could fit in there vertically. Is it deep enough and wide enough (Not necessarily with the lid closed but with vault closed.

No further nails needed in the midgate coffin

We need something to wonder about. How about the rear glass? If it comes down, how much of a a 2x4 can go through? Not much if the other end of it is on the bed.

BTW, do we think this 120v 15amp or did they go all out with 20amp.

There must be a 220 with comparable output to Lightning somewhere. But in bed makes a lot of sense because it would allow some power tools to sit on the bed while working.

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[ÆCIII]

BTW, do we think this 120v 15amp or did they go all out with 20amp.

Since that's only a cover and there's no receptacle installed in there yet - we can only guess for now.

Do we even know if a 110volts circuit is what's provided there? Could it be a 220volts? Considering Tesla's approach to wire size and power, I'm wondering. Maybe it's a custom receptacle that has both 220volts and 110volts. We should remember that our (US) 220volts is really two phases/circuits of 110volts, so if their inverter or whatever is setup the same, they could possibly provide both? But if I had to choose, I'd prefer 110volts.

- ÆCIII

 

[cvalue13]

We need something to wonder about. How about the rear glass? If it comes down, how much of a a 2x4 can go through? Not much if the other end of it is on the bed.

well, the other thing these videos again show clearly is that the rear window is now slanted rearward, matching the angle of the bulkhead. Previously the glass was perpendicular to ground and would be impossible to have a window that rolled down (because it would intersect with the sloping bulkhead below it).

while this choice to slant the rear window to match the bulkhead could be entirely design related, it also otherwise makes possible that the rear window has a channel that matches the angle of the bulkhead.

Previously, one prototype has been seen with no rear glass - and here again, while it’s possible that they sent a prototype out with its affixed glass removed, that seems less likely than it instead having had its rear window rolled down

 

[uff_da]

Wow if this truck has no place to put a spare, even a donut, that is going to be a huge miss.

 

[CyberGus]

What do yall think?!

I think it’s Zuckerberg

 

[ÆCIII]

Wow if this truck has no place to put a spare, even a donut, that is going to be a huge miss.

I haven't had to change a tire on a road trip in over 15 years, and I've traveled over 250K miles in that time. There is supposedly on-board compressed air. I'm not sure how often an actual spare would be needed. But if I were pulling a trailer with solar array to recharge on the Alaska highway driving from lower 48 to Fairbanks (since there's not enough supercharger coverage there yet), then I'd throw a spare in the back for that kind of trip.

It depends on what areas are traveled frequently. In sparse areas like deserts or northern states, one would be advised to put a spare in the back, so I can see where you are coming from.

- ÆCIII

 

[scottf200]

Someone pointed out the multi-function Ridgeline. Wow. Opens two ways and has a large local opening.

 

[cvalue13]

Do we even know if a 110volts circuit is what's provided there? Could it be a 220volts? Considering Tesla's approach to wire size and power, I'm wondering. Maybe it's a custom receptacle that has both 220volts and 110volts. We should remember that our (US) 220volts is really two phases/circuits of 110volts, so if their inverter or whatever is setup the same, they could possibly provide both? But if I had to choose, I'd prefer 110volts.

since we’re here talking only about some poly formed bedliner trpiece, in this instance I can see Tesla having options - some having only a one gang outlet, another having two gang, etc.

But as for this (option?) version, the size is pretty i dicatice that it’s only for 120v, not 240v, as for anything like a 240v you’d expect to see not only the outlets but also some accompanying safety / indicator switches

Here’s the Ford Pro-Power Onboard bed panel (on both Lightning and ICE models):

the green button is a power button, to “turn on” the panel (and light-indicate when it’s on).

Above it, the two white buttons, are breaker switches - like one might expect to find on GFCI outlets for these sorts of power sources intended to be running power tools.

here’s the ICE Ford version of the Pro Power panel for the smaller eg 2.3kW systems with only a gang of 120v outlets :

In this CT, in this space, I could see them incorporating a single gang of 120v outlets and an indicator light/power switch

but I can’t see them offering only a solo 240v back here without 120v nearby, nor can I see them offering a 240v without needing some accompanying space for breakers, etc.

