Because I'm always curious about my TM3 I've gathered specification notes from various sources which are credited below. Corrections always welcome.
Tesla Model 3 notes compiled
Motor ( Clean Technica, Rickard, Consumer Reports )
Permanent Magnet Switched Reluctance Motor
Model 3’s battery-to-wheels ratio 88.5-89% vs
83% for Model S (Rickard / EPA)
Motor Horsepower 251 (CR says 258)
Drag Coefficient 0.23
Speed 0-60 mph 5.1sec Top Sp 140mph/225kph
Faster track specs have been recorded
Bat 75kwh Range 310miles/500km
170+ miles back in 30 minutes Super Charging
30-37 back per hr home on 32amp circuit (Glotfelty - observed)
Curb weight 3814 / 1730kg
Len 184.8 in / 4690mm
Wheelbase 113.2” / 2875mm
Width 82.2 / 2083 (Mir Folded 76.1 / 1930mm)
Track Front & Rear 62.2” / 1580mm
Height 56.8 / 1440mm
Ground Clearance 5.5” / 14cm
Eight Airbags
(Measurements above from online Tesla.com specs)
0-60 stopping distance 133 ft / 40.5 meter (Consumer Rpts)
Battery
———-
NCA Nickel Cobalt Aluminum
Cobalt by weight in battery - 10.6 lb / 4.5 kg see:
Lithium by weight in battery - still unknown. My (Glotfelty) 2012 Leaf was 6 lbs per 24kwh so a round guess 20 lbs or less?
Notes from Jack Ricard youtube :
——————————
Long Range Model 3 battery notes
From - Jack Rickard youtube video made 5/12/18
80.5 kwh battery (usable 78.27 kwh) made of 4,416 new 2170 cylinder cells (21mm x 70mm)
Weight ( believe with associate electronic end cap ) - 1054 lbs / 478 kg.
Cabling to from battery and other runs on Model 3 - 1500 meters wiring vs 3000 meters on S
( Note while I’ve heard the term cell to refer to a single cylinder battery, Ricard uses cell to refer to a connected group of these cylinder batteries. I’m adding the term ‘group’ to his term cell to make clear this is many cylinder 2170s I believe connected in parallel. His usage I’m sure is correct, this is to help my novice brain. )
Nominal same voltage Pack as a Model S (some version)
96 ‘group’ cells of nominally 3.6volts.
Uses series of ’grouped’ cells = 46 cyl 2170’s (Glotfelty note - I believe this means 46 2170 cylinders in parallel connection. )
** Correction - clearly first version not getting amperage right - back to electrical detention! **
In video Mr Rickard states pack is 233 Amp hrs
( I wrongly confused this with grouped cell Ah - as Emily L would say - 'nevermind')
Given V = W / A. I'm guessing V= Wh/Ah as well?
So V = 78.27 kwh / 233 Ah
78270 / 233
336 volts
Ballpark for the four modules in series varying from 288v discharged to 346v nom.
(Charging voltage if all in series at 403v? Or would charger break them apart for 240v / 120v ?)
** Correction - clearly first version not getting amperage right - back to electrical detention! **
In video Mr Rickard states pack is 233 Amp hrs
( I wrongly confused this with grouped cell Ah - as Emily L would say - 'nevermind')
Given V = W / A. I'm guessing V= Wh/Ah as well?
So V = 78.27 kwh / 233 Ah
78270 / 233
336 volts
Ballpark for the four modules in series varying from 288v discharged to 346v nom.
(Charging voltage if all in series at 403v? Or would charger break them apart for 240v / 120v ?)
** End correction **
Modules - 4 ( not 16 like S )
M1 - 23 of group cells
M2 - 25 of group cells
M3 - 23 of group cells
M4 - 25 of group cells
Mod 23 series - nom 82.8v discharged - 69v charged -96.6v
Mod 25 series - nom 90v discharged - 75v charged -105v
In video they tested Mod 23 in series with a Mod 25 yielding measurement of 154volts.
Two of those units = whole pack.
About 168 watt hours per kilogram. Better than S weight to energy ratio.
