So who is getting a Model 3?
Discussion
Not sure if it’s already been mentioned in the thread but look up Rich Rebuilds on YouTube. He’s had about 6 model S in various states of repair. His videos give a real insight into how the cars are put together and the relationship with Tesla with unsupported vehicles. Worth a watch of his videos.
NordicCrankShaft said:
Am missing something here?
For a car that was being hailed as a game changer and one that was being made to be extremely affordable, for it to be of use and practical it's still going to cost £35k+, how is the average person earning a non PH powerfully built company director salary supposed to afford one of these? Lol.
Seems to have already missed the point now that they've reeled everyone in with their initial £1k deposits.
400k+ pre-orders, already out selling 3 series in California, I preorded over 12 months ago still don't expect to get our till late next year at the earliest.....I woudlnt say Tesla have a demand problem would you?For a car that was being hailed as a game changer and one that was being made to be extremely affordable, for it to be of use and practical it's still going to cost £35k+, how is the average person earning a non PH powerfully built company director salary supposed to afford one of these? Lol.
Seems to have already missed the point now that they've reeled everyone in with their initial £1k deposits.
It’s not scientific I agree and it’s a sample of one but the aforementioned Rich Rebuilds on YouTube bought a model S that had sat under filthy Texas Flood Water (at least upto half way up windows height) and then after giving the interior a blast with a jet wash (including the central screen) to make the stripping out process a bit safer from the sewerage and mold, a jumper pack was attached to the car and the central screen fired up in working order free from any obvious signs of water ingress.
This would suggest to me that in normal use its likely to be fairly robust.
This would suggest to me that in normal use its likely to be fairly robust.
Jack Richards on the model 3 tech...
http://evtv.me/2018/05/tesla-model-3-gone-batts
t...
True, the ride is stiff and the controls and display screen, I’m sorry they are just comically bad. My initial experiences with autopilot, autopark, summon, and even the garage door opener have been poor.
Autopilot is a bent arrow and it’s hard to predict where it will strike in the end. But it isn’t looking good. It’s actually CAUSED me three harrowing near misses on excellent Interstate highway in severe clear weather.
But the really stunning thing is that ALL electronics and technology in the Model 3 are VERY next generation with NOTHING familiar from the Model S in any way shape or form. I haven’t seen ANYTHING even vaguely Model S or X in the vehicle. NOTHING. No DNA found. And the improvement, from what I can tell at this early stage, is not at all incremental. It’s like its from another planet.
And in a way, I am shocked. It’s as if everything we thought we knew about the Model 3 is totally wrong. And the story of this remarkable device is simply a not yet revealed secret. And with all the hoopla about the Model 3, no one has ventured anything on this at all.
We’ll be looking further at a number of items in coming weeks, including inside a fascinating drive unit, an astounding charging technology, and much more.
But generally the Model 3 technology is beyond my paygrade. Which is cool. I’ve kind of been bored with electric cars in recent months and increasingly thinking about solar. But I face a huge learning curve on the Model 3 and that makes me all dancy and chipper again.
Tesla has integrated MOST of the vehicle electronics INTO the battery assembly which is put together in the Gigafactory in Nevada. The charger, BMS controller, junction box, