Saw it here at get amped Europe. Suppost to be rolling out now
Hope it doesn't "break" anything else, like 4.2 did! "Sleep" mode re-enabled?
What is the easiest way to check? Might still be able to get into the demo car :)
I think this is the first report. Great news. You didn't happen to get a screen shot, did you?
There is a change log that you can take a picture of. I think you reach it by tapping the tesla T on top.
Yup - tap the 'T' and you'll get a pop up screen that shows the version number. Next to it should be a link for 'release notes' that you can tap.
Sorry to late, but did take some pictures and did one of the screen when hitting the Tesla T, but although the top said 4.3 the notes I believe said 4.2
Will post as soon as I get home plus the charge screen which has the timer option
Is there somewhere that details the changes in 4.3? I'd love to take a ready.
Ready == Read. Sry...
The 2 pics I took from the backseat (as I noticed the schedule option in the charge tab).
Thank you for the photos. I note that, while the title is labelled 4.3, the text refers to it being 4.2. From what I can recall of reading the release notes summary about an hour ago the summary seems to be that of 4.2 as well. I suspect that they're not quite ready with 4.3, though I really want to get the sleep mode so I hope that Tesla releases it soon.
I also noticed that. The Tesla rep said they were gradually releasing it now, but from the lack of notes I presume this is not actually the case and that they were running a pre-release...
However this makes it (more) likely that scheduled charging will be part of 4.3
Although I don't have time of day metering, I still want my car to finish charging just as I am ready to set out.
I would rather enter the finish charging time and let it start when needed to finish then. but this is still a very nice option. I think it would still have to pre-check to ensure things are connected and power is good when you plug in as if I didn't know when I plugged in and set to start charging when I am asleep, well it may be a bad surprise in the morning to find I didn't seat the charger right or other issue with power, etc...
I really like that it appears to be based on location as well. So I can tell it to charge starting at midnight at home, but it will charge immediately when out and about.
I do agree that a 'finish charge at' timer would be nice. However, a basic timer was, IMO, a critical missing feature. I am ecstatic that it appears it will be here sometime in the next few weeks. Further improvements will be nice, but not quite so critical.
Thank you for the photo
I would like to be able to program the charge to stop at any percent I choose and the time to be there: i.e. 95% at 740am.
Anyone else think that would be useful?
A start time is critical in any area where "smart" meters are installed, and in Australia these are being rolled out progressively. More than half the country is on time of day metering. The difference is from about 46 cents to 12 cents per kwh. A finish time as well as a start time is good because you may not be fully charged when the meter clicks over to the much higher rate.
@drp: no, I don't see why that would be useful, since having the car stored at the full standard charge is recommended by Tesla. Why would you ever want to charge it less?
Because full charging every day causes quicker degradation but I need the miles yet it wouldn't be "full" 100%. Full is full, standard is not. I think 95% is better
Also when the mobile connector is hooked up to the car, charging starts immediately and must be stopped from inside the car or via the remote app. I guess if you are scheduling charging anyway the first order of business will be to stop the current charging session. So a bad connection is not likely but a power failure during the schedule charge time may induce some serious range rage.
Location awareness is great!
I suspect "sleep" is incompatible with charging, but ?? It may be there, but no new "notes" written yet. Is there any button/selection for sleep now?
I bet scheduled charging is incompatible with the sleep mode.
I've noticed that even with 4.2 it stops reading temperature inside the car after a while until you turn on climate control remotely, then it starts reading it again.
If it's in a deep sleep mode, it probably won't respond to any commands until you unlock the car, or, any remote command will take the car out of the sleep mode, so it won't be able to sleep until you stop running the app on your phone.
@sergiyz - "I bet scheduled charging is incompatible with the sleep mode." Not sure I agree with you. Remember there are dozens of computers and control modules. No reason why it has to be all or nothing. Obviously the fob-sensors need to be active while in sleep mode. Potentially the charging subsystem can be powered up, while the main 17" display computer and other modules powered down.
Our LEAF auto deep sleeps when turned off. It does timed charging and cabin climate timing. I think it is doable
The Roadster does not start when you plug it in if you previously set up a sched. And it also does not have the vampire problem, and it starts charging on a set time. So they have the technology, or at least the concept.
I would like to see a finish charging time vs. start. This would let the car calculate how much time to take based off the battery level, climet control, current level. This would allow one to set a leaving time and the car would be warm or cool with battery conditioned and topped off ready to go.
A timer to wake from sleep is the simplest thing possible. It might not respond to phone commands, but scheduled charging has nothing to do with the phone.
This is great news. I imagine the timer feature will be added to the iPhone app soon as well.
I am still confused about the sleep/deep sleep thing. My car losses about 1 mile per hour in range while it sits in my garage at work. This seems like a significant loss to me and I can't figure out if I am doing something wrong or if that is just the way it is.
It's supposed to be 8 mi/day currently, and 2 mi/day when sleep is available. 1mi/hr sounds very high.
I was just told by a Tesla service representative that 1 mile per hour is normal.
Measuring the charger current at the breaker box, there is essentially no vampire load when the car is fully charged (and climate not activated). I measured between 10 ma and zero (the limit of my meter). I get 40.3A when charging starts (single charger).
I mile/ hour loss is not normal unless you're leaving your car out overnight in Greenland.
I'm losing about 7-9 miles over 15 hours at about 34 degrees.
Yes, and right now most of that is "baseline" vampire load, not battery heating.
