Tesla Supercharger V3: Everything You Need To Know


Tesla is making positive strides when it comes to announcements and transparency.

Not too long ago, it seemed Tesla would make an announcement, and we’d still have plenty of questions. Sometimes press releases were few and far between and/or the company wouldn’t update information on its website very quickly. Then, we’d have to count on Musk to provide more info via Twitter, which was sometimes true, and other times not so clear and/or changed and corrected at a later date. We’re happy to report that times are changing.

Late last evening, we covered the launch of Tesla’s new Supercharger Version 3.0 (V3 Supercharger). Sadly, there was no working livestream, but we were fortunate to get all the information out ahead of others. This is because Tesla was not only timely with the reveal itself, but also with sending us multiple communications about the new technology.

Tesla updated the Supercharging section of its website almost as soon as the event began. It includes pertinent information about the new technology, as well as a helpful “Frequently Asked Questions” section.

The website shares that Tesla is breaking ground on the first public V3 Supercharger site in North America this April. Additional charging installations with the latest technology will occur thereafter and continue globally over the course of this year. The new system will work to cut charging time in half and will benefit all Tesla models. It offers a ridiculous 1,000 mile-per-hour charging rate!

We’ve included the entire information set below:

Supercharger stations are conveniently located near desirable amenities like restaurants, shops and WiFi hot spots. Each station contains multiple Superchargers to get you back on the road quickly.

Below are additional program details which apply to Tesla vehicles under the Supercharger program.

All new Tesla vehicles require a fee to Supercharge.

Where possible, owners are billed per kWh (kilowatt-hour), which is the most fair and simple method. In other areas, we bill for the service per minute.

When billing per minute, there are two tiers to account for changes in charging speeds, called “tier 1” and “tier 2”.

Tier 1 applies while cars are charging at or below 60 kW and tier 2 applies while cars are charging above 60 kW. Tier 1 is half the cost of tier 2.

Tier 1 also applies anytime your vehicle is sharing Supercharger power with another car.

Pricing to use a Supercharger may vary by location, and prices may change from time to time. All prices include taxes and fees.

Average pricing information is provided below and specific pricing for each Supercharger location is shown in the navigation application on the vehicle touchscreen.

Certain Model S and X vehicles ordered before November 2, 2018 receive 400 kWh (~1,000 miles) of Supercharger credits annually. Standard Supercharger fees apply after credits are used.

Supercharging is simple and convenient—just plug in and charge up. Supercharging history is automatically populated in your Tesla Account showing the credits used or, if applicable, the amount billed. Tesla is committed to ensuring that Supercharger will never be a profit center.

Frequently Asked Questions

Where can I find current and existing Supercharger stations?
You can find existing (and upcoming) Supercharger stations here. To identify the station nearest you, visit our interactive map.

How do I use the Supercharger network?
Simply park and plug in your vehicle using the connector at the Supercharger post. Once plugged in, the vehicle’s charge port LED will flash green to indicate that charging has started. You can monitor charging progress on your instrument panel in your Tesla App.

How should I plan a trip using Superchargers?
Your built-in Trip Planner will automatically route you through Superchargers on the way to your destination. In addition, all Supercharger locations are displayed in your car’s Navigation to assist with route planning.

I don’t have any free, annual Tesla credits. How does Supercharging billing work?
After completing your charge, you will automatically be billed to the payment method on file in your Tesla Account. No action is required on your end with a payment method saved. You can review the details of each session in your account. Supercharger history and downloadable invoices may also be viewed online. For more details, see our Payment Terms for Services.

How do I add a new payment method for charging, or change an existing one?
You can add a credit card through your car’s charging screen or in your Tesla Account. Existing payment methods can also be edited or removed in your Tesla Account.

What are idle fees?
Idle fees apply to any car occupying a Supercharger if the station is at least 50% full and once the charge session is complete. If the car is moved within 5 minutes of the charge session completion, the fee is waived. To be clear, this is purely about increasing customer happiness and we hope to never make any money from it. Learn more about idle fees.

