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.
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.
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!
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.
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.
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.
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.