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Combien on perd en chargeant une Tesla ? Je teste ! — Transcript

by The Choucroute Garage · 2,665 words · 427 segments · language en · Watch on YouTube

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0:00A few weeks ago, I did a test on my
0:02Mercedes EV to get an annual battery
0:04assessment.
0:06You can find it here in the cards.
0:09And I figured that doing the same test
0:11with the Model S to see what the
0:13charging losses were, well, it was quite
0:15relevant.
0:18However, when I did the test, I realized
0:21that there is a lot, a lot of difference
0:24between the two cars in battery behavior
0:27and, uh, charging behavior.
0:30So, I must be very clear: the two tests
0:32are not comparable, and we will talk
0:34about that at the end for now. I'll
0:36leave you with the test and some
0:38questions I asked myself about my
0:39battery. Alright, let's go.
0:44So, I'll explain the test conditions to
0:45you.
0:46I arrived at the Supercharger in
0:49Farébersviller, which is at a shopping
0:53center, and, well, I arrived with 9%
0:56displayed on the car and actually a
1:00little less on Scan My Tesla.
1:04Why? Because my car is a Model S P85.
1:09So that means one thing: I have an 85
1:12kWh, 400V battery.
1:14But this battery is actually becoming
1:17more and more mysterious.
1:19I will explain that to you a little
1:21later.
1:22So, the goal here is to perform the
1:24widest possible recharge.
1:27So we'll see if I can go up to 100%
1:29because the Supercharger is actually
1:31considered to be in high use.
1:35So Tesla limits the possible recharge
1:37amount to 80%.
1:40You can go above that, but at that point
1:41, you pay. Well, we'll see if I can lift
1:46this limit by the end.
1:50Uh, the car is telling me 45 minutes to
1:53reach 80%.
1:54I'm charging quietly; I reached 120 kW
1:58and now 90.
2:00And so the goal is to have the widest
2:03charging range possible in order to be
2:06able to control,
2:09actually recalculate the total capacity
2:11of the pack.
2:13That's what I did on my Mercedes, and I
2:16want to see if it's relevant for the
2:19Model S, and based on what will be
2:22displayed as energy consumed by the car
2:25—and therefore finally billed by the
2:28Supercharger—what that corresponds to in
2:31terms of what actually entered the
2:33battery.
2:35There you go. So, let me clarify one
2:37thing. Between the Mercedes report and
2:40today, I made a discovery. I found a
2:43vehicle that is roughly the same age and
2:45has the same mileage as mine.
2:48And so I'm showing you its report, and
2:51well, it gave this car 93.8
2:56I believe, of SOH.
2:59For mine, I calculated 93.9, which is a
3:02similar car, about the same age and
3:04about the same mileage. So I think I'm
3:07not too bad in terms of consistency.
3:10There you go. So, regarding my Model S,
3:13I'm using Scan My Tesla, and the battery
3:16was at 10 ° C when I left home. It only
3:20turned on the preconditioning 5 minutes
3:21before, that's all. I was a little
3:23surprised. I thought it would
3:25precondition faster and longer, but no,
3:27apparently that's enough for it.
3:29So, I'm going to take a look at where
3:31I'm at. I've only been charging for a
3:34few minutes now. I'm at 21%.
3:37And so here, Scan My Tesla gives me a
3:41battery temperature.
3:44Where is it? Where is it? I'm at 34.5 °
3:47C. So the car tells me I'm pulling 82 kW
3:51and
3:53well, Scan My Tesla tells me 81.2
3:58because I turned off the AC—I should
4:00specify I turned off the AC, I turned
4:01off the radio, only the screens are on.
4:04So, we're doing pretty well.
4:06I also noticed one thing, which is that
4:08in the latest updates, the battery
4:10buffer, meaning what's left at the
4:12bottom, went from 4 to 6 kWh.
4:17They did an update and it's funny
4:19because I haven't noticed any drop in
4:21range.
4:22So at 0%displayed on the car, there will
4:24be 6 kWh left in the battery.
4:27So, my battery has 704 charge cycles for
4:31now.
4:33Right, now just a quick note about my
4:36battery, the battery serial number can
4:38be found on the label at the front right
4:40of the car.
4:42So you just have to take a picture and
4:44then take a look. Actually, this serial
4:46number tells you two things.
4:50Firstly, what kind of battery it is. So
4:52here we can clearly see 85 kWh and 400V
4:55DC. So that means it's a module that
4:57will have 7,000
5:007,104 cells, if I recall, and thus 16
5:04modules.
5:05Which means we are in the same
5:07configuration as an 85 or a 90D
5:11because both actually share exactly the
5:13same architecture with one difference:
5:15the cells.
5:17And in fact, these cells on the 90D
5:20version are a little bit optimized,
5:23particularly at the anode, for better
5:26capacity.
5:29The thing is, my car—well, my battery—
5:32was produced in 2017, and I have proof
5:34of that with the serial number.
5:38It starts with a T. If it says T17, you
5:41have a battery produced in 2017, and the
5:44following letter—which for me is an E—
5:47corresponds to the month of May.
5:52And here I have a problem, because when
5:55going to the
5:58Tesla parts site, when you enter your
6:00VIN, it gives you the car's
6:01manufacturing date, and mine is listed
6:03for the month of April.
6:05So that would mean the car was
6:06manufactured before the battery.
6:10That's not really possible.
6:12A small hypothesis though: you should
6:15know that Model Ss in the United States
6:18are fully assembled, but for European
6:21models, they actually assembled the cars
6:24without the battery, the rear motor—so
6:27the entire rear drivetrain—and the rear
6:30bumper.
6:31Those parts arrived separately in Europe
6:34and were assembled separately in Tilburg
6:36, in the Netherlands.
6:39So I presume my car was manufactured in
6:42April, except for those parts.
6:45So those parts were sent from the United
6:49States separately, and the manufacturing
6:52date of my car corresponds to the date
6:56it left the factory in the U.S., not the
6:59date it was finished in Tilburg.
7:02That would already explain that.
7:04However, there is another problem, which
7:07is that as I told you, the modules just
7:10have different cells depending on
7:12whether it's an 85D or a 90D.
7:15And here I have a big, big, big issue
7:19because the 85—the cell that corresponds
7:23to the 85 kWh—production stopped in 2016
7:27.
7:29Tesla stopped taking orders as early as
7:32February 2016 for the 85 and 70 models.
7:36Actually, the 75 and 90 share the same
7:40cells.
7:41So, to manufacture my battery in 2017,
7:43well, they had to do a bit of tinkering
7:46.
7:49Either they used cells that were still
7:52in stock from 2016, which used the old
7:56chemistry, or they used 90 cells but
7:59modified the BMS programming to only
8:02allow for 85 kWh of capacity.
8:06Which would mean that my battery is
8:09officially an 85 but could, in fact, be
8:13a 90D.
8:14For that, we would really need to open
8:17the modules and see what is inside in
8:19terms of the cells. Now, that's not
8:22really possible, and it's all the more
8:24annoying because, for now, I haven't yet
8:27discovered any BTX8 batteries online
8:30that have been opened because they
8:32failed. For now, I haven't found any.
8:36So actually, I'm looking for a way to
8:38know exactly what's happening at the
8:39cell level without opening the pack.
8:42And I have an idea: if two Model S
8:46owners, one with an 85 and one with a 90
8:51, could take the same measurements as I
8:56did—namely, the battery voltage at an 80
9:00%charge—to compare how it looks against
9:05mine. So, if my battery has 90D cells,
9:10it means the voltage at 80%between my
9:15pack and the 90D pack should be roughly
9:20the same, and slightly lower than the
9:25voltage found on an 85D.
9:31That's what interests me: taking
9:33measurements, let's say at 20, 30, 40,
9:3750, 60, 70, and 80%, of the different
9:40pack voltages between an 85 and a 90,
9:43and seeing which one matches my charging
9:46curve and thus my cells.
9:49And that way, I'll know if I have 85
9:52cells or 90 cells.
