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> That may be an extreme example, but it proves the point that having a high-voltage charger at home or at your office is critical if you want to reap the poten

> That may be an extreme example, but it proves the point that having a high-voltage charger at home or at your office is critical if you want to reap the potential financial benefits of going electric. Bullshit. We drove our Model 3 for over a year using L1 charging. My commute was 50 miles roundtrip and we could put 60 miles back on it charging over night. We only ever charged up to 80%. With random outings and errands we'd be down to around 150-180 miles and would just top it back up over the weekend. It was less convenient than an L2 charger but plugging your car in every night when you get home really isn't much more hassle than charging your phone.

tdiggity 5y ago
The model 3 is more efficient too. The model 3 gains about 5 miles per kwh, but the model S only gains 2-3 miles per kwh. You get less in cold weather because a lot of power is diverted to heating the batteries. Even in San Jose, in the winter, charging outside dropped my miles gained to 1 mile per kwh on L1. Higher amps are also more efficient. I believe the tesla mobile charger on L1 is 70-80% efficient whereas running at 40amps is 80-90% efficient. The car’s energy meter can’t be trusted. The energy the car sees vs the energy the power company sees is different.
- cptskippy 5y ago
  > You get less in cold weather because a lot of power is diverted to heating the batteries. Even in San Jose, in the winter, charging outside dropped my miles gained to 1 mile per kwh on L1. When a Tesla is cold it will put an upper bound max on the charging rate but that limit is beyond what L1 is capable of, something like 17 amps. The Tesla will also pre-condition the battery for charging if necessary, it does this in hot or cold weather, and until that's complete the car won't be reporting much of a charge on L1 but that pre-conditioning is less than 30 minutes. When you are sitting in the vehicle, it will use power from the charger rather than the battery and, with climate control, on L1 charging will report a 0-1 mile per hour charge rate. There are numerous videos on Youtube refuting the claim that you can't charge on L1 simply by plugging the car in and walking away for several hours to demonstrate that the car charges decently on 120v in cold temperatures (-28F).

tdiggity 5y ago

The model 3 is more efficient too. The model 3 gains about 5 miles per kwh, but the model S only gains 2-3 miles per kwh. You get less in cold weather because a lot of power is diverted to heating the batteries. Even in San Jose, in the winter, charging outside dropped my miles gained to 1 mile per kwh on L1. Higher amps are also more efficient. I believe the tesla mobile charger on L1 is 70-80% efficient whereas running at 40amps is 80-90% efficient. The car’s energy meter can’t be trusted. The energy the car sees vs the energy the power company sees is different.

cptskippy 5y ago
> You get less in cold weather because a lot of power is diverted to heating the batteries. Even in San Jose, in the winter, charging outside dropped my miles gained to 1 mile per kwh on L1. When a Tesla is cold it will put an upper bound max on the charging rate but that limit is beyond what L1 is capable of, something like 17 amps. The Tesla will also pre-condition the battery for charging if necessary, it does this in hot or cold weather, and until that's complete the car won't be reporting much of a charge on L1 but that pre-conditioning is less than 30 minutes. When you are sitting in the vehicle, it will use power from the charger rather than the battery and, with climate control, on L1 charging will report a 0-1 mile per hour charge rate. There are numerous videos on Youtube refuting the claim that you can't charge on L1 simply by plugging the car in and walking away for several hours to demonstrate that the car charges decently on 120v in cold temperatures (-28F).