@Frank2 - When the charger cuts off it is off except for the minimal electronic load in the mobile connector, hence the 10mA you are seeing. The battery in the car sheds charge at a much faster rate when fully charged. This is the reason why it is optimal to set out with the car right at the end of a charge cycle. The discharge in the battery is not linear and the battery seems to be more resilient at around 40% SoC. Think of a full battery as a full party balloon. As the balloon looses pressure from full, the pressure loss slows until the balloon stabilize at a comfortable internal pressure. In the Model S, since the loss of charge is not linear, this loss may not be due to electronic load as that kind of loading would be fairly consistent and linear. Some thing else is going on here and I am confident Tesla will deliver a palatable solution because they have already delivered the very best driving experience in my world.
I recently picked up my 60kw and have little actual experience on the discharge rate but so far I am losing between 1 and 2 rated miles per hour while it sits in 30 degree temp unplugged. When I got home and plugged it back in it charged up 80 rated miles in 1.5 hours at 40 amps which should have take longer. Obvious some temperature error in rated miles.
Yes, part of the "loss" in cold temperatures is an illusion caused by the fact that a cold battery appears to have less charge, and the instruments reports less miles than it should. When the battery heats up the miles return.
It seems to me that this could be compensated by software. I bet a more accurate battery reading will be in a future software release.
A straight SOC measure (even a little "thermometer" display) would resolve this.
I don't know that it should be any different.
If my battery has been cold soaked, and I have a two mile trip to the store, it then sits for an hour lots of groceries and long lines;-)), then a two mile trip back, the batteries really don't have a lot of time to warm up.
If I am going on a long trip, the batteries will of course warm up fairly quickly and the range will return.
Not sure what the best way to handle this is, perhaps I am just used to it, but I like the way it works now.
Though in theory SOC is nice to see, isn't it more misleading than range, since SOC can be constant even though capacity can vary?
e.g., 90% SOC = 265 rated miles at 70deg ambient, but the same SOC can deliver significantly less than that at 32 deg ambient.
I think SoC feels more natural to us, like gas in the tank. If you know you have a quarter tank of gas left, you make a mental calculation of how far you can go based on traffic, terrain, etc. I find the use of "rated miles" pretty confusing: it uses a familiar term, "miles," to mean something different from what I am accustomed to. Even better than SoC, however, would be to list the remaining usable kWh. So instead of 25% SoC, I would like my gauge to read 20 kWh.
For similar reasons, I wish they had adopted the convention of measuring energy consumption in miles per kW rather than watt-hours per mile. The way I drive, I typically get about 2.5 miles per kW (400 watt-hours/mile). If I have 20 usable kWh remaining, I would typically have about 50 miles of range remaining. However, if the weather is cold, my destination is uphill, etc., I might get only 2 miles/kWh and have 40 miles of range.
Maybe it's just me, but looking at my gauge which says x miles and then thinking it really 2/3 x miles is not an intuitive calculation.
Deep sleep = off
Sleep = not quite off
Off should = no more than a mile a day loss
Sorry, but what is SoC?
SoC = State of Charge
Hey, the screen's big. Show all of 'em! ;)
@DouglasR - I agree(ish). When it is as easy to fill a car with electricity as it is to fill up with gas, then a SoC or kWh meter would make sense. At the moment, the question most drivers (and especially noobs) want is "can I get back home/to the supercharger/to the blink charger' etc. That is a distance question not a SoC or kWh question. To get from the latter to the former requires some mental gymnastics that drivers shouldn't have to go through.
I would argue that a display that shows a range of ranges would be the most useful. By that I mean something that shows best case/worst case scenarios rather than a single number that is bound to be wrong.
Why can't we get a simplified version of the range calculator in the car? Change the Energy app so that there is a slider/scroll wheel for temperature, driver style, average speed. That way any driver can get a real world estimate of driving range based on parameters they choose rather than the 'ideal' and EPA projections available today.
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Garmin seems to have altitude data as the dashboard navigation display shows mountains. Tesla already knows the temperature of the outside (heck, they could even fetch forecasts for the weather along your route) as well as the battery as well as your climate control settings and whether you are on a freeway or side road and whether you've been in stop-and-go traffic, how you've been driving (hypermiling or aggressively) and where you are going if you are using navigation.
Long way of saying: they have enough data -- why not crunch all these numbers and come up with a single number for the display that reflects the expected mileage achievable along your route given these conditions and anticipated conditions. Internally (no need to show), they can have a high and low range estimate (95% confidence level) and warn you if you're at risk (suggestions such as back off the acceleration if you want to make it to the next supercharger, offer to reroute you to an available charging station if you're at risk of running low, etc.)
Aren't all the "conditions and anticipated conditons" the same as the "mental gymnastics" anyway? Knowing the effect of those conditions is the pre-condition, and only a certain amount of experience can provide that. Auto-AI could develop heuristics, but it would need lots of data about what's "out there" to work on, otherwise it's a WAG, with the cachet of being a computer WAG to help deceive you.
Chad Schwitters, who writes great articles on these topics, suggests three basic rules of thumb for road trips:
· Plan charging stops no more than 177 miles apart (assuming 85kWh car).
· Plan to have your range reduced by 150% of the actual miles while driving (it won’t always be that bad, but plan for worst case)
· Charge until your car shows enough rated miles to cover 150% of the actual distance to the next charger, plus 25 miles
You can read about it here:
The timer will save me sooo much money. Thanks Telsa!!!