You can’t even jump another car with your Tesla, let alone do repairs.
That's pretty common for EVs (and hybrids), since they don't have (or need) a traditional starter engine and only use the 12V to boot up the car they downsize the 12V and / or switch to lithium chemistries.
However, I have had to get my car towed a mile to a charging station before, I really deeply wish I could have received a jump then.
Also Tesla says not to do this, jumping in the conventional sense is more as you describe, charging the other battery and may require more than 20min to do it.
Or a significantly more expensive solar roof could add meaningful highway mileage per year. You both largely offset its cost via less charging and have the option for a low speed crawl to a charging station.
> IMO solar roofs are useful at the low end for ~400$
So I agree with this, but I don't believe that would be an option, at least without some DIY aspect.
It’s a combination of price discrimination and the overhead of having multiple different specs being manufactured independently of whatever the actual differences are.
> at least without some DIY aspect.
Solar car battery chargers already exist for less than 30$. I’m assuming the overhead of including it into the cars design and modifying body panels etc significantly increases costs. But it’s the kind of thing Subaru could add to every car for diversification without significantly impacting final price.
A clean, car roof sized solar panel in direct sunlight all day would be good enough to offset parasitic drain with maybe enough left over to charge a phone or two but not much else. Not worth the cost (or the variance given you’re not always going to park in direct sunlight for 8+ hours).
The recent solar Prius has a small roof and gets a few miles of range per day. Things get more interesting on a van/full sized SUV with a far larger roof.
It supplied enough juice to run the car with no accessories most of the way back, until a combination of overcast sky and uncooperative route direction started making the car hesitate at the slightest throttle input.
So it'd definitely give a little MPG boost by taking a load off the alternator, in addition to keeping the battery topped up like you said. I was tempted to epoxy a cheap flexible one permanently on the trunk-lid. With the trunk-mounted battery it'd be trivial.
It’s a lot more interesting on the ~8m2 roof of a van / full sized SUV than a ~1.5m2 center roof of a car.
Regarding the topic of the original post, it is infuriating to try to figure out which fuses do what in this car. It is information that is simply not provided.
Not for me, after signing in and prompting for my country, takes me to a page asking for 165 dollars for a one day access, 500 for a month, or 3,000 for a year.
Edit: oops, despite what I said above, after browsing around I think I found what you're talking about? Nice! TY! This is awesome! There are wiring diagrams!
Not having jumper cables, I've "jumped" several people by hooking them up to my battery charger and getting enough charge into their battery to start their engine.
It really seems like EVs should have easily replaceable batteries, so that in situations like that you can just have roadside service bring you a charged battery and swap it out. Or for that matter, charging stations could pre-charge batteries, and you pay to swap your drained battery for a charged one.
(For context my car uses maybe ~1.5 - 4.0 times as much power when pulling the various sizes of U-haul cargo trailers)
https://en.m.wikipedia.org/wiki/Better_Place_(company)
they were probably 25 years too early
Tesla stopped supporting it.
I'm sure OEMs don't want to warranty 3rd party equipment connecting to their vehicles and making charge/discharge, cooling, securing heavy packs, etc. reliable.
The next biggest issue with swappable batteries is responsibility. If all of the batteries are shared, who pays for a new battery when a battery reaches its end of life? This problem will have to be solved at some point anyway since nobody likes paying $15K+ when their vehicle battery reaches end of life. It would make much more sense to amortize this cost over the life of the vehicle. It would be easy to do that with higher fees of battery swaps, but people don't normally like higher upfront costs even if it works out to the same in the end.
There's nothing magic about it, you have a regular j1772 plug on the end of a generator, or a battery to provide it. Also a few evs now have 120v or 220v AC outlets, that you could put a j1772 into and give another car a charge. Sadly there appear to be no direct DC charging systems available between cars at this moment.
"Jump" isn't the same as "charging the battery" of other cars.
You can charge a 12v car battery with as little as 4A if you're willing to wait. Jump starting requires between 45 and 60A, minimum. For a larger car engine, you're looking at 80A-100A, or even more.
I don't think that the EV 12v terminals are able to provide that sort of current; I think those terminals are provided so that normal camping equipment (lights, winch, things like that) can be powered.
Edit: link to jumpstarting in manual: https://www.tesla.com/ownersmanual/model3/en_au/GUID-3567D5F...
I know what it is for an ICE (and I have a jump-starter-battery always in the trunk, with usb ports it doubles as a phone charger if you’re somewhere without power), but for an EV, I’d guess you either have enough battery charge for it to run, or you need to charge, right?
When I went to use the car after a couple days, the battery was drained. This happened on multiple occasions with different vehicles parked in the same garage.
My best guess is Zipcar has cellular comms to phone home, which enter some weird “always trying to connect” state when cut off from cellular signal underground.
Zipcar’s response was to ban me from renting on their platform ever again for too many disabled vehicles.
And if the 12V system is down, you can’t drive the car (can’t close the contactor that connects the 120V batteries to the system).
So, in theory, you could jump the 12V system so you can engage the 120V system.
Tesla in the early days sometimes ran down the 12v and it wasn't that uncommon, there were problems with runs of batteries yielding poor ones; I think they had messed up software that wasn't charging the 12v enough, but they made changes to address that long ago. On my second ev, a rivian, I just had to have my 12 battery replaced. They said sometimes the 12v batteries just die on them.
Tesla is a smart phone with wheels that can't make calls. It's great while it works but it is as dangerous as it can be once things go wrong. This car must be banned. It scarred me enough to keep me away from other EVs too which put all the controls in a screen. There is no excuse for EVs to have everything electrically controlled.
I have a rivian and the 12v battery died on it while I had it plugged in charging at home. In the manual I found the emergency trunk release (access from underneath the car), and then there was a manual release for the charging port inside the frunk.
My gas cars have died with some electrical problem before, out in the boonies where there was no one to help. But that was back when all my cars had a key, so I could at least open the door with physical key.
However EVs (and hybrids) do tend to have pretty small 12V batteries and I think some of them have switched off of lead-acid: they only need the 12V to boot up the electronics, not to power a starter engine.