Hi Interested Reader!
Maybe you just got my card or saw the code on my car and ended up here.
So what is so great today about electric cars?
My claims - we'll investigate and substantiate each in a future post.
Number 1. As of the new Chevy Bolt and Tesla Model 3, the next generation electric vehicles are long range and actually MORE convenient than gas vehicles to drive. They are now close to price parity especially
Number 2. There is real climate change. The electric vehicle makes a significant dent in that despite made up claims to the contrary and we will prove that for our readers. This is the good for the grandkids (and great grandkids) part of the show. If you can install solar you are practically driving on sunshine.
Number 3. Electrics - especially Teslas are much safer than Internal Combustion Engine (ICE) cars. Much safer. The heavy sled in Teslas eliminates most rollovers, and most battery cars rate very high on safety.
Number 4. Electrics need less maintenance than ICE cars. We count 2000+ parts in ICE car engine and transmission. About 20 in an electric vehicle (EV).
Sold yet? Already want a Tesla? Here's a referral code/link that is good for free charging on an S or X. (Solar benefits too!) Sorry no bennies for the Tesla Model 3 - sales are booming.
http://ts.la/david901
Even if you are not buying, this link can sign you for a newsletter to keep up on Tesla.
Here's short article explaining why there is a very threatened group spreading falsehoods about EVs.
https://www.cnbc.com/2018/06/26/electric-vehicles-will-prevail-despite-oil-industry-misinformation.html
Saturday, June 30, 2018
Monday, June 25, 2018
Circe is back and better then ever.
Well Tesla mobile service offered to come out but first made a repeat attempt at OTA.
This one worked. I'm at 2018.21.9 75bdbc11.
A small change to the car display to allow surrounding cars to be visualized. No summon yet - perhaps its in a newer update unseen by mine so far - just happy my update is in and worry free.
Took about five days and one trip in - no cost appears to be warranty covered.
This one worked. I'm at 2018.21.9 75bdbc11.
A small change to the car display to allow surrounding cars to be visualized. No summon yet - perhaps its in a newer update unseen by mine so far - just happy my update is in and worry free.
Took about five days and one trip in - no cost appears to be warranty covered.
Sunday, June 24, 2018
Circe - slightly mentally ill
Well the Tesla Model 3 - Circe - has a problem - not with driving. In fact we were out in the hills today.
I stopped to take a picture since there was a little shoulder space and a nice farm in the distance. So driving the winding hills is as pleasant as always.
The problem is OTA updates. I had called Tesla late last week and asked if my car had an issue as it's firmware was 18.3 and no updates are forthcoming. They poked around a bit and told me the brake subsystem had thrown a code which put a hold on the car for OTA updates. I was given an appointment for 6/22/18 Friday and I tooled the hour and a half South in to Owings Mills, MD Tesla. Clean, lots of helpful folk but it did take a while. After about two hours I was told the code was not an issue and was now cleared. The OTA update was ready, but I delayed it til early in the evening in order to do it at home and not on the road. Hey at least they washed it, very nice, the picture above is shiney.
Sadly the update that evening at home came back with an error - call Tesla Service. No autopilot. No TACC. No to even regular cruise control. Now most autopilot functions I can live without but at least regular cruise control is a necessity not to get tickets. Too easy to go fast. The weird part was the app and main screen show 2018.21.9 75bdbc11 for the update - so something updated. I'm a 72xx VIN so perhaps we are looking at an early model 3 issue?
I called Tesla that night and next day - both times told to wait for a new OTA which is currently missing in action.... I have the feeling the next call tomorrow is going to involve the big three hour round trip again. Luckily I still enjoy driving even without autopilot. Hopefully emergency features are still working while the cruise control and higher brain function is dead.
As Maxwell Smart would say 'Still ...... Loving it!'.
More to come...
I stopped to take a picture since there was a little shoulder space and a nice farm in the distance. So driving the winding hills is as pleasant as always.
The problem is OTA updates. I had called Tesla late last week and asked if my car had an issue as it's firmware was 18.3 and no updates are forthcoming. They poked around a bit and told me the brake subsystem had thrown a code which put a hold on the car for OTA updates. I was given an appointment for 6/22/18 Friday and I tooled the hour and a half South in to Owings Mills, MD Tesla. Clean, lots of helpful folk but it did take a while. After about two hours I was told the code was not an issue and was now cleared. The OTA update was ready, but I delayed it til early in the evening in order to do it at home and not on the road. Hey at least they washed it, very nice, the picture above is shiney.