9:54If you have a Model S 85
9:57D with around the same mileage as me,
10:02that is 180,000 km, or a 90D under
10:06similar conditions, like late 2016 or
10:102017, don't hesitate to contact me.
10:15Especially if you have Scan My Tesla, if
10:18it's a refresh version like mine, and
10:21you are in Alsace or Lorraine not too
10:24far from me, I have no problem traveling
10:27to scan your batteries for tests.
10:31Because, well, I have all the equipment
10:33.
10:34Now, if you have the equipment yourself
10:35, there's nothing stopping you from
10:36taking the measurements and sending them
10:38to me.
10:39That would be very kind.
10:41Well, for now, we'll meet back in about
10:43half an hour, I think, because I don't
10:45believe the Supercharger will free up,
10:48so I will unfortunately only be able to
10:50reach 80%to take my measurement, which
10:52bothers me a bit.
10:54But hey, it is what it is, we'll deal
10:56with it.
10:58Well, here we are, 42 minutes later.
11:06I'm at 77%battery, and even though there
11:09are only two of us left at the
11:11Supercharger, unfortunately, I still
11:14have this 80%limit.
11:17I'll try unplugging and plugging the car
11:20back in once I hit 80%to see if it
11:23continues to block me.
11:26If it keeps blocking me, well too bad,
11:28uh, we'll do the calculations with this
11:30.
11:31For now, uh, I just exceeded 4 V per
11:36cell on average and currently I'm at 78
11:41%with, uh, how many kWh?
11:47Nominal remaining 56 kWh at 78%. Ah,
11:51there it is.
11:53There. It just finished now. We are at
11:5680%.
11:57And I'm going to take a quick
12:03screenshot.
12:04There we go.
12:06Now, I'm going to unplug the car and set
12:08it to 100%.
12:12There. Now I'll set the charge to 100%.
12:16It's there.
12:21And this is magic.
12:22It's taking the charge and it no longer
12:25shows the 80%charge limit.
12:29However, it tells me 30 minutes.
12:33Well, we're off for another 30 minutes.
12:36Uh, finally, you see, the battery is
12:39smaller than the Mercedes 'one, but the
12:44Mercedes did it in 1 hour and 5 minutes
12:48.
12:49Here, in this case, in total, I'll be at
12:511 hour 15 minutes
12:55for a smaller battery.
12:57So that means the Model S, despite its
13:00peak charging power of 150 kW, well, in
13:02the end, it charges slower than the
13:04Mercedes.
13:07Alright, we are at 98%and it says 4
13:10minutes until the end.
13:13But anyway, for now, how many kWh do I
13:16have?
13:1869.2 in the car, including 63.3 usable,
13:22excluding the 6 kW buffer below zero.
13:27I just checked, my mileage on the car is
13:30displayed at 360 km.
13:33Uh, that's the display that Tesla calls
13:36typical. It's the one I used all the
13:39time before.
13:41And, uh, so 360 or 362, 36 at the end,
13:44uh, that's going to be not bad because,
13:48in fact, I had 393 when I got my new car
13:51, which means I lost 30 km of range in 9
13:54years and 180,000 km.
13:59I think that's good.
14:01So, I'm just waiting for it to finish.
14:04So, I changed the display because I
14:06found this two-column display, which is
14:09much better because I have everything on
14:11the same, I have absolutely everything
14:13on the same page, and I find it very,
14:16very, very good. There, it's finishing
14:18up now. Calculation in progress.
14:21Uh, I think, I think it will stop in the
14:24coming seconds.
14:27Finished.
14:30There, I have 70.2 kWh in my battery
14:33with a state of charge of 93.9%.
14:37Which is exactly the same thing as usual
14:39. The 93.9, it's not changing.
14:41And, uh, I have a nominal full pack at
14:4474.4.
14:46Alright, now, I have an idea.
14:50We're going back to the office because
14:51it's a bit too messy here to do the
14:52calculations.
14:55But, uh, I'm going to add up the two
14:56sessions, see what I started with and
14:58how much we added, and see if there
15:00really are losses and how much.
