I hope you have an opportunity for at-home charging (ideally 240V but 120V works surprisingly well). At-home charging is what makes an EV truly useful. If I didn't have that I'm not at all sure I'd want an EV.
Welcome to the dark side...
2001 Tacoma 246k, never needed one. Michelins always wear perfect, drives straight. Lucky I guess.
I do 240v 24a. Most of the time I leave it turned down to 20a. Meets our needs. After my wife's run and a few Supercharger stops today for the animal rescue.
Good plan. It sounds like you have a 30 Amp circuit and 80% of that (the apparently safe continuous load) would be 24 Amps.I do 240v 24a. Most of the time I leave it turned down to 20a. Meets our needs. After my wife's run and a few Supercharger stops today for the animal rescue.
You aren't kidding. Wasn't Jeff the one that showed a brand new Tesla in the showroom with tail light condensation?
Yep, that's my setup. I basically hit the limit of the supply to my garage and I was going to have to upgrade the supply of it to go higher. I figured I'd try this out at 30a and it's been enough to cover two cars for a year now. If it wasn't enough I'd upgrade it. That said, I've thought of adding solar and actual Tesla Home Chargers for both sides of the garage just to fully overkill the setup. It's just not necessary even with my 80 mile commute.
My premiums for my crown vic are around $550 6mo, lol!
Really? Under a load electric motors and batteries can get pretty hot, if the cooling system is not maintained properly it can suffer thermal runaway just like an ICE.
Thermal runaway is a failure event. No amount of cooling is going to fix that. Operating normally the coolant does not get anywhere near as hot as an ICE vehicle and for that reason the pressure is lower. This is information given to me from an EV tech. Even the guy that runs Electrified Garage has said as much on a YouTube video and he used to work for Tesla.
Higher temperatures equal higher coolant pressures. I'm just referencing what I was told. EV coolant rarely sees higher temperatures. I'd like to hear more of your claim of temperatures. Let's look at ICE for example. Most newer cars want to be at 190-220F coolant temperature. Teslas for example wants to be at 135F for a battery pack temperature for Supercharging. For any time other than the heat of summer that usually means having to heat the battery. It rarely needs to be cooled to get there unless someone is really beating on the car with lots of continuous heavy throttle.
There have been EV problems with coolant leaks, like any car. Service interval problems are almost non-existant.
(P1 * V1) / T1 = (P2 * V2) / T2
I was dealing with some of the design of this back in school in the cooling loop control. There will always be a thermal shutdown in the software if the temp sensor detect overheat in both engine and electric motor.
That formula is correct, but only for gases. It's a derivative of the universal gas law PV=nRT.
I learned that formula in HS Chem, perhaps 1969. For the life of me, I don't remember learning it applied only to gasses. I learned something today!
Then there is this..
Other things of concern are flow erosion and electrolysis which in an EV or hybrid may be the greater concern as the vehicle ages.
This is not about ev it is about coolant/antifreeze. posters have stated it is all about pressure and because the ICE may produce more heat and more pressure (I don't really buy into this theory) the Tesla does not need as much if any servicing of its cooling system.