Sadly the update that evening at home came back with an error - call Tesla Service. No autopilot. No TACC. No to even regular cruise control. Now most autopilot functions I can live without but at least regular cruise control is a necessity not to get tickets. Too easy to go fast. The weird part was the app and main screen show 2018.21.9 75bdbc11 for the update - so something updated. I'm a 72xx VIN so perhaps we are looking at an early model 3 issue?
I called Tesla that night and next day - both times told to wait for a new OTA which is currently missing in action.... I have the feeling the next call tomorrow is going to involve the big three hour round trip again. Luckily I still enjoy driving even without autopilot. Hopefully emergency features are still working while the cruise control and higher brain function is dead.
As Maxwell Smart would say 'Still ...... Loving it!'.
More to come...
Thursday, June 21, 2018
Tesla Model 3 Specs Summary
My Blue Long Range Tesla Model 3 - 'Circe'
Base MSRP $35,000 With Long Range battery, Premium pkg & paint, Autopilot, Self Drive, Delivery $ 59,000 as of 3/30/18.
Physical Dimensions (Long Range battery)
Curb weight 3814 lbs / 1730kg (T)
Length 184.8" / 4690mm
Wheelbase 113.2” / 2875mm
Width 82.2" / 2083mm (Mirrors folded 76.1"/ 1930mm)
Track Width 62.2” / 1580mm (Front & Rear)
Height 56.8" / 1440mm
Ground Clear 5.5” / 140mm
Coefficient Drag 0.23
Passenger vol 97 ft3 / 2.75 m3 (CD)
Trunk volume 15 ft3 / .43 m3 (CD)
Center screen physical diag - 16.3" / 41.4 cm x-14" / 35.6 cm y-9" / 22.9 cm(G)
Center screen image diag - 15.2" / 38.6 cm x-13" / 33.0 cm y-8" / 20.3 cm(G)
Screen has rounded edge surfaces so dimensions are measuring tape best estimate.
Performance ( LR Battery, single motor RWD )
Coefficient of Drag 0.23 (T)
Acceleration 0- 60mph / 97kph - 5.1 sec (T)
0- 100mph / 161kph - 13.6 sec (CD)
Top Speed 141 mph / 227 kph (CD) (Limited)
Stopping Length 133' / 40.5 meters at 60mph / 97kph (CR)
Stopping Length 176' / 53.6 meters at 70mph /113kph (CD)
Turning Radius 19.4' / 5.91 meters
EPA eMPG City 136 Highway 123 Combined 130
EPA rated range 310 miles / 499 km
Wheels (G)
(Other wheels available 19"-20" extra cost)
Std Wheels (mine) 18" / 45.7 cm
Hubcaps - Aero range hi-efficiency Pinwheel hubcaps ($30 - replacement cost)
Tires as supplied on 3/30/18 - Michelin Primacy MXM4 235/45R
Tire pressure monitoring system (TPMS) - Audible spoken alarm in event of pressure loss
TPMS display screen of each tire pressure available on monitor
Charging (EPA/M3OC)
On-Board charger options from AC power
208 volt max 80A - Wall HPC (High Power Connector)
208 volt max 40-48A - UMC (Universal Mobile Connector) plugin kit ~33 miles per hr
120 volt circuit max 12A - UMC (Universal Mobile Connector) plugin kit ~3 miles per hr
Tesla Supercharging Centers DC charging information
Up to 525 amp charging (EPA)
Safety
8 airbags
Frunk soft crumple zone to mitigate pedestrian impacts
Automatic emergency braking & collision avoidance
Electronic Stability and Traction Control
TPMS - Audible spoken cabin alarm in case of pressure loss.
Sensors
12 Ultrasonic sensors, Range ??
8 Cameras - 2 forward, 4 side, 1 rear, 1 interior
1 forward facing radar, Range 250m
Motor
Single electric motor, dual motor option available
Transmission (EPA)
The transmission is a fixed ratio, mechanical, transversely mounted gearbox with integral final drive unit (transaxle configuration). The shift lever is mounted to the steering column. The lever has five detents—one neutral, one reverse, one drive, one cruise or autopilot (if equipped). Selecting either forward or reverse position enables drive current to the motor to generate the appropriate torque. There is no physical reverse gear needed.
