Use of Tesla Superchargers

[Zcd1]

Good to know. So I guess this leaves out third party apps like PlugShare.

ABRP appears to know which are compatible/available…at least from what I’ve seen.

 

[keithkeaveny]

This is all great news!! However, does anyone have any thoughts / insights as to how this could work for Superchargers outside of the US? In the UK and EU, for example?

 

[Gen-EV]

V3 and V4 Superchargers aren’t “paired” with another pylon, so each pylon can deliver the max charging rate possible regardless of where any other car is positioned.

V2 Superchargers were paired, which meant when 2 cars were charging adjacent to each other, or on 2 paired pylons, the max charge speed was as cut in half. This meant that people tried to charge in alternate positions when possible.

There’s definitely a possibility of blocking 2 stations with a non-Tesla EV, but most of the time, that won’t present any real issue.

This is what I found for charger power and transformer power sharing.
V1/Urban_____72kW charger (max)______Transformer??? Not available for Genesis charging
V2____________150kW charger (max)_____Transformer 150kW max power sharing to two stations_____possible power dip if you have a neighbor Not available for Genesis charging
V3____________250kW charger (max)_____Transformer 1000kW max power sharing to four stations___no power dip if you have a neighbor

 

[Alfer]

Hoping you all brave enough to use anything Tesla during these crazy times trust nobody will F with your cars while charging. Assuming the crazy blue Karen's haven't vandalized the chargers.

 

[gknyce]

Hoping you all brave enough to use anything Tesla during these crazy times trust nobody will F with your cars while charging. Assuming the crazy blue Karen's haven't vandalized the chargers.

You already said that once buddy, we got it

 

[Zcd1]

Yep - worked great today, and yes, we were technically blocking 1 pylon for the 14 minutes we were there, but that still left 3-4 open pylons the entire time…

Miraculously, no vandalism or snide comments, even from the Cybertruck driver…

 

[GreyGV60]

Yep - worked great today, and yes, we were technically blocking 1 pylon for the 14 minutes we were there, but that still left 3-4 open pylons the entire time…

Miraculously, no vandalism or snide comments, even from the Cybertruck driver…

View attachment 61750

Cool! Thanks for the photo and update. Can you advise which brand adapter you used? Also how was the charging speed compared to using EA chargers?

 

[Zcd1]

Cool! Thanks for the photo and update… Also how was the charging speed compared to using EA chargers?

Charging speed was as expected - 96KW throughout.

 

[gknyce]

Yep - worked great today, and yes, we were technically blocking 1 pylon for the 14 minutes we were there, but that still left 3-4 open pylons the entire time…

Never having used a Supercharger, forgive my ignorance - but when you say 'blocking 1 pylon', do you mean you were (in essence) taking 2 spaces b/c of how the GV60 has the charge-port on the passenger side, not driver side? And the cable is not long enough to stretch across, so you park in 1 spot and use the charger from the spot next to you?

 

[Zcd1]

Never having used a Supercharger, forgive my ignorance - but when you say 'blocking 1 pylon', do you mean you were (in essence) taking 2 spaces b/c of how the GV60 has the charge-port on the passenger side, not driver side? And the cable is not long enough to stretch across, so you park in 1 spot and use the charger from the spot next to you?

Yes.

We are blocking access to the pylon on the driver’s side while charging from the pylon on the passenger side.

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[Grayson]

Good to know. So I guess this leaves out third party apps like PlugShare.

Plugshare does tell you whether a Tesla SC is open to non-teslas or not.

 

[noremacnova]

Plugshare does tell you whether a Tesla SC is open to non-teslas or not.

Thanks. I just figured that out. But I discovered that you have to manually add the NACS plug to the “More Plugs” filter category! Otherwise, PlugShare thinks the GV60 can only accept CCS and J1772.

 

[Cabbage]

Plugshare does tell you whether a Tesla SC is open to non-teslas or not.

While the Plugshare app does not distinguish between Tesla only and Other Ev's by symbol on the map, if you select the charger, it tells you whether or not we can use it.

From what I can tell, any Supercharger we can use that is rated at 250kw is a V3 charger and we will likely get a max rate of about 100 - 120kw. I believe V4 chargers are rated at 325kw and since they can put out 1000v, we should get everything our cars ask for.