How do I know the speed of the Supercharger before I plug in?
Your car’s Navigation will display the maximum power output of each Supercharger location. You can also see this information on our interactive Supercharger map.

Do I need to install charging at home if there are Superchargers near me?
Charging where you park is one of the best ways to live with a Tesla and there is no need to travel to get a full charge. We recommend using an easily-installable Level 2 charging solution at home or work whenever possible. Superchargers are ideal while on a road trip, or while visiting from out of town, or while home charging is being established.

Where exactly is the Supercharger station on the property?
Supercharger stations are GPS located in your vehicle’s touchscreen navigation. Your vehicle’s Navigation will route to the nearest entrance and you can zoom in on the map to find the exact location of the station. If additional instructions are needed, they can be displayed when you tap on the station’s red lightning bolt icon.

How does Tesla decide where to put Supercharger stations?
Tesla Superchargers enable long distance travel and convenient charging in urban areas. We use precise energy modeling and locate Superchargers near amenities, such as hotels, restaurants and shopping areas. Attract Tesla drivers to your property by hosting a Supercharger station. You may submit your property suggestion here.

Why do Superchargers in urban areas look different?
Superchargers in urban areas have a unique post design that occupies less space, enabling more rapid deployment in tight city spaces.

Do Superchargers in urban areas charge as quickly as other Superchargers? How long will charging take?
Consistent with the rest of our network, Superchargers in urban areas are located in places where it’s convenient to spend time, like grocery stores or shopping centers, which means owners can charge while going about their weekly routine. Superchargers in urban areas deliver a nearly consistent 72 kilowatts (kW) of power, even if another Tesla begins charging in an adjacent stall. This creates a predictable charging experience with an average Supercharging session lasting around 45-50 minutes in city centers.

Are Superchargers always open?
Almost all Supercharger stations are open for charging 24 hours a day. However, nearby amenities are subject to business hours.

I am not Supercharging as quickly as I expected. What could be happening?
Your vehicle and the Superchargers communicate to select the appropriate charging rate for your car. Supercharging rate may vary due to battery charge level, current use of the Supercharger station and extreme climate conditions. Your vehicle charges faster when the battery is at a lower state of charge and charging slows down as it fills up. Depending on your destination, charging to completely full is often not necessary.

Does Supercharging affect my battery?
The peak-charging rate of the battery may decrease slightly after a large number of high-rate charging sessions, such as those at Superchargers. To ensure maximum driving range and battery safety, the battery charge rate is decreased when the battery is too cold, when it is nearly full or when its condition changes with usage and age. These changes in the condition of the battery may increase total Supercharger time by a few minutes over time.

How can I maximize power and reduce charge time at a Supercharger?
Each charge post is labeled with a number and letter, either A or B (e.g. 1A, 1B, 2A, 2B). When possible, select a charge post with a unique number that is not currently connected to a vehicle. When a unique number isn’t available, the Supercharger cabinet has technology to share available power between charge posts A and B. To maximize power, park at a Supercharger shared with a car that is nearly done charging. For Superchargers in urban areas, there is no need to consider these suggestions, as those sites do not share available power; each car has dedicated power available.

My Tesla includes 400kWh of credits annually—how do those work? 
Certain Model S and X vehicles ordered before November 2, 2018 include annual Supercharger credits of 400kWh, or roughly 1,000 miles. For usage above the complimentary annual credits, a small fee applies to Supercharge. Credits replenish automatically on the anniversary of your delivery or known ownership transfer. Unused credits do not rollover to the next year and you can view your vehicle’s Supercharger credit status by logging into your Tesla Account.

Can I have separate payment methods for different cars on my account?
Not yet, but this functionality will be available in the coming months. Please note that saving a payment method on file applies to all cars on the Tesla Account.