But like I said, in this instance of a bed panel trim piece, I can see them possibly having different configurations of panels and panel sizes?

would make most sense if like the ford the panel size stayed the same and only the plate changed - would seem a lower cost/Tesla appropriate approach. But here we are

 

[scottf200]

Since that's only a cover and there's no receptacle installed in there yet - we can only guess for now.
<snip>
Do we even know if a 110volts circuit is what's provided there? Could it be a 220volts? Considering Tesla's approach to wire size and power, I'm wondering. Maybe it's a custom receptacle that has both 220volts and 110volts. We should remember that our (US) 220volts is really two phases/circuits of 110volts, so if their inverter or whatever is setup the same, they could possibly provide both? But if I had to choose, I'd prefer 110volts. - ÆCIII

I was only joking about the 110v being 15a or 20a but I'll be disappointed if it can't match Fords.

Ford F150 capability for comparison. 30a 240v 7.2kW

"Configured with the top-tier Pro Power Onboard system, the F-150 Lightning can deliver up to
9.6 kilowatts. One circuit serves the sockets in the cabin and the frunk, good for 2.4 kW.
Meanwhile, twin inverters in the rear bed deliver 3.6 kW each, and can be ganged up to a single 240V outlet to act as a single 7.2 kW supply if so desired."
via: https://www.thedrive.com/news/the-ford-f-150-lightning-can-charge-five-cars-at-once

2.4 kW @ 120v = 20 A
3.6 kW @ 120v = 30 A
7.2 kW @ 240v = 30 A

 

[scottf200]

but I can’t see them offering only a solo 240v back here without 120v nearby, nor can I see them offering a 240v without needing some accompanying space for breakers, etc.

NEMA 14-50 and we'll make our own adapter <grin>

Directions: https://makezine.com/projects/build-240v-adapter/

 

[ÆCIII]

I was only joking about the 110v being 15a or 20a but I'll be disappointed if it can't match Fords.

So not all of the F150 Lightning trims come with this 'Pro Power Onboard System'? That's a lot of power options. Would need plenty of battery capacity to make 9.6 kW practical. I wished Ford had included a more robust onboard charger but that's another discussion. Supposedly their next generation of the Lightning will have it.

@cvalue13, does yours have this 'top tier Pro Power Onboard System' option?

- ÆCIII

 

[ÆCIII]

NEMA 14-50 and we'll make our own adapter <grin>

Directions: https://makezine.com/projects/build-240v-adapter/

I'd be Ok with that, because a NEMA 14-50 would provide 11 kW. It all comes down to the power allocated for the option regardless of how it's branched out.

- ÆCIII

 

[cvalue13]

NEMA 14-50 and we'll make our own adapter <grin>

I’ve heard of suicide cables, but this is redic

Reminds me to flesh out why it would be a big deal if the CT doesn’t have a 240v outlet

with the Lightning, many people quickly figured out that the “Home Integration System” wasn’t a good or reasonable buy for most

but that still leaves a relatively low cost and very functional way to use the Lightning to power the house:

Basically, you install a generator plug and service panel the same way you would for a gas generator (though with one little extra bit of equipment to deal with the bonded neutral in the Lightning).

While this V2H powering won’t turn on automatically in an outrage, it’s otherwise just as functional, far more cost effective, and while being vehicle agnostic … hell, you could use it for a gas generator, too, and have redundant backup.

For example, you could use the same set genny-plug setup if later you **hypothetically** traded your Lightning in for a CT that had a 240v outlet

Not having a 240v would seem such a glaring miss for Tesla, that it leads me to conclude there’s no way they won’t have a 240v outlet

But I *also* do not see them having it in the Frunk. You don’t put your welder in the Frunk.

And I don’t see them offering *only* a 240v in the bed.

So it’s odd this panel is this sized, and seems to be fit for only single gang 120v outlet.

 

[PilotPete]

I was not holding my breath but if there is no spare somewhere else, that kinda sucks. Now I am wondering if a spare could fit in there vertically. Is it deep enough and wide enough (Not necessarily with the lid closed but with vault closed.

Maybe in their future plans, the CT won’t ever need a spare???

 

[scottf200]

I'd be Ok with that, because a NEMA 14-50 would provide 11 kW. It all comes down to the power allocated for the option regardless of how it's branched out. -- ÆCIII

Gotcha. (50a * 90%) * 240v = 10,800 W

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