 

[noremacnova]

From what I can tell, any Supercharger we can use that is rated at 250kw is a V3 charger and we will likely get a max rate of about 100 - 120kw.

From other reading I've done (including The IoniqGuy), the current gen E-GMP will max out at about 97-98kW from a 400V Tesla Supercharger, but expect a favorable charging curve. The updated 2025 Ioniq 5 can accept 120-125kW, so presumably the updated MY2026 GV60 will do the same.

 

[gvjim]

I just got back from a five day road trip, I charged twice at EA and twice at Tesla stations. If you can find a Tesla station marked as "325kw" in the Tesla app, that is a station with the v4 dispensers that have longer cables. The two stations I went to had the posts arranged so you could just park nose in, the cable reached easily. This is so much nicer than the older 250kW stations. Of course, there are a lot fewer of the newer stations than the older stations, but I think they are worth looking for if you can find them.


In both cases I was only using one spot, in other words I wasn't blocking an extra space. Not that it mattered to anyone...

At this station there were 48 stalls and for about a third of the time I was there I was the only car there. I had to back way up to take this picture, but if you look closely, you can see my GV60 off in the distance. By the way, there is a 4 stall EA station about 3 miles from this spot, but of course it was full (and probably had a line waiting, I wish the EA app could tell you that).

The first time I used a supercharger it took me about 5 minutes to get the adapter off of the Tesla cable, which of course was alarming. Turns out the problem was that I didn't read the instructions, and figured I didn't need to. The instructions said to remove the cable from the adapter first, while leaving the adapter in the car, and then remove the adapter from the car. Turns out it won't work in the reverse order. So don't be like me - be sure to read the instructions for your adapter before you do it. Fortunately I had brought the instructions with me. The second time I had no trouble, everything went smoothly, in fact I'd say the cable + adapter is easier to handle than a typical CCS cable. I did notice that the adapter remained cool to the touch the entire time.

the current gen E-GMP will max out at about 97-98kW from a 400V Tesla Supercharger, but expect a favorable charging curve.

Both times I got a completely flat curve at 97kW up through 82% SOC. In this case I let it go to 90% just to see what the curve looked like. (This data was collected via the OBD port using a custom iOS program I am currently developing. The numbers along the bottom of each chart indicates time in seconds. In this case I had pre-heated because I was going to go to an EA station, but it was full so I went to the Supercharger 14 miles down the road.)

I believe V4 chargers are rated at 325kw and since they can put out 1000v, we should get everything our cars ask for.

Tesla has some stations with v4 dispensers, like the ones in my pictures above, but they have not yet installed any stations with v4 cabinets (i.e. 1000v cabinets). They have announced that they will start installing 1000v cabinets sometime in 2025, but until then, all stations are 400v and the GV60 is limited to 97kw. This is the limit of the 400v-800v conversion circuitry in the car, which uses the rear motor windings to convert 400v to the 800v needed by the battery. The new Ionic 5 with the NACS port has been upgraded so that can handle up to 120kW, so it will be slightly faster. But even at 97kW, the GV60 is faster charging than some other cars like the Mach-E because the GV60 will sustain that 97kW rate to a much higher SOC.

 

[EVsquatch]

I just got back from a five day road trip, I charged twice at EA and twice at Tesla stations. If you can find a Tesla station marked as "325kw" in the Tesla app, that is a station with the v4 dispensers that have longer cables. The two stations I went to had the posts arranged so you could just park nose in, the cable reached easily. This is so much nicer than the older 250kW stations. Of course, there are a lot fewer of the newer stations than the older stations, but I think they are worth looking for if you can find them.

View attachment 61765View attachment 61766
In both cases I was only using one spot, in other words I wasn't blocking an extra space. Not that it mattered to anyone...
View attachment 61767
At this station there were 48 stalls and for about a third of the time I was there I was the only car there. I had to back way up to take this picture, but if you look closely, you can see my GV60 off in the distance. By the way, there is a 4 stall EA station about 3 miles from this spot, but of course it was full (and probably had a line waiting, I wish the EA app could tell you that).

