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Canthoney

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452C93CE-AB98-497A-AFF0-4CA39CA23D06.jpeg

I’m talking about these blurred ones. I can read those others.
Ok, well those ones are completely illegible in this frame so I didn’t know if you were referring to the others not previously mentioned or not.
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DB-EV

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I called CS to ask for more info on actual decline in performance in cold weather.

They said that after they get the results of the EPA range, they will release information about how significantly the range deviates in cold conditions, as well as how tire choice affects EPA range.

If that ends up being true, I think that is awesome.

A week or two ago they told me that they were in the process of EPA testing. It sounds like they may be done.

I have to say, the story on Rivian's site seemed to be the most informative of any one collection I have seen on the site.
 

_evtrk

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I called CS to ask for more info on actual decline in performance in cold weather.

They said that after they get the results of the EPA range, they will release information about how significantly the range deviates in cold conditions, as well as how tire choice affects EPA range.

If that ends up being true, I think that is awesome.

A week or two ago they told me that they were in the process of EPA testing. It sounds like they may be done.

I have to say, the story on Rivian's site seemed to be the most informative of any one collection I have seen on the site.

a little over a week ago I got a call from someone who appears to be in some sort of management role in the company, they called me in regards to an email i had sent, He informed me that the EPA results had already been given to them and because of some testing they were still doing and also because of some changes that were still being discussed they hadnt released them. so take with a grain of salt what CS tells you as they are way down the line of information that is released by management at rivian. One of the things i complained in the email was how CS info is so inconsistent all the time, they say one thing then another agent says something different. He informed me that my email had actually been sent to R.J. himself as well as the head of the CS dept. because they had been getting the same complaints on the CS dept.
 

DucRider

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So, this confirms they currently have a 400V charging system. 160KW at 400A and 200KW at 500A.

If they had 800V charging, then 400A would be 320KW and 500A would not be possible, due to the 350 KW limit. In an 800V system the maximum current supplied by the charger is 437.5A at 350KW rate.
I'm not so sure it confirms 400V. There are many CCS chargers that run at 400V, so maybe they're just testing against that possibility. There are other 800V cars that can step down to accept 400V charging.
Being able to charge at 400V does not preclude being able to utilize 400V chargers.

And "400V" and "800V" are fairly generic and cover a range of battery pack voltages.

Pack voltages are usually referenced at nominal voltage. The fully charged (and charging) voltage wll be higher, and voltage will drop as SOC drops.
Tesla packs are 350V nominal (96 cells in series * 3.65V nominal = 350V)
The original Rivian layout was 108s (cells connected in series) or 400V nominal (I think the nominal on the cell they were using was 3.7V)
Fully charged is (usually) 4.2V, so the max charging voltage on a 96s layout (Tesla, Chevy Bolt, etc) would be ~ 400V, on the 108s layout it would be 450V.

Charging at lower SOC will be at lower voltages. The Rivian might start it's charge session at 325 or 350V. This could mean a charge session starting at 160 kW or so and then gradually increasing as the voltage increased. 500A @ 450V at the changeover to constant voltage (usually about 80% SOC) would be 225 kW and consistent with the "sustained charging of over 200 kW" statement.

The Taycan "800V" system is 198s with a nominal 723V, fully depleted of 610V, and fully charged at 835V. If you threw 500A at even to lowest SOC in would exceed the 300 kW spec leaked on the RAN.

Conclusion: They are testing "400V" charging in extreme cold. I find it likely that means "800V" is off the table for the release versions, but nothing is conclusive in that regard.
It's possible that they can utilize 500A @ 450V, but are capped at 325A @ 900V to stay within to 300 kW RAN limit
 

tomis916

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Looks like it's in "running light" mode, and doesn't appear to get brighter, to me. You do see the upper brake lights & the outside ones come on though.
On second review, i agree. I’m not sure why they did it that way.
 

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Some screengrabs of the infotainment systems.


This screen says "Demo", but hints at the UI that could be available for some sort of autonomous driving capabilities:
vlcsnap-2021-02-26-14h50m45s889.png



Different driving modes and probably more close to the final UI versus all the mockups in the prototype vehicles. When you're in Engineering mode, "Nothing can stop you" :)
vlcsnap-2021-02-26-14h52m29s688.png
Wonder what Comfort Valve Closed means?

Also second icon on the top left potentially indicates that it supports multiple users? That would be kind of cool but just my guess.
 

Mysta

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Being able to charge at 400V does not preclude being able to utilize 400V chargers.

And "400V" and "800V" are fairly generic and cover a range of battery pack voltages.

Pack voltages are usually referenced at nominal voltage. The fully charged (and charging) voltage wll be higher, and voltage will drop as SOC drops.
Tesla packs are 350V nominal (96 cells in series * 3.65V nominal = 350V)
The original Rivian layout was 108s (cells connected in series) or 400V nominal (I think the nominal on the cell they were using was 3.7V)
Fully charged is (usually) 4.2V, so the max charging voltage on a 96s layout (Tesla, Chevy Bolt, etc) would be ~ 400V, on the 108s layout it would be 450V.

Charging at lower SOC will be at lower voltages. The Rivian might start it's charge session at 325 or 350V. This could mean a charge session starting at 160 kW or so and then gradually increasing as the voltage increased. 500A @ 450V at the changeover to constant voltage (usually about 80% SOC) would be 225 kW and consistent with the "sustained charging of over 200 kW" statement.

