Joby S4 (tilt-prop)
30 to 90%, best plug22 minon the 350 kW
Peak actually reached350 kWof 480 kW rated
Average power241 kWover the session
The last 20%26 min80 to 100% alone
On every plug
| Plug | Peak | Average | 30 to 90% | Limited by |
|---|---|---|---|---|
| 50 kW | 50.0 kW | 47.1 kW | 1h 55m | Charger current limit (split-pack voltage) |
| 120 kW | 120 kW | 119 kW | 45 min | Charger power rating |
| 150 kW | 150 kW | 145 kW | 37 min | Charger power rating |
| 180 kW | 180 kW | 168 kW | 32 min | Charger power rating |
| 250 kW | 250 kW | 208 kW | 26 min | Charger power rating |
| Supercharger | 50.0 kW | 50.0 kW | 1h 48m | Charger voltage ceiling (800V aircraft) |
| 260 kW | 260 kW | 213 kW | 25 min | Charger power rating |
| 320 kW | 320 kW | 233 kW | 23 min | Aircraft's taper curve |
| 350 kW | 350 kW | 241 kW | 22 min | Aircraft's taper curve |
| Level 2 AC | No onboard AC charger: this aircraft is DC only. | |||
On a Tesla SuperchargerThis is an 800V pack and a V3 cabinet stops at 500 V, so it cannot be charged directly. The aircraft splits its pack or runs a boost converter and accepts about 50 kW, against 480 kW on a high-voltage cabinet. SeeSupercharger reality.
Temperature
| Pack | 30 to 90% | Peak | Penalty |
|---|---|---|---|
| Cold, no preconditioning | 29 min | 235 kW | +6.3 min |
| Ideal, preconditioned | 22 min | 350 kW | baseline |
| Hot | 33 min | 350 kW | +11 min |
Worth knowingAir taxis do turnarounds, not full charges: a few minutes between hops, with the pack held roughly in a 30–90% band to protect cycle life. Aviation packs are replaced on hours, not on range loss.
Pack voltage
Modelled from 620 V at 0% state of charge to 850 V at 100%, so roughly 689–827 V across this session. On a 500 A cabinet that is 345–414 kW of headroom, against a curve that peaks at 480 kW. The cabinet runs out of amps before the pack runs out of appetite.