The first time I used a supercharger it took me about 5 minutes to get the adapter off of the Tesla cable, which of course was alarming. Turns out the problem was that I didn't read the instructions, and figured I didn't need to. The instructions said to remove the cable from the adapter first, while leaving the adapter in the car, and then remove the adapter from the car. Turns out it won't work in the reverse order. So don't be like me - be sure to read the instructions for your adapter before you do it. Fortunately I had brought the instructions with me. The second time I had no trouble, everything went smoothly, in fact I'd say the cable + adapter is easier to handle than a typical CCS cable. I did notice that the adapter remained cool to the touch the entire time.


Both times I got a completely flat curve at 97kW up through 82% SOC. In this case I let it go to 90% just to see what the curve looked like. (This data was collected via the OBD port using a custom iOS program I am currently developing. The numbers along the bottom of each chart indicates time in seconds. In this case I had pre-heated because I was going to go to an EA station, but it was full so I went to the Supercharger 14 miles down the road.)
View attachment 61768

Tesla has some stations with v4 dispensers, like the ones in my pictures above, but they have not yet installed any stations with v4 cabinets (i.e. 1000v cabinets). They have announced that they will start installing 1000v cabinets sometime in 2025, but until then, all stations are 400v and the GV60 is limited to 97kw. This is the limit of the 400v-800v conversion circuitry in the car, which uses the rear motor windings to convert 400v to the 800v needed by the battery. The new Ionic 5 with the NACS port has been upgraded so that can handle up to 120kW, so it will be slightly faster. But even at 97kW, the GV60 is faster charging than some other cars like the Mach-E because the GV60 will sustain that 97kW rate to a much higher SOC.

Great post. Thanks for the photos, insights and data. V4 seems like the way to go. Hopefully they get installed in a larger footprint than they are now. EA will be my go to since I have 2 years of free charging still but Tesla will definitely be a back-up in case things go wrong.

What was your kWh rate?

 

[gvjim]

What was your kWh rate?

The Tesla app and the car said 97kW. The OBD data indicated 95kW, completely flat, as you can see. I think the OBD data is right from the battery, so it could well be true that both numbers are correct and 2kW is being consumed by the electronics.

EA will be my go to since I have 2 years of free charging still but Tesla will definitely be a back-up in case things go wrong.

Exactly.

 

[Zcd1]

SWMBO is taking her GV60 on the aforementioned CA-AZ road trip this weekend, and she'll stop in Quartzite AZ to charge.

I thought I'd provide some perspective on the difference between the Quartzite EA station and the Quartzite Tesla Supercharger station:

EA: 4 pylons - located at a Love's truck stop, with PlugShare users regularly reporting 1-2 pylons inoperable, plus oftentimes a significant wait to charge, sometimes as long as an hour or more:


Tesla Supercharger: 84 (!!!!!!) pylons, located at the Terrible Herbst truck stop, with solar panels on the canopies over the pylons, and no waiting - ever:


The stations are on opposite sides of I-10, at the same exit:


So, since the EA stations will be faster (if available), plus still free with our 3-year pass, she'll try there first.

But if there's any line/wait at all for the EA station, she'll head across the street to the Supercharger and charge there.

It's difficult to imagine how anyone could have thought that 4 pylons ever made sense at this location.

It's great to see that Tesla and Herbst saw this opportunity, and took advantage of it.

 

[gknyce]

SWMBO is taking her GV60 on the aforementioned CA-AZ road trip this weekend, and she'll stop in Quartzite AZ to charge.

I for one would like a report post-trip, should SWMBO deign to provide....

 

[rawqstr]

It's difficult to imagine how anyone could have thought that 4 pylons ever made sense at this location.

It's great to see that Tesla and Herbst saw this opportunity, and took advantage of it.

Good post. You're correct about the 4 pylons. An even more so because it's basically a REQUIRED stop for CCS GV60s between Phoenix and LA. If Quartzite is unavailable, you've got a 219mi stretch between Buckeye and Indio which you likely won't make at I-10 freeway speed. I don't think there are any alternatives.

There's a similar choke point between Phoenix and Vegas which is just about impossible without the 4 stall EA station in Kingman.