Which doesn’t matter if your about to charge either way and just want to optimize time spent?
This can’t be more than single digit days per year? This is the case where people in for example Sweden have 230V engine block and passenger compartment heaters for their car.
It’s -30C and the heat pump doesn’t really work. Is there any advantage to heating the cold side with, say, a resistive heater?
Conservation of energy says no, but what if it’s also being heated by waste heat from charging the batteries?
(Maybe the answer is “if that’s the case, you are actively cooling the batteries with the heat pump!”, but I’d like to think someone more clever than me could make the scheme work.)
Quoting Bender from Futurama: "Great is OK, but amazing would be great."
I'm not against further progress, I'm just stating that using current gen LFP in cold climate for large cars driving long distances is not a problem. It is more than fine. At least Tesla's implementation of LFP, I can't speak to any others on the market.
This can’t be more than single digit days per year? This is the case where people in for example Sweden have 230V engine block and passenger compartment heaters for their car.
It’s like the definition of an edge case.