If you aren't expecting your Rivian until 2023 then I wouldn't worry too much about this latest charging test. I imagine that both the robustness of the charging networks and vehicle will continue to improve.ugh....a little disappointing. I was hoping for a quicker charge from 20-80%
Hopefully by the time my R1S is available (first half of 2023), they've updated the tech/software to enable quicker charging....
So do I. I think the specs for the Silverado EV have it beat over any other BEV truck at this point. If they hold true, I'm not sure what GM is doing differently but whomever wins the battery density and cooling war wins the BEV truck race. Especially for those of us wishing to tow with our BEVs.I certainly hope they can boost the charge rate higher without degradation of the pack itself. 180kWh will be a beast.
It's all about the voltage. GM's taking a charge at ~800 volts, R1T is currently ~450 volts. Interestingly I think the GM trucks are still 400-volt architecture on the inside, they just switch between a parallel and series connection somewhere in the battery pack to be able to take a charge at 800v. Sort of a "best of both worlds" approach, though I'll be curious to see if that switch is reliable over time or if a high number of people find that failing and needing repairs.So do I. I think the specs for the Silverado EV have it beat over any other BEV truck at this point. If they hold true, I'm not sure what GM is doing differently but whomever wins the battery density and cooling war wins the BEV truck race. Especially for those of us wishing to tow with our BEVs.
Rivian has a patent for a switch like that actually. The question is whether they have the hardware installed on the trucks right now, but not necessarily activated in the software.It's all about the voltage. GM's taking a charge at ~800 volts, R1T is currently ~450 volts. Interestingly I think the GM trucks are still 400-volt architecture on the inside, they just switch between a parallel and series connection somewhere in the battery pack to be able to take a charge at 800v. Sort of a "best of both worlds" approach, though I'll be curious to see if that switch is reliable over time or if a high number of people find that failing and needing repairs.
I think the Rivian meter states that 73 KW is in the battery and available for use. The charger needs to sell more power to get that amount into the battery pack. So the 9 KW difference is in charging losses, or about 8%. If you where to charge on a really hot day,, with the cooling compressor running full blast to prevent battery over temperature, then you would see even greater difference between the 73 KW into the battery and perhaps 95 - 90 KW consumed by the truck to put that amount of power into the battery pack. With snow on the ground, the standard fan can keep the battery below 95F, without needing the compressor to run the A/C system to cool the battery water.I'm wondering how much that difference (82 delivered vs 73 in the vehicle) can be explained -
180kWh will be a beast.