Pack Usable 78.27 kwh of the 80.5 kwh. (Repeat)
NCA chemistry + trace silicon+graphite in anode (This agrees with German sources)
Rickard feels this is the absolute state of art in batteries.
(At this time, no other manufacturer close)
He also comments later the balancing is excellent.
He also notes electronics, spread out in other cars, are well grouped in with the battery sled under the ‘hat’.
High voltage controller = a high end master BMS in ‘Hat’ at rear end of battery sled.
Power Conversion Unit = Charge unit in + outgoing 12 volt.
Has 3 phase ready for other country charging standards.
Has blank plate for AWD.
Pyro fuse (emergency cutoff of high power) + regular fuse.
The 4 modules each have a board at rear near hat to measure cell voltage & temp
Boards use signal connects perhaps using I2C with SCL and SDA lines
(Please anyone wanting to watch Rickard’s video and improve these notes please do - he’s very knowledgable and beyond my expertise so I appreciate any help here - D Glotfelty)
*Update 6/11/18* - Rickard has a MUCH better written summary of his video on his Blog. It has some new goodies not to be missed. Especially fascinating is his Tesla BMS observations near the end :
Tesla-model-3-gone-battshit
*Update 6/11/18* - Rickard has a MUCH better written summary of his video on his Blog. It has some new goodies not to be missed. Especially fascinating is his Tesla BMS observations near the end :
Tesla-model-3-gone-battshit
————————————
EV Tech on youtube presentation on Tesla Bat Tech:
11:35
Chem of 2170 cyl cell Cathode NCA LiNixCoxAlxO2
Anode graphite + 5-15% SiOx
——————————————
German Tear Down Info.
2.8% Cobalt in Cathode
Parts for ≡ $18000 wholesale estimate
Labor asset $10000 if 10K made a week.
Info confirmed by E. Musk tweets with Electek.co
——————————————
Rickard comments on EPA testing documents
Model 3 - 9.95 hp or 7.42 kWh maintaining 50mph on level.
(Unsure if this is on a dyne setup or includes wind resist)
vs.
11-12 hp for Model S to maintain same 50 mph.
———————————————
Dave's SWAG (Scientific Wild Ass Guesstimate) of Battery Pack costs based on
Tesla shareholder meeting 6/5/18
E Musk states ≡ manufacturing 2170 cylinder cell costs approaching US $100 per KWH and within 3 years cell in pack prices will approach US $100 per KWH.
My take: Given the pack weight of ~ 1000 lbs for rounded 80KWH in TM3LR that is a manufactured pack in 3 years costs Tesla $8 a finished pound to make.
Next - Today 2170 cyl cells at say ~$120 (SWAG) a kWh today would mean a finished single 2170 cyl cell costs Tesla around $2.18 to make today and a $1.82 in the near future. If cell costs drop 20% a year, and Elon is saying $100 is soon - let’s guess that's a year out about 20% reduction a year. So in three years - $75 a kWh for cells - meaning pack overhead cost is about a third of cell only cost - $25 to equal = $100 a kwh. Take today’s guessed cell cost of $120 x 80kwh = $9600. Now add a third and get a ballpark guess at the wholesale LR pack cost - $12,800 today. Also wholesale cost in three years according to Elon’s estimate would appear to drop to $8,000 for complete LR pack. These are Very Rough Guesstimates so don’t be too excited!
Also note the German magazine estimate of $18,000 materials with my pack only leaves $5,200 for base wheels/tires, motor, suspension, remote steering/controls, control pad/computer, AC/Heat, body, lights, and cabin. Admittedly without labor so maybe it works, but seems a little low in comparison to my pack guess, which admittedly would include build labor. Perhaps a better comparison is $28,000 materials & labor - pack at $12,800 leaves $15,000 to buy remainder materials, build, and assemble for all the remaining car above.
Sources:
Tesla.com and Shareholder meeting 6/5/18
Jack Rickard youtube Model 3 Rectal Exam: (+ EPA source)
Jack Rickard youtube Model 3 Battery Teardown:
Consumer Reports
CleanTechnica:
Electrek
German Magazine Wirtschafts Woche
https://www.wiwo.de/technologie/mobilitaet/elektroauto-zerlegt-tesla-model-3-kann-gewinn-abwerfen/22625806.html
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