Source: https://www.motortrend.com/news/teslas-v3-supercharger-tested/ . . . The first V3 Superchargers are being rolled out across North America now and will be built separately from V2 Superchargers. (Asia and Europe will start getting theirs by the end of the year). A brand new V3 Supercharger station recently opened in Las Vegas with 24 V3 chargers. Although any Tesla can plug into a V3 Supercharger, only Long Range and Performance Model 3s running the latest firmware will be able to charge at 250 kW. Standard Model 3s will continue to charge at 150 kW, while the Model S and Model X have received a firmware update allowing 200-kW charging at V3 Superchargers. According to Tesla, the cost of charging will not change for V3 Superchargers compared with V2 Superchargers, and if you have lifetime free charging on your vehicle, it will be honored. V3 Superchargers will not get special signage (but the skinnier cable will be a tip-off). The difference should also be indicated in the car's navigation system when you select a Supercharger as your destination. Bob Wilson
Plugshare has the Linq SuperCharger station: Minor error, they did not include the distribution chargers. We really need someone to accurately count them and send a message to the developers. It would also help if a charging session reported their use if visiting a casino. Bob Wilson
How come a Tesla Mode 3 long range (Tesla's fastest charging car) is slower to supercharge even on Version 3 Superchargers than my ("old Tech") E-Tron 10-90% SOC ? (going to 100% on a Tesla is a joke, takes forever, might as well be on level 2) And the 250 kW is beta? S and X are very slow charging (and consumption much higher than advertised), in the latest software updates they slowed down, not sped up.. Tesla boards are full of complaints after that S 85 blew up in China BTW Bob, how does your car charge on V3? My E-Tron hits and stays at 150 kW every time on Electrify America, and actually hit 154 kW peak last Saturday on the 350 kW charger in Vancouver outbound leg, and 152 kW peak on the Lacey charger on the way home. Man, Its almost like EA talked to me for charger placement, both times we hit the chargers at <15% SOC, and charged to 90% which took 28 minutes outbound, and 29 minutes coming home adding 60+ kWh each time (roughly 160+ miles range). I also used some of my free charging on the Audi app, and had no trouble starting the charger (the app seems to work better on the EA chargers than a credit card for whatever reason). My friends that were in their Tesla had less then optimal supercharger layout for this trip and had to stop once on the way down, and twice on the way back. They were very conservative which is part of the reason they took 20+ minutes longer on the way down, and 1.5 hours extra on the way back (combined with Tesla S 75D slow charging speed) I am starting to have good confidence in the E-Tron, so willing to push right down to the last few miles remaining to make a later charger. On the return trip we started with a higher SOC because we charged later in the outbound trip. Neither of us charged on station as the chargers at the wineries we visited were taken by Bolt's and Leaf's.
I don't know, yet. I left a request for a "time lapse" recording in Plugshare. But we know from the Motor Trend article that Tesla Model 3 charging rates are a function of the current, 'over the air' firmware. I got mine, 2019.24.4, Friday morning at 4AM so I've borrowed a Tesla CHAdeMO adapter and started regression testing: https://teslaownersonline.com/threads/chademo-adapter-now-available-for-model-3.13444/#post-246678 A problem with AutoPilot in the last version, turn signal, changing to the left lane appears to be solved. My first priority is to get charging metrics on CHAdeMO charging but it looks like I'll have to use EVgo. The Electrify America station in Chattanooga has two, CHAdeMO failures reported, July 18 and July 26. I also need to see if my V2 SuperCharger profile has changed as some have suggested. In the past, a peak of ~104 kW: This is expected. I too was conservative until I learned how to drive an EV to arrive with minimum charge at a SuperCharger. Since then, I've made a math model that includes speed and cost: Based on this model it looks like the fastest and most affordable approach to CHAdeMO with EVgo: Stop as soon as 15% margin (~35 mi) is in battery. Minimize charging at anything less than maximum current which may encourage a lower margin or lower speed. I don't remember if you saw my 2018 test results using Electrify America CCS charging and our BMW i3-REx: three trips and only two successful charges. However, each charging session required trying all four CCS stations and even with support help on the cell-phone, only the last one worked but this was last year. Bob Wilson
