Supercharging a Tesla Model S: V2 Versus V3

I did a controlled test of V2 versus V3 Superchargers in a Raven Model S Performance.

Charging began at 10% and ended at 80% in both tests. Climate control was turned and the supercharger was entered in navigation. I attempted 2 additional tests of V3 superchargers to confirm consistency of the results.

You win Dan, You win.

22 Replies to “Supercharging a Tesla Model S: V2 Versus V3”

  1. Darrion Tunstall

    What’s up man, I’m new to your YouTube channel, I have cerebral palsy I use a walker and wheelchair I’m 30, I want a Tesla model 3 red with White interior, I love Tesla! They are better for your health

  2. IMHO

    @1:40 “the reason I’m getting 74 KW is because the model 3 is getting 76 KW”. This means you don’t know how the superchargers work.

    Inside the supercharger cabinet is 12 of the same chargers the model S/X use. Since these are single phase, they are ganged in sets of 3 to use the 3 phase power. So you have 4x sets of 3x, and each of those 4 can supply about 38 KW.

    These 4 chargers are connected to selector switches that either sent the output to Stall A or to Stall B. It can NOT share between both stalls at the same time because the voltage going to each car is different.

    If you are there alone, you get all 4 chargers, and you can get up to 160-ish KW if your vehicle can accept it. But as soon as anyone plugs into the paired stall, you only have 3 chargers, make 120KW, and the other car gets 40Kw. This gives the other guy enough power to precondition while the first car is still getting about as much as it can handle.

    However, once you can’t use 3 chargers you will release 1 to the other stall, now he can get up to 80 KW and you are tapering down from 80KW to 40 KW as your car gets fully charged. Once you only use 40KW you will release the 3rd charger to the other car and now he can get up to 120KW.

    It’s possible Tesla can change the algorithm of when the car releases a charger, but it can’t change that there are 4 chargers inside that are each either going to stall A or stall B.

    If you think about it, at the time it was designed, it was rather ingenious way of making sure all the hardware is being used more effectively. These V3 superchargers are going to have a lot of idle hardware when someone who can only charge at 50 KW is using one.

    The URBAN supercharger cabinet is the exact same except 2 chargers are locked to each stall (72KW each).

  3. Jian Lu

    Thanks a lot Eli for the test.
    Recently got the Raven MS performance , and did the same test in both Fremont and Kettleman as well, i got similar result for V3, i.e. peaked at 150kw (didn't ever get your ~180kw rate).
    And i also noticed that when using the Urban supercharger station i normally get much steady ~70kw rate until it reaches 65% (from teslafi) , normally better and stable than using V2 supercharger (120 or 150kw) which really depends on the stall status or neighbourhood A/B usage and varies a lot from 30 to 110kw in general.

  4. Anthony C

    Really interesting to see. Thanks for taking the time to do some experiments and sharing the results with everyone!

    Disappointing to see the charge results even after the Raven update. Legacy 100Ds charge at the same pace taking about 45mins from 10% -> 80%. It's clear that a revamped thermal system is needed to handle v3 power in the S/X to increase the charging speed (decrease time to charge). Seems like v2 and v3 would have basically identical charge times as long as you weren't sharing a cabinet on v2.

  5. Ted Baxter

    Thank you for the time and effort to make this video.
    I've got just in excess of 10k miles on my Model 3, saw 137KW at 526 mi/hr during my last charge at a 150KW Super Charger…I'm sure, not that I know anything, Tesla will refresh the S and X and they will be able to take full advantage of the V3 network…

  6. Aussie2u

    Curious what your thoughts are on battery degradation of V2 vs V3? If Tesla encourages us not to supercharge often for longevity of battery, would you speculate they are seeing even more negative effects on the cells from V3 speeds? This may explain the delay of larger scale V3 rollouts and the throttling you experienced.

  7. Roger Starkey

    I think the main improvement at battery day may be a cell construction/chemistry that can maintain the rate of charge even when warm (hot) that's going to be even more revolutionary than ultimate peak charging speed.
    A common cell and BMS across all models would be interesting.

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