Battery stats (LR battery) (EVTV)
Energy 80.5 kwh (usable 78.27 kwh) (EVTV 35:40)
Pack Voltage - 346V nominal (EVTV) 400V rated (EPA)
Weight 1054 lbs / 478 kg
Full pack Energy to weight ratio 168 watt hours per kg (EVTV 34:58)
Full pack Usable Energy to weight ratio 164 watt hours per kg (EVTV+G)
Battery Pack Configuration
4 modules total in battery pack, (EVTV)
2 modules of 23 group cells of 46 - 2170 size cylinders ( 2116 cylinders ) (EVTV)
2 modules of 25 group cells of 46 - 2170 size cylinders ( 2300 cylinders ) (EVTV)
One half pack = Module 23 + Module 25 in series - Voltage calc'd 173V nominal (G)
Real world measured on a depleted pack half A- Voltage 150.2v (EVTV)
Real world measured on a depleted pack half B - Voltage 150.4v (EVTV)
Mod 23 Leng 67.5"/ 171.5 cm, Width 11.5" / 29.2 cm, Depth 3.5", Weight 191lbs / 86.6kg
Mod 25 Leng 73" / 185.4 cm, Width 11.5" / 29.2 cm, Depth 3.5", Weight 207lbs / 93.9kg
Total number of individual 2170 sized cylinder cells - 4416 (EVTV)
Module Energy to weight ratio 223 watt hours per kg (EVTV-G)
Module Usable Energy to weight ratio 219 watt hours per kg (EVTV-G)
Battery recycle information (EPA)
Tesla’s lithium ion battery packs do not contain heavy metals such as lead, Cadmium, or mercury. They are exempt from hazardous waste disposal standards in the USA under the Universal Waste Regulations. However, they do contain recyclable materials, and Tesla plans to recycle all battery packs removed from vehicles.
Tesla highly recommends that all battery packs be taken to local Tesla service facilities and recycled by Tesla or Tesla authorized agencies, so that the battery packs can be recycled in a safe and efficient manner. For more information on the recycling of Tesla custom battery packs, please call Tesla Customer Service at 1‐877‐79TESLA (1‐877‐798‐ 3752).
Customer Satisfaction (CR)
Tesla 90% highest rating 2018.
https://www.consumerreports.org/car-reliability-owner-satisfaction/car-brands-ranked-by-owner-satisfaction/
Corrections welcome, sources follow:
(CD) Car & Driver website
(CR) Consumer Reports website
(CT) Clean Technica website
https://cleantechnica.com/2018/03/11/tesla-model-3-motor-in-depth/
(EPA) Environmental Protection Agency Tesla info - FOI_HTSLV00.0L13_APPIPT1.pdf
(EVTV) Jack Rickards EV MotorVerks Video
ruler measurements etc from my TM3 Vin 72xx, MRSP figures.
(M3OC) Model 3 Owners Club forums
https://model3ownersclub.com/threads/official-model-3-vs-model-s-size-comparisons.4446/
https://www.youtube.com/watch?v=YmdzNE1YUkA
(T) Tesla Model 3 Specs from website
Base MSRP $35,000 With Long Range battery, Premium pkg & paint, Autopilot, Self Drive, Delivery $ 59,000 as of 3/30/18.
Physical Dimensions (Long Range battery)
Curb weight 3814 lbs / 1730kg (T)
Length 184.8" / 4690mm
Wheelbase 113.2” / 2875mm
Width 82.2" / 2083mm (Mirrors folded 76.1"/ 1930mm)
Track Width 62.2” / 1580mm (Front & Rear)
Height 56.8" / 1440mm
Ground Clear 5.5” / 140mm
Coefficient Drag 0.23
Passenger vol 97 ft3 / 2.75 m3 (CD)
Trunk volume 15 ft3 / .43 m3 (CD)
Center screen physical diag - 16.3" / 41.4 cm x-14" / 35.6 cm y-9" / 22.9 cm(G)
Center screen image diag - 15.2" / 38.6 cm x-13" / 33.0 cm y-8" / 20.3 cm(G)
Screen has rounded edge surfaces so dimensions are measuring tape best estimate.
Performance ( LR Battery, single motor RWD )
Coefficient of Drag 0.23 (T)
Acceleration 0- 60mph / 97kph - 5.1 sec (T)
0- 100mph / 161kph - 13.6 sec (CD)
Top Speed 141 mph / 227 kph (CD) (Limited)
Stopping Length 133' / 40.5 meters at 60mph / 97kph (CR)
Stopping Length 176' / 53.6 meters at 70mph /113kph (CD)
Turning Radius 19.4' / 5.91 meters
EPA eMPG City 136 Highway 123 Combined 130
EPA rated range 310 miles / 499 km
Wheels (G)
(Other wheels available 19"-20" extra cost)
Std Wheels (mine) 18" / 45.7 cm
Hubcaps - Aero range hi-efficiency Pinwheel hubcaps ($30 - replacement cost)
Tires as supplied on 3/30/18 - Michelin Primacy MXM4 235/45R
Tire pressure monitoring system (TPMS) - Audible spoken alarm in event of pressure loss
TPMS display screen of each tire pressure available on monitor
Charging (EPA/M3OC)
On-Board charger options from AC power
208 volt max 80A - Wall HPC (High Power Connector)
208 volt max 40-48A - UMC (Universal Mobile Connector) plugin kit ~33 miles per hr
120 volt circuit max 12A - UMC (Universal Mobile Connector) plugin kit ~3 miles per hr
Tesla Supercharging Centers DC charging information
Up to 525 amp charging (EPA)
Safety
8 airbags
Frunk soft crumple zone to mitigate pedestrian impacts
Automatic emergency braking & collision avoidance
Electronic Stability and Traction Control
TPMS - Audible spoken cabin alarm in case of pressure loss.
Sensors
12 Ultrasonic sensors, Range ??
8 Cameras - 2 forward, 4 side, 1 rear, 1 interior
1 forward facing radar, Range 250m
Motor
Single electric motor, dual motor option available
Permanent Magnet Switched Reluctance Motor (CT)
Model 3’s battery-to-wheels ratio 88.5-89% vs
83% for Model S (Rickard / EPA)
Motor Horsepower 251 (CR says 258)
Horsepower 335 at 80%SOC , 250 at 75mph (M3OC)
Horsepower 335 at 80%SOC , 250 at 75mph (M3OC)
Transmission (EPA)
The transmission is a fixed ratio, mechanical, transversely mounted gearbox with integral final drive unit (transaxle configuration). The shift lever is mounted to the steering column. The lever has five detents—one neutral, one reverse, one drive, one cruise or autopilot (if equipped). Selecting either forward or reverse position enables drive current to the motor to generate the appropriate torque. There is no physical reverse gear needed.
Battery stats (LR battery) (EVTV)
Energy 80.5 kwh (usable 78.27 kwh) (EVTV 35:40)
Pack Voltage - 346V nominal (EVTV) 400V rated (EPA)
Weight 1054 lbs / 478 kg
Full pack Energy to weight ratio 168 watt hours per kg (EVTV 34:58)
Full pack Usable Energy to weight ratio 164 watt hours per kg (EVTV+G)
Battery Pack Configuration
4 modules total in battery pack, (EVTV)
2 modules of 23 group cells of 46 - 2170 size cylinders ( 2116 cylinders ) (EVTV)
2 modules of 25 group cells of 46 - 2170 size cylinders ( 2300 cylinders ) (EVTV)
One half pack = Module 23 + Module 25 in series - Voltage calc'd 173V nominal (G)
Real world measured on a depleted pack half A- Voltage 150.2v (EVTV)
Real world measured on a depleted pack half B - Voltage 150.4v (EVTV)
Mod 23 Leng 67.5"/ 171.5 cm, Width 11.5" / 29.2 cm, Depth 3.5", Weight 191lbs / 86.6kg
Mod 25 Leng 73" / 185.4 cm, Width 11.5" / 29.2 cm, Depth 3.5", Weight 207lbs / 93.9kg
Total number of individual 2170 sized cylinder cells - 4416 (EVTV)
Module Energy to weight ratio 223 watt hours per kg (EVTV-G)
Module Usable Energy to weight ratio 219 watt hours per kg (EVTV-G)
Battery recycle information (EPA)
Tesla’s lithium ion battery packs do not contain heavy metals such as lead, Cadmium, or mercury. They are exempt from hazardous waste disposal standards in the USA under the Universal Waste Regulations. However, they do contain recyclable materials, and Tesla plans to recycle all battery packs removed from vehicles.