Why do some locations bill per kWh and some per minute?
Tesla believes that owners should pay for energy delivered to the vehicle and therefore we price the service on a per kilowatt-hour (kWh) basis for the global network. In some regions, regulations and requirements make it difficult for companies that are not utilities to sell electricity for vehicle charging per kWh. In these places, we offer the Supercharger service at a per minute price, with two tiers to account for the dynamic charge rate.

How do I know if my car has surpassed the free Supercharging credits?
To check your vehicle’s Supercharger credit status, please view your Tesla Account or contact CustomerSupport@tesla.com.

What do I do if I have an issue while Supercharging?
Please contact Customer Support at CustomerSupport@tesla.com.

How long can I park at a Supercharger?
Once your vehicle has reached the range necessary to get to your next destination, please move your vehicle so other drivers can charge. Vehicles parked at a Supercharger beyond an active charge session will be subject to idle fees. Learn more about idle fees.

As a commercial driver or operator, can I utilize the public Supercharger network?
With the introduction of our Supercharger Fair Use Policy, commercial vehicles may not use the public Supercharger network. If you are an interested commercial operator, please reach out to us so we can help recommend charging solutions that meet your business’ needs. Keeping the Supercharger network available for non- commercial users will have a lasting positive impact on the Supercharger network and Tesla customers as a whole.

A non-Tesla car is parked in a Supercharger stall, what should I do?
Most Supercharger stalls are reserved for Tesla charging but some stalls allow general parking. Please be aware of stall signage and if a non-Tesla vehicle is blocking a Supercharger stall for greater than the posted time limits, please notify us at CustomerSupport@tesla.com.

Is it okay to Supercharge in the rain and snow?
Tesla vehicles are designed to charge in inclement weather including rain and snow. Charging times may vary in extreme climate conditions.

What other charging options are available to me?
In addition to the Supercharger and Destination Charging network, visit Plugshare for a map of supplementary public charging locations.

When will V3 Superchargers be available in my area?
Tesla will break ground on the first permanently public V3 Supercharger site in North America in April and continue to ramp V3 installations through 2019 globally.

What is the peak charge rate for V3 Superchargers?
V3 Superchargers are capable of delivering peak charge rates up to 250kW.

Will all Tesla vehicles be able to receive a 250kW charge?
All Tesla models will benefit from the elimination of power sharing in V3s architecture. The peak rate each vehicle achieves will vary with size and age of battery pack, state of charge and ambient temperature conditions.

How long will it take to reach 80% state of charge at V3 Superchargers?
We expect average charge times to be cut in half when the benefits of On-Route Battery Warmup are combined with V3 Supercharger power capability. The impact to individual owners will vary based on multiple factors, such as size and condition of battery pack.

Will current PPU pricing and idle fee charges change at V3 Supercharger stations?
No. Supercharger PPU and idle fee charges will remain unchanged at this time. Learn more about idle fee pricing here.

Source: Tesla

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82 Comments on "Tesla Supercharger V3: Everything You Need To Know"

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The 1 MW cabinets must be for the Semi as well. This seems perfect time to roll out V3.

I love the slender cable. The nearly wrist sized cable of the Electrify America station was very difficult to use and am afraid it will damage charging port as it can put strain on the connector.

Given the thinner cable and 2x the power and increased efficiency, they had to raise the voltage of this. Do they have some mechanism to electrically reconfigure the battery to be higher voltage (move cells in parallel to series)? Or is the water cooling in the cable enough to allow it to go to 250 kW?

I think the voltage is the same since it works with existing Model 3 batteries.

I am wondering if the battery contactors can switch it to be higher voltage while charging. It is 2P48S (modules of 46 cells in parallel) configuration, so why couldn’t you changed it electrically to 1P96S for charging? I just don’t see how you get the efficiency increase and smaller cable otherwise. Maybe this doesn’t make sense, it is a curiosity though.

Correct. It’s over 500 amps

Higher current is worse efficiency. Smaller wires are worse efficiency (higher resistance). Both lead to more power lost as heat. The cooling might help with the heat, but it is going to be less efficient. This is what makes me think they raised the Voltage since they said the efficiency is higher.

