Currently a Tesla Solar customer and I’m interest in purchasing the home charging system for my CyberTruck. Does anyone have any experience with that or can offer first time experience tips? Thanks in advance.
I have two of them. One hooked up to 80 Amps and the other hooked up to 30 Amps. (I got a signed one for free with 2 referrals.) I definitely recommend having your electrician run wires for the 80A circuit. Don't mess with anything below that. The 30A is fine for every day charging, but there are times when I need a quick charge, so I move into the other garage and use the 80A.The High Powered Wall Charger (HPWC) is capable of delivering 80 Amperes when wired to a 100A circuit. More than one of these can be connected to that circuit for charging multiple cars with the 80 A shared between them. The most current current production S,X and 3 can draw is 48A but older X's can take up to 72. 80A is 19.2 kW for 19.2 kWh delivered each hour. As the CT's will need about 0.5 kWh to go a mile this translates to about 38 miles per hour range added at 80 A - actually probably more like 36 because the chargers are not 100 % efficient.
Because the CTs energy use is appreciably more than Telsa's current largest offering (the Model X) which takes about 300 Wh/mi I speculate that they will probably return to 72 A (or maybe even 80) maximum charge rate at least in the Tri Motor as picking up over 300 miles in a 10 hour overnight charge seems reasonable for a truck with 500 mile range (one usually charges from 50% to 75% or 80% most of the time).
There is tons of discussion on HPWC installation on other Tesla fora most of which centers on how big a circuit one should put it on. Most people settle for a 60 A circuit because up to and including that capacity no separate, lockable disconnect switch is required by the NEC (but local codes might demand it) and that's the most a single Tesla of the current design can take, If Tesla sticks with 48 A rectifiers there is no point to going to a larger circuit unless you plan to charge multiple Teslas. If Tesla installs larger chargers in the CT's then there is motivation to go to heftier circuits. Whether you can do that or not depends on your service and your panels and your willingness to put out more $ for more miles/hr of charging. From this perspective it may be wise to wait to see what Tesla decides to do with respect to charger size (note the HPWC isn't a charger - it is EVSE that feeds the charger which is in the car or truck) in the CT's. You will need to get an electrician in, one who has done EVSE installations before to evaluate your particular situation.
You can go to the Tesla store online and download the HPWC manual.
OP asked generally about HPWC and after digesting that word salad I feel like I need two 100 amp circuits, two HPWCs, and a substation in my garage. I wonder whether it depends on the daily commute expected whether high capacity charging is needed. Does anybody really have multiple 100 amp circuits available? What time is it? [AJ starts typing how to build a watch].Thus it seems to me that if planning for a CT or CTs the most charging flexibility is obtained by putting each of multiple HPWC on separate 100 A circuits which would allow maximum rate charging of two CTs but a much less expensive approach for charging a CT and a 3 or X or S would be to put two HPWC on the same 100A circuit. As I have said before, the is no single correct answer to the configuration question. For more information on the HPWC go to the Tesla store and download the installation guide.
You do if you want to charge multiple vehicles as quickly as possible. Tesla's current and coming (CT) vehicles are considered to be 60 A loads when charging at the maximum rate which is 48A. It doesn't take a PHD in math to be able to figure that you can, therefore, only charge 1 Tesla at the maximum rate from a 100 A circuit. It also doesn't take advanced math to figure that you can charge two at the same time if you dial each of them back to 5/6 of the maximum rate(40A).OP asked generally about HPWC and after digesting that word salad I feel like I need two 100 amp circuits, two HPWCs, and a substation in my garage.
Yes, of course it does. Say you have a single Tesla which you must drive 100 miles per day and that's its consumption is 400 Wh/mi. It will need 40 kWh of juice per day. At the maximum rate the chargers in Teslas deliver a bit less than 48*240/1000 = 11.5 kW say it's 11. Thus you must charge at the maximum rate of 40/11 = 3.6 hrs each night. If you have 3 cars each of which goes 300 miles per day the story is quite different.I wonder whether it depends on the daily commute expected whether high capacity charging is needed.
As the example above showed if you have 12.5 hours available each night you can charge 240 kWh worth of miles with a single 100 A circuit with 2 or more HPWC on it. At 3 or more miles per kWh for S, X and 3 and 2 or a little more for a CT that's a lot of miles (500 - 800).Does anybody really have multiple 100 amp circuits available?
I'll answer that with a little anecdote. I was once in a meeting with Gernot Winkler. As is the case with most meetings it was a pretty boring so I began to wonder what sort of watch the man who was running the Naval Observatory's Time Service Department might wear. So I contrived to drop my pencil and while recovering it glance up his jacket sleeve. He was wearing no watch at all. At a break I ran into one of my colleagues in the hall and reported to him that Gernot Winkler does not wear a watch. "Of course not" he replied without a moment's hesitation. "It's whatever time he says it is." I always thought Bill was a pretty bright guy but I subsequently found out that Einstein had, in response to the question "What time is it?" had answered with "It is whatever time the guy with the clock says it is." I enjoyed working on that stuff. It's fun to be able to go to a party and tell people you are a horologist.What time is it? [AJ starts typing how to build a watch].
???!!!I bought a m3p in December and the gen 2 HPWC (gen 3 wasn't out yet)....I ran a 100amp circuit to a circuit box in anticipation of adding a second Gen 2 HPWC for the CT....then the Gen 3 HPWC came out and the Gen 2's disappeared too I said I'd wait and see. Well this morning Gen2 HpWC's are back on the Tesla site
You will definitely be able to charge both at 40 A by setting each vehicle to charge at that rate or you can leave them both set to charge at the maximum 11,5 kW rate (48 A) and the first to plug in will get 48 A and the other 32 A.So guess my plan is to connect them to load share the 100amp circuit and be able to charge the M3P and CT simultaneously at up to 40amp each or hopefully at up to 72/80amp on the CT if only it is plugged in to the sharing algorithm is smart enough. I like the 24' cable length of the Gen 2 - it'll reach my driveway!
- I know we dont have enough info on CT charging, but is above a reasonable approach with what we know now?
Assuming the CT has a single charging port it would send 48 A to it (as much as it can take). Now if there is a 2nd charging port on the CT when you unplug the 3 and plug in the second charging port it would, presumably, treat it as another car and allow it to draw 32 A. This all assumes a lot that we don't really know. The assumption of two separate 48 A chargers is attractive but may not turn out to be what they do.- Anyone know with 2 Gen 2 HPWC if both cars are plugged in and one is full if it will direct max power to the other car? eg M3P will fill up faster and perfect world it would then direct > 40amps to the CT?
I think your plan is a good one to the point that I may buy another Gen 2 and put it on the shelf against the day the CT or R1T gets here as I have the same arrangement you do currently.- any other thoughts? Figured it's worth the calculated risk with what I know today (and my local power co subsidizes $250 per charger so wont actually cost me the full $475
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