Tesla highly recommends that all battery packs be taken to local Tesla service facilities and recycled by Tesla or Tesla authorized agencies, so that the battery packs can be recycled in a safe and efficient manner. For more information on the recycling of Tesla custom battery packs, please call Tesla Customer Service at 1‐877‐79TESLA (1‐877‐798‐ 3752).
Customer Satisfaction (CR)
Tesla 90% highest rating 2018.
https://www.consumerreports.org/car-reliability-owner-satisfaction/car-brands-ranked-by-owner-satisfaction/
Corrections welcome, sources follow:
(CD) Car & Driver website
(CR) Consumer Reports website
(CT) Clean Technica website
https://cleantechnica.com/2018/03/11/tesla-model-3-motor-in-depth/
(EPA) Environmental Protection Agency Tesla info - FOI_HTSLV00.0L13_APPIPT1.pdf
(EVTV) Jack Rickards EV MotorVerks Video
Jack Rickard youtube Model 3 Rectal Exam + EPA: https://www.youtube.com/watch?v=qfmgj8nB3Z0
Jack Rickard youtube Model 3 Battery Removal & Disasemmbly: https://www.youtube.com/watch?v=PvCOcBynlq0
Jack Rickard Blog -
(G) Glotfelty - simple calculation or conversion based on others source data, ruler measurements etc from my TM3 Vin 72xx, MRSP figures.
(M3OC) Model 3 Owners Club forums
https://model3ownersclub.com/threads/official-model-3-vs-model-s-size-comparisons.4446/
https://www.youtube.com/watch?v=YmdzNE1YUkA
(T) Tesla Model 3 Specs from website
Thursday, June 14, 2018
The Tesla Model 3 and electric driving modes
So the Tesla Model 3 is still the best car I've driven to date at 5,000 miles. However I've also noted points that could be improved on.
One point I hadn't brought up is there is no 'one pedal mode' for complete driving like the newer Nissan Leaf. While as a former 2012 Leaf owner I've chosen Tesla, I do like the idea of complete one pedal driving when not using Traffic Aware Cruise Control (TACC).
So what is one pedal driving you ask? Basically after letting up enough on the accelerator both the Leaf and the TM3 can be configured to engage the motor in 'regen' mode. Basically the motor operates instead as a generator and provides drag or braking by simply generating electricity pushed back into the battery. It's configurable but a fantastic way to brake as it saves brake pads and extends your range.
Now one thing I noted from various mountain drives, the TM3 regen seems very efficient. My old Leaf would use a lot more energy going up and get very little extra going down. Now regen will always lose some energy - that's the 2nd Law of Thermodynamics. However the TM3 gets much better regenerative efficiency over any car I know. I commonly see 235 wh (watt hours) per mile which is better than any other EV I've tried.
So then with one pedal braking - why not one pedal stopping ? That's what the new Leaf has. Here the plot thickens. First lets learn about the new advanced motor in the TM3. If you can read the entire article at this link:
Tesla-model-3-motor-in-depth
Short quote "Another clue that the Model 3 motor is not using those rare-earths in a conventional permanent-magnet motor design is that the car does not do regen all the way down to 0 miles per hour. For example, the Bolt has a conventional 3-phase PM motor which allows it to do regen to 0 MPH. I saw this for myself last year when I test drove a Bolt — you can stop without applying the brakes. We’re calling this puzzle piece #2."
So the TM3 traded the final low speed braking of regen for much higher efficiency. So at the end of the slowing one pedal the final action in a Model 3 is to touch the brake. I would argue this is worth it for efficiency. In fact any 'one pedal' system has an achilles heel anyway - a full battery. Better you often know where the brake pedal is because with a full battery there is no regen available - no place for the energy to go without damage. So why not trade for a 6% higher battery to wheels efficiency over even the famed Model S.
Understanding this gives you the knowledge needed to appreciate the Model 3 motor. It is the best energy sipping, lightest solution in the business and simply gives you most of positives of one pedal without sacrificing the highest battery energy delivered to wheels of all EVs out there. Thanks Tesla!
Add the fact that the Tesla Model 3 battery pack has the highest energy storage to weight ratio out there and you begin to appreciate how the system hurtles one of the most safe and high tech cars at a miserly watt to distance ratio. Enjoy!
One point I hadn't brought up is there is no 'one pedal mode' for complete driving like the newer Nissan Leaf. While as a former 2012 Leaf owner I've chosen Tesla, I do like the idea of complete one pedal driving when not using Traffic Aware Cruise Control (TACC).
So what is one pedal driving you ask? Basically after letting up enough on the accelerator both the Leaf and the TM3 can be configured to engage the motor in 'regen' mode. Basically the motor operates instead as a generator and provides drag or braking by simply generating electricity pushed back into the battery. It's configurable but a fantastic way to brake as it saves brake pads and extends your range.
Now one thing I noted from various mountain drives, the TM3 regen seems very efficient. My old Leaf would use a lot more energy going up and get very little extra going down. Now regen will always lose some energy - that's the 2nd Law of Thermodynamics. However the TM3 gets much better regenerative efficiency over any car I know. I commonly see 235 wh (watt hours) per mile which is better than any other EV I've tried.
So then with one pedal braking - why not one pedal stopping ? That's what the new Leaf has. Here the plot thickens. First lets learn about the new advanced motor in the TM3. If you can read the entire article at this link:
Tesla-model-3-motor-in-depth
Short quote "Another clue that the Model 3 motor is not using those rare-earths in a conventional permanent-magnet motor design is that the car does not do regen all the way down to 0 miles per hour. For example, the Bolt has a conventional 3-phase PM motor which allows it to do regen to 0 MPH. I saw this for myself last year when I test drove a Bolt — you can stop without applying the brakes. We’re calling this puzzle piece #2."
So the TM3 traded the final low speed braking of regen for much higher efficiency. So at the end of the slowing one pedal the final action in a Model 3 is to touch the brake. I would argue this is worth it for efficiency. In fact any 'one pedal' system has an achilles heel anyway - a full battery. Better you often know where the brake pedal is because with a full battery there is no regen available - no place for the energy to go without damage. So why not trade for a 6% higher battery to wheels efficiency over even the famed Model S.
Understanding this gives you the knowledge needed to appreciate the Model 3 motor. It is the best energy sipping, lightest solution in the business and simply gives you most of positives of one pedal without sacrificing the highest battery energy delivered to wheels of all EVs out there. Thanks Tesla!
Add the fact that the Tesla Model 3 battery pack has the highest energy storage to weight ratio out there and you begin to appreciate how the system hurtles one of the most safe and high tech cars at a miserly watt to distance ratio. Enjoy!
Tuesday, June 12, 2018
New Plate ! Old QR code
Well here's the new plate - it says it all:
Pennsylvania had a combination that I liked - both Electrc for the all Electric Vehicle (EV) and 3 for the Tesla Model 3. In case you are new to these pages, here's another view:
The QR code on the back next to the license plate dumps you at an older 'resource/links' entry from 2012 which I added a short update on. Hopefully it will lead people interested in electric cars here and in some cases - Tesla. I don't make any incentives on Model 3 sales but for anyone interested in Tesla solar or the pricier Model S or X electric car lines here is my code:
http://ts.la/david901
Enjoy
Pennsylvania had a combination that I liked - both Electrc for the all Electric Vehicle (EV) and 3 for the Tesla Model 3. In case you are new to these pages, here's another view:
The QR code on the back next to the license plate dumps you at an older 'resource/links' entry from 2012 which I added a short update on. Hopefully it will lead people interested in electric cars here and in some cases - Tesla. I don't make any incentives on Model 3 sales but for anyone interested in Tesla solar or the pricier Model S or X electric car lines here is my code:
http://ts.la/david901
Enjoy
Wednesday, June 6, 2018
Tesla Model 3 Specifications from various sources.
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
Benchmarkmierals
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