If you doubled the voltage and electronically switch the battery configuration to match the now higher voltage you could charge at a higher voltage and lower current. In this case same current but double the voltage so twice the power.

We already know the Semi allows charging batteries using multiple superchargers, so they can likely isolate each pack internal to the truck and charge them independently, not that different than reconfiguring the cell connection for charging. Again, this is totally hypothesis, it could be verified by one of the battery teardowns to see if that capability is there.

Very interesting idea.

Guys like Jack Rickard who tear down Model 3 packs would have noticed a scheme to change voltage, I’m sure. LR is 96S46P, so in theory is could be re-aligned for 800V, but SR was supposed to be 96S31P, which would be tricky. Also, the S/P arrangement is not straightforward, so I don’t think it could be done at the contactor level.

Semi would be a good candidate to use higher voltage, but seems to go with 4 separate packs instead.

Ditto. V3’s basic questions come down to V*A=W Most cars likely do not have higher V capacity.

Big difference between 1000 miles per charging hour and 10 like my Volt/ELR/CT6 L2 charging.

It can’t do 1,000 miles range for a full hour so I find that a bit misleading. However, even if it can only maintain that for a short time, it is impressive. Realistically if this can charge 150 – 200 miles in 15 minutes it would be as fast as gas for my situation. The odds of me buying a Tesla just went way up…

Actually, I really want to know what rate the standard battery will charge at. Before Tesla had the Standard at 130 miles in 30 minutes, which they later changed to 150 miles in 30 minutes (now that it is available for sale). If this will take it over 200 miles in 30 minutes I might buy the Standard Plus instead of the Long Range. The Long range was rated at 170 miles in 30 minutes, which is minimum for me, now it seems it will do the same in 15 minutes… My original drive for LR model was quicker charging.

How long till the 600 mile range Model S ships? If they are making a 600 mile range roadster it only makes sense to have a Model S as well.

Most likely, they will refresh Model S sometime in the 2020-2021 time frame. But a refreshed Model S is still likely to have less range than the Roadster, in order to ensure the Roadster is viewed as the premier product.

“1000MPG” is a great marketing term especially since hardly anyone understands what 250KW is…

As long as they say “peak charge rate of 1000 miles per hour”, I’m fine with it. That is true. But it is a little misleading because dumb people are going to think “Well, it will only take 15 minutes to charge 250 miles.” But whose fault is that? Tesla doesn’t say that and instead says thinks like 80% charge in 40 minutes or whatever.

“dumb people are going to think “Well, it will only take 15 minutes to charge 250 miles.”

I think you are giving them too much credit. It is the smart ones that will be able math their way to that incorrect conclusion.

They actually did say “75 miles in 5 minutes” for the Model 3 with Supercharger V3…

@God/Bacardi said: “ “1000MPG” is a great marketing term…”

Agreed if you meant 1000MPH.

I did…

Mainstream media is headling “75 miles in 5 minutes”…

“How long till the 600 mile range Model S ships?” It appears the “tiny” Roadster 2.0 is using denser cells and/or battery packs than the S/X and possibly even the Model 3…My analysts speculate the reason the S/X doesn’t switch to cheaper 2170 cells is the up front costs it takes to update the assembly equipment in addition to re-enginning the entire vehicles alonge with vehicle software…

I’ve said all along Roadster will use next-gen cells, e.g. lithium metal anode or solid state. It’s a halo car. Tesla needs to be first to market with “the future”. And the Roadster’s price point can handle $500/kWh. Model S can’t.

Musk said it might get 10%, maybe 20% density increase. Doesn’t sound like lithium metal anode…

(Also, he said on another occasion that lithium metal anode is likely 5 years out…)

Roadster is a lightweight car, possibly carbon, and is mostly batteries, wheels, and motors. S is a proper sedan so I don’t think the range will compare. 400ish miles would impress me

It’s tough between premium plus and long-range, or perhaps mid-range. Long range just gives you so much more (~40%) for the extra $6k. I know 220 miles is a bit light, and 240 is on the cusp of being too few. Mid range doesn’t give you nearly as much range for the extra $3k.. whereas long range gives you 60 more miles..

