If we can ramp up faster and hold that 120+ speed for 20 minutes, that would put us near the top of the pack in charging speed.
Well I don't think Petro Canada has anything less then 150 kW, but we don't know anything of the condition of the charging session, outside temp, battery temp etc that could affect charging speed. Price wise they vary from $0.20/min CDN to $0,33/min CDN depending of the province but I would think this one is probably in Ontario, I calculated a $0.33/min, where I think they where the first to receive MME and probably Northern Ontario where these days well it's probably very cold.
Not probably it is averaging -15 to -20c here lately for the last couple of weeks. It is to warm up shortly and is really good under the snowshoes. Maybe the American EA chargers are not the only type the MME is having a bit of trouble with? Possible they have ruled out the chargers as the cause of the problem? I have the petro can app and most (all) in Ontario are CSS 200 to 350 KW but there are not many of them yet. You would think a 50 KW charger could be maxed out? At 39 KW it would be a bit over a hour and a half to charge 10 to 80% and the after 80 it would take forever. Would be nice to know where that reference was taken, what it was charging and when and where. We have a promise from Ford of 82 KW average charging 0 to 80 and 88 KWh usable. I will trust that Ford will get this straighten out. There has been rumors that the first OTA update may take the first shot in fixing problems. All else is great and 98% of my charging will be home L2. Want to take a few trips in the silence of a go cart and have a gear to chill and charge but not forever
. I think the chargers are coming and we are all a bit early to the party; right now doable but not too many yet. Quebec is really good ?. I have been looking for 50 amp RV camp sites on the far side of P.E.I.
*Should* be. But Hybrid's chart came in at ~35 minutes for 50 kWh, thus the concern. But yes, the hope is they improve that to get it about 20% better (~28 minutes).
Constant lower power would be better than switching it on/off to rotate between vehicles, IMO. 120V 8A (1 kW) would be fine for many, but if they want to do more then just make them 240V 16A (3.8 kW) chargers. Or they may even be able to do 120V 16A, or 240 8A (both 1.9 kW). I haven't seen any of those, but I assume they're possible and that cars would accept them. 8 hours @ 1.9 kW would be about perfect for a 1-day charge. After losses, that's about 13 kWh, which is around 40-50 city miles.
Tom Moloughney showed the MME in mild temps holds around 100kW in the "sweet spot" of the car's charging profile up to 60%. The result was 17kWh in 10 minutes so theoretically, from 10% onwards, it's doable.
Yep, that was one of the best ones we've seen. Some others not as good.Tom Moloughney showed the MME in mild temps holds around 100kW in the "sweet spot" of the car's charging profile up to 60%. The result was 17kWh in 10 minutes so theoretically, from 10% onwards, it's doable.
How is this graph developed? Someone reading data points ever minute? OP: Sorry for the gaps (had people come up at different times and want to talk about the car).
Making two stops would be better than trying to charge past 80% on DCFC. Even just a 10-15 2nd stop might be enough. Is there an additional charger along the route? What cities/towns are you going between?
Unless there's no DC fast charger in between, it wouldn't make sense to charge past 80%. Just make two 20-minutes pit stops instead of one 60-plus minutes stop and you're golden.
