[Reckless]

I have done 3+ full DC charging on a fwd within 24 hours and display and lighting started acting slightly erratic. I'm pretty sure there is a reason for the limit based on physics with current design. Reminded me of poltergeist with alien characters appearing. I got worried something was seriously wrong but it went away. Saw something similar but not as strange on my ford etransit when I did 17 charges in 18 hour road trip from Nashville to Chicago when I bought it.

 

[john1701a]

I love how they title it ”Recommended Cycle Limit”. At least later in the document they at least admit that it is a limit. Their sales documentation, etc. has otherwise always said “not recommended“ to exceed two per day for the 2023 AWD. Little admission that they programmed it to actually limit DC fast charging and force rates equivalent to L2 charging.

Oh, well, not gonna buy another Toybaru. Their engineers and marketing people involved in this should experience a loss of face over their direct actions.

Like how other automakers remain silent about their temperature limitation and Toyota gets crucified for providing details... Remember all the news coverage last winter?

 

[n6nl]

They are learning, at our expense, but they are learning.

Subaru in the US has been completely silent about the whole charge limit issue.

 

[john1701a]

Realistically, the entire market here is still a mess. Look at the incorrect advice given about not using a DC charger with faster kW specs than your vehicle. That would only work if all EVs the voltage had the same voltage for battery pack. Amps matter too. You can indeed benefit from a faster DC charger.

 

[JSM]

Realistically, the entire market here is still a mess. Look at the incorrect advice given about not using a DC charger with faster kW specs than your vehicle. That would only work if all EVs the voltage had the same voltage for battery pack. Amps matter too. You can indeed benefit from a faster DC charger.

So, theoretically, how much faster will a Toyota 2024 bz4x AWD charge faster on a 350kw charger than on a 150kw charger?

 

[LMichaels]

On my trip to MN I saw 250 KW give me 70-80 while the 350 Rivian station near Madison WI returned 95

 

[JSM]

On my trip to MN I saw 250 KW give me 70-80 while the 350 Rivian station near Madison WI returned 95

I hear you, but note i asked theoretically. How many others charging at those locations same? I can kind of guess the 250 was a tesla? if so were there more ev's charging alongside you there? Same number as at rivian station? How about ambient temp as well as battery temp on charger arrival? Many factors to consider.

 

[LMichaels]

I used Tesla stations twice. In both cases there was only 1 or 2 cars. There were more vehicles at the Rivian station in Sun Prairie than anywhere else I charged at.

 

[n6nl]

For the bZ crowd, the Amperage supplied by the DCFC is more important than the voltage. I’ve not seen any below 400V, but a 960V 100A (96kW but let’s round it to 100kW) could only result in around 400V x 100A or 40kW on a 400V EV but a maximum of 80kW on an 800V architecture. It’s all about how many power supplies are connected to your dispenser at the moment. Typically a modular architecture. Some power supplies could be out of service but still supplying some power from the others. Someone charges at a “shared” charger and those power supplies get split off to supply the other user. Yeah, factor in load, time of day, congestion, current limits on utility supply circuits, temperature, and more. But I would rather charge at a DCFC with at least 250A supplied to me. Starting near 350V when the SoC is low and increasing to just a bit over 400V as the SoC increases. Make that a 300A supply. Otherwise that 250A will limit you to about 87.5kW at low SoC and eventually could supply 120kW. Batteries accepting or BMS set to limit total power as the SoC increases make things even more complicated. And for those of us with CATL packs (2023 AWD), temperature kills it all unless it’s a very warm day. I’m lucky to get 38kW.

 

[john1701a]

So, theoretically, how much faster will a Toyota 2024 bz4x AWD charge faster on a 350kw charger than on a 150kw charger?

The problem is input amps vary, despite the kW label. You end up having to do the math yourself. For example, I have a nearby DC station labeled as "120 kW". Since our battery is rated for 355 volts (nominal) and the maximum apps that station could provide is 200 amp, the fastest speed I can pull from it is 71 kW.

355 volts * 200 amps = 71,000 watts

This is why a vehicle with a lower battery voltage, like Equinox EV, has a lower peak speed using the same DC station. It is only 288 volts (nominal).

Using a DC station rated for "350 kW" that supports 500 amps will bump charging speed up.

355 volts * 500 amps = 175,000 watts

bZ4X isn't rated for 175 kW, but it's easy to see how some owners with the Panasonic cells have witnessed speed above 140 kW briefly.

Calculations get messy when you take chemistry, packaging, temperature and charge-level into account. But you get the point. Amps matter.

 

[DocktonJon]

The real problem with charging stations is the lack of squeegees to clean your windshield.

 

[john1701a]

The real problem with charging stations is the lack of squeegees to clean your windshield.

Notice what's in front of my bZ....