15:03Alright, let's go, I'll see you at the
15:05studio. So, I finished the test and here
15:08is what I found.
15:11Well, first thing, the test took place
15:14from 9 to 100%displayed on the car.
15:19This test allowed me to recharge a total
15:22of 63.81
15:26kWh in the two sessions. That means if I
15:28applied the same 5%losses that I applied
15:32to the Mercedes, well, I would have had
15:3660.62
15:38kWh in the battery. Then we have to add
15:41the 6 kWh of lower buffer, and we get a
15:45total capacity, so useful capacity with
15:48the 0 to 100%plus the 6 kWh, of 72.62
15:54kWh.
15:57And that allows us to calculate the
16:00nominal.
16:01On my car, when I am at 100%displayed, I
16:05actually have 93.9%SOC in the battery
16:08itself.
16:10Which means the nominal full pack would
16:13then be 77.4 kWh.
16:15And I know that is wrong because Scan My
16:18Tesla reads 74.4.
16:22So, my 5%figure isn't accurate.
16:26Actually, on the Model S for this charge
16:29—I'll specify, for this specific charge
16:31under these conditions—we are looking at
16:338%loss.
16:34First of all, the battery management of
16:36the Tesla is completely different.
16:39Meaning the Mercedes actually charges
16:42very hard until a point where I heard
16:45the AC turn on, and then it started to
16:48drop.
16:51That means Mercedes lets the cell
16:53temperatures go much higher, and that
16:55makes sense.
16:57I went to look at the spec sheets for
16:59cells that could be compatible, or at
17:01least close to what might be compatible
17:03with what I have in the Mercedes. And
17:05the spec sheets state a maximum
17:08temperature between 59 and 60 ° C, and I
17:10think Mercedes goes up to at least 55.
17:14The Tesla never exceeded 45.9.
17:18So, that already means there is a big
17:20difference at that level. We lost more
17:23energy to the AC. Second thing, the
17:25Mercedes, when you turn off the ignition
17:27, it shuts off almost everything.
17:29You have almost no phantom drain or
17:31self-discharge.
17:35However, the Tesla, it always has all
17:36the systems running permanently, and
17:38that consumes more energy than the
17:40system in the Mercedes.
17:42So I had the screens on for an hour and
17:4415 minutes, and that also consumes power
17:46.
17:48I did a rough calculation, it comes to
17:50about, let's say, 600 to 700 Wh just for
17:53that duration.
17:55There is one last point, which is rather
17:56technical.
17:57Tesla decides to lower the temperature
18:00of its battery significantly at the end
18:02of charging.
18:04Which meant I left with the battery at
18:0633 degrees.
18:08Mercedes, I don't get the impression
18:10they do that.
18:12Indeed, from 90%onwards, I had no
18:14cooling happening at all via the air
18:17conditioning.
18:19I could hear it. This means the Tesla
18:21left with a colder battery.
18:25than the Mercedes.
18:27Which means the difference in specific
18:29heat is actually energy the Tesla had to
18:32vent through its A/C system, which the
18:34Mercedes did not do.
18:37That is why there could be a difference
18:39, and therefore why I continue to stick
18:41with my 5%or so for the Mercedes, even
18:43though I measured 8 on the Tesla.
18:46In other words, we are ending this video
18:48with an answer, certainly, but also with
18:50many questions.
18:52And I thank in advance all the owners of
18:5585s or 90Ds who will want to play along
18:58by scanning their battery to see if my
19:00cells are ultimately at 20, at the very
19:03end of the 85s or 90s.
19:07So, I'll see you on Wednesday and Friday
19:10for the two other videos of the week.
19:13Knowing that on Friday, there might be a
19:15little bit of a delay.
19:17It might only be for Saturday because
19:20I'm undergoing a minor laser procedure
19:22on my eye.
19:24So, don't worry if it doesn't come out
19:26exactly at 6:00 PM on Friday. And on
19:28that note, I wish you a safe drive and
19:30see you soon for another episode of
19:31Chocroû de Garage. Take care.
19:34Ciao!

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