It’s a difficult choice!


Hardly any time to grab a bite to eat! Tesla will make a killing in idle fees! Smart..

Game changer for those on the fence about Tesla EVs?

Not a game changer, but surely an added benefit.

What I want to know, though is how this will affect European cars and how much improvement there will be on each individual car. I guess the base Model 3 will probably not be affected that much, but what about the S and X, or the LR Model 3s? How much faster will it get me from 10-40/60/80%? Sure, 1000 mph and 250 kW sound cool, but those are only achieved momentarily.

They say things like 5 minutes to 75 miles added on the LR in optimal conditions and typical charging times will drop to 15 minutes, but that’s not really hard information.

So I am happy that it exists, but a bit disappointed by how Tesla is avoiding to communicating facts lately (motor power, kWh of their batteries and now that).

The game changer will likely be SC V4…

No, the V3 charger is all that will be ever needed.

Driving 800 miles is about the max you realistically can/will do on a single day (and most wont ever do that). With a realistic real average speed of 65 mph, that will take 12.5 hours without breaks.

Start with 100% and 300 miles of range, you need to charge 500 miles. At 250kW and 1000miles/hour charging that is 30 minutes of charging (so 2x15min or 3x10min breaks). That’s negligible on a 12.5 hour roadtrip. For 99% of drivers, that would not even be enough break time.

So 250kW is more than enough for all realistic scenarios.

What does need to imporive are batteries, so that can handle that 250kW and 1000miles/hour continuously from 10% to 90% SoC. That could be done by bigger batteries (150kWh would have zero problems with it), or new battery chemistries.

That rate is at the very low end of battery (10-3% or so). You’d have to stop every 100 km or even more often to charge with that speed.

I agree that we won’t “need” 1,000 kW charge rates to make BEV’s as convenient as an ICE, but I disagree that “the V3 charger is all that will ever be needed.” 250 kW charging is the peak for V3 the near future, not the average. And even an optimistic 90% of 250 is just 225 kW, so at the best you will actually get around 18 kW’s/63 miles of additional highway range in 5 minutes and that is probably an overly optimistic percentage of real world results with regards to the peak capacity. A substantial portion of the car buying public may demand a relatively robust 5 minute charge session so being able to charge very fast for that 5 minutes will be very useful. A lot of car buyers will probably demand a “5 minute pit stop”, either through ignorance or a desire to keep what they are used to and take for granted. Flip side of the coin, much over 500 kW charge rates will be gilding the lily. As packs get bigger and charging speed capability goes up, there will be a push for faster and faster charge rates for the Interstate fast chargers especially. But… Read more »

I think this is a game changer. When I road trip, I try to take my battery down to about 15% and go to about 70% to maximize charging rate. This now about 25 minutes at 118KW. With V3, it’s less than 15 min, which is pretty much the same as getting gas.

If you stop every couple hours to use the restroom and buy a snack anyway, the BEV can theoretically save you time because you don’t have to stand by the pump while it’s filling.

Yep, and one thing that non-EV owners don’t understand is charging a Tesla is much more of a pleasent experience because it allows you to multitask. It makes road tripping much easier and relaxing. Even now, charging at 120KW or even 72 KW is not really a big deal.

Some one made a charging curve on the v3 and 10-75 is >20 minutes.


Interesting, but “someone” is guessing. That v3 curve never hits 250 kW. The v2 curve only makes sense for a cold battery, which should be pretty rare.

You’re much better off charging from 10% to 60% at each charger where you can, it will save you even more time (especially with v3) than 15% to 70%.

At $35K for Model 3 Standard, I do not think there is a better option for EV’s. This really blows everyone else out of the water.

Unlikely it will charge at 250 kW though, C rate of 5 would be too high (at least in comparison to anything Tesla has done previously). Even for the long range pack 250 kW has a C rate of 3 and change, and I think previously they maxed out near 2!

I’m on the fence for a different reason: Parts and Service. I really don’t care about charging somewhere other than my garage.

The Supercharging network is the absolute game changer between Tesla and everyone else. V3 just increases the gap. The vehicle is only half the equation, the other is not only the speed at which it can be recharged, but LOCATIONS in which to do so. This is where Tesla “gets it” compared to all the other Jaguars, Audi’s, Porsches, Nissans, GM’s, etc, who don’t quite grasp the importance of more than just the car. They still believe that all charging is created equal, and nothing could be further from the truth.

that will depend on where located and how fast they put these in.
Hopefully, they will locate the fast ones at truck stop. These are a good deal to install at T/A, along with flying J. It will enable those that want to re-fuel and go, to do so, and if they include some of the slower ones, then ppl can use the restaurant while charging.

Remember, slower charging IS better.

Saw video of a supercharger station in a Flying J I think in Ft. Stockton, TX. which is on I-10. If Tesla and these truck stops along the Interstates can make an arrangement, it would be terrific for the travelers on Tesla’s.

Too bad they didn’t use this opportunity to shift to CCS like in Europe. Though I get it – there’s less CCS here than in Europe so far, so it wouldn’t really benefit Tesla much. But it would do wonders for simplifying infrastructure, and the ownership experience for the EV industry as a whole.

I’ll take the Tesla plug to the CCS plug any day. CCS is too clunky.

CSS isn’t rated for the 600+ amps the Supercharger puts out anyway. So few cars have CSS anyway, why are we still talking about it?

are you kidding? Every automaker other than Tesla and Nissan have adopted CCS for the North American market. And CCS is rated for up to 350kW – Elon Musk was asked about that and he said he didn’t think Tesla needed to go that high. Agree with him or not, but don’t claim that Tesla has the high power advantage.

The funny thing is, almost all the BEV’s sold in the North America that support DC fast charging have been from Tesla or Nissan. Having all the compliance cars doesn’t make it the market leader. The Bolt makes up most of the CSS cars, but the number of cars in the US with the Tesla plug outnumber the cars with CSS by about 10 to 1.

Oh wait, I get what you’re saying – even if CCS can go to 350kW, that’s only for 800V batteries, which doesn’t apply for Tesla’s cars, which are stuck with 400V and need to go really high on current. Anyway, my point still stands – this makes sense for Tesla, but not for EV adoption more broadly.

Most of the BEV’s in the US have been sold by Tesla. Most of the 100kW+ chargers in the US belong to Tesla. While that’s the case, it makes sense for Tesla to optimize for Tesla, which is how we got 250kW charging.

In North America, if you own a Tesla, CCS is pointless as DCFC here is a joke. In places like Norway and Netherlands, CCS makes complete sense with 175 KW DCFC.

Electrify America?

At last count Electrify America has two CCS Combo stations in Los Angeles area.

I live in a metro area of 2 million people (Raleigh-Durham) and have access to 17 50kW CCS and 11 150kW CCS stations.

I also have 12 Tesla 120kW (soon to be 145kW) supercharger stations. 12 more Tesla Supercharger stations are opening this year.

Both CCS and Superchargers are expanding at a fast rate near me.

The new power cabinets are 1 mW, and it delivers a maximum of 250 kW to the battery pack of each Tesla EV that will charge at each stall.

The Tesla Roadster will have a 200 kWh battery pack. And it’s possible that the Tesla Pick-Up Truck will also have a 200 kWh battery pack.

Perhaps it will be possible that the Roadster and the Pick-Up Truck will get higher charging rates (because those 200 kWh battery packs will be able to absorb more energy in the same time)?

Perhaps charging at 400 kW will be possible for these two EV models?

mW = milliwatt = 0.001 W
MW = Megawatt = 1000 W

MW = Megawatt = 1,000,000 Watts!

I think you meant 1000 KW.

So if the M3 can charge at 200+ kWh, why is the EU version (CCS) limited to 125 kWh?

Maybe software limitation so that the SC network did not look bad at the time? Unclear, but a good question. So far this is a lot of marketing blabla, until somebody actually shows some real data. It would have been no problem to do this during the life reveal, which makes me skeptical.

The annoucement said you need updated Firmware for V3 which has not been sent to most cars yet. I think if the Firmware in European spec cars is loaded, 175KW+ third party charging will not be a issue.

175 kW charging should be possible on 500 A chargers, i.e. some (all?) 350 kW CCS chargers. On 175 kW CCS chargers — which are 350 A or 375 A — you won’t get anywhere near that.

show us charge curves for the different models, everything else is a bit theoretical

ok, just seen some in a video. Looks like it tapers off already at 30-40% to around 110kW/h. Still a nice boost in the beginning https://insideevs.com/tesla-supercharger-v3-in-action/

Time based charge curve is basically moved to the left 10 minutes. If you charge 10% to almost 100%, instead of taking 70 minutes, it’ll be 60 min. However, if you charge from 10%-70%, your 20-25 min charge is now 10-15min.

That’s a bit optimistic.


(⌐■_■) Trollnonymous

Knowing what most of us EV nerds know about the batteries in our EV’s, even though it’s rated to charge at that rate, I will probably set it to not exceed 125kW rate just because I want to save the battery. Maybe 150kW if I’m in a hurry but nope, not going to go faster.

Yeah, I’ll be “That Guy” at the SC.

The key information is the “tapering curves” at those charging rate.

We don’t really know anything about how Tesla batteries hold up under the higher charging rate. But we can be pretty sure that they wouldn’t enable it if it wasn’t safe.

The crazy thing is that this could save Tesla money.

If a Supercharging station with 16 stalls typically runs into a situation where there are 32 cars that need to charge for 30 minutes, Tesla could accommodate building another Supercharging station, so all 32 cars can get in/out in 30 minutes.

Or they can convert a station to V3. If all cars can charge in 1/2 the time, then they all still get in/out in 30 minutes.

So V3 allows more cars to charge in a given amount of time, which means you don’t have to build as many Superchargers in crowded areas (and with more people buying the cheaper Model 3, more stations will get crowded).

Also, since Tesla charges per kWH (in the states that allow it), the stations can make more money per day, since it can handle more cars/hour.

(Another reason Electrify America’s approach of charging per minute makes no sense).

This is the real reason why I thinking they are going V3, avoids them building more Superchargers. Now only if they can keep locals from using Superchargers as their primary means because they have free charging and people waiting to charge their cars to 100%.

They explicitly said that this is a major benefit.

The tiered pricing seems a bit weird. To some degree, Tier 2 should be CHEAPER since those cars will charge up and be done faster than tier 1. That also incentivizes people to pay for the bigger battery cars up front.

Demand charges from utility are the problem here. A single 250 kW charge in a month can cost Tesla a couple thousand bucks. They can install Powerpacks to mitigate this, but that’s also expensive.

Demand charges normally are seasonal and highest during mid-day for commercial utilities. They probably have some engineers figure this out to put in powerpacks and solar for load shedding to offset demand charges. In the end, this keeps Tesla from installing more chargers because they are getting more crowded.

From reading these comment sections I’ve learned that a lot more folks use SuperChargers than I ever thought. I was under the impression that 90% of Tesla owners were charging at home and rarely use a SC.

The 1 MW power cabinet will deliver energy to two stalls (1A + 1B, etc).

Is that correct?

no. 4 stalls

Will the Maxwell supercapacitor technology help increase this further in the future?

Not really. Ultracaps are for very short bursts measured in seconds. They are usually a solution looking for a problem.

Supercapacitors can be used for braking regen. They are e.g. used in trams, the CAF trams exist in version with battery and supercapacitors, e.g. used in Luxembourg.