The Taycan "800V" system is 198s with a nominal 723V, fully depleted of 610V, and fully charged at 835V. If you threw 500A at even to lowest SOC in would exceed the 300 kW spec leaked on the RAN.

Conclusion: They are testing "400V" charging in extreme cold. I find it likely that means "800V" is off the table for the release versions, but nothing is conclusive in that regard.
It's possible that they can utilize 500A @ 450V, but are capped at 325A @ 900V to stay within to 300 kW RAN limit
I mean the Ioniq 5 has both 400 and 800, I’d hope this car could do both.
 

Dark-Fx

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Being able to charge at 400V does not preclude being able to utilize 400V chargers.

And "400V" and "800V" are fairly generic and cover a range of battery pack voltages.

Pack voltages are usually referenced at nominal voltage. The fully charged (and charging) voltage wll be higher, and voltage will drop as SOC drops.
Tesla packs are 350V nominal (96 cells in series * 3.65V nominal = 350V)
The original Rivian layout was 108s (cells connected in series) or 400V nominal (I think the nominal on the cell they were using was 3.7V)
Fully charged is (usually) 4.2V, so the max charging voltage on a 96s layout (Tesla, Chevy Bolt, etc) would be ~ 400V, on the 108s layout it would be 450V.

Charging at lower SOC will be at lower voltages. The Rivian might start it's charge session at 325 or 350V. This could mean a charge session starting at 160 kW or so and then gradually increasing as the voltage increased. 500A @ 450V at the changeover to constant voltage (usually about 80% SOC) would be 225 kW and consistent with the "sustained charging of over 200 kW" statement.

The Taycan "800V" system is 198s with a nominal 723V, fully depleted of 610V, and fully charged at 835V. If you threw 500A at even to lowest SOC in would exceed the 300 kW spec leaked on the RAN.

Conclusion: They are testing "400V" charging in extreme cold. I find it likely that means "800V" is off the table for the release versions, but nothing is conclusive in that regard.
It's possible that they can utilize 500A @ 450V, but are capped at 325A @ 900V to stay within to 300 kW RAN limit
There really isn't much difference between 300kW and 350kW charging in terms of time. the RAN chargers might have a 300kW limit but the actual vehicle can handle more, there are some 400/500kW chargers on the market but they are probably quite a bit more expensive.
 

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Wonder what Comfort Valve Closed means?
I would guess that's a valve for the air suspension that gives a more cushioned ride. They appear to have the suspension in the most firm "off-road" setting.

Also second icon on the top left potentially indicates that it supports multiple users? That would be kind of cool but just my guess.
My Volvo supports user profiles, and it's a feature my wife and I really love. We can switch driving on a long trip and a few taps in the screen and all the mirrors and seats move to the driver's preferred positions. Even the "theme" for the infotainment and various other vehicle settings will adjust based on the profile. I definitely hope Rivian has something similar.
 

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DucRider

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I mean the Ioniq 5 has both 400 and 800, I’d hope this car could do both.
Unlikely.
The DCFC equipment that can do 500A can also do 900+V (but not both at the same time).
If the Rivian can accept 800V, there is no point in adding the beefier wiring and other components required to handle 500A. You can get the same charging from 250A @ 800V (200 kW) as you can with 500A @ 400V. Doubling the amperage requires more than doubling the wire size (and cost).
 

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I'm not so sure it confirms 400V. There are many CCS chargers that run at 400V, so maybe they're just testing against that possibility. There are other 800V cars that can step down to accept 400V charging.
Only the older 50KW DFDCs are limited to 400V. For example the newer ChargePoint 62.5KW charger has output up to 1000V. I am 99.999% sure they are testing on chargers fully capable of 920V and 500A.
 

azbill

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I mean the Ioniq 5 has both 400 and 800, I’d hope this car could do both.
That will work like the Taycan, they have a DC to DC converter in the car for older chargers that do not support 800V, but when charging at 400v they significantly reduce the charge rate.

Taycan example:
800V charger it can charge at 270KW
400V charger with standard DC to DC they can charge at 50KW
400V with optional upgraded ($$) DC to DC can charge at 150KW

But the fact is most of the 400V only chargers are older mdoels that can only output 50KW anyway.
 

DucRider

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Only the older 50KW DFDCs are limited to 400V. For example the newer ChargePoint 62.5KW charger has output up to 1000V. I am 99.999% sure they are testing on chargers fully capable of 920V and 500A.
There is no charger capable of that on the market - that would be 460 kW. They can do 500A or 920V, but not both at the same time.

The RAN charger is limited to 300 kW. If they are testing at 500A, that would be 600V and I don't see them doing a battery configuration that would utilize that voltage. Even if you look at a charger capped at 350 kW (EA, etc), that would be a pack voltage of 700. Neither of those voltages make sense for a pack, even if they are near 0% SOC.

So they are indeed testing on chargers capable of 920V and 500A, but if they are testing at 500A, it will be at 500V max (more likely 450V if they stuck with their 108s pack configuration).
 

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Rivian R1T R1S Cold Weather Testing | Progress Report | Rivian - Official Video 1614445170758


Anyone else wonder why they need to display the "Drivetrain" as "4x4"? Should we take from that the R1T is capable of a different drivetrain "setting," such as "4x2"?

I've long wondered if all 4 electric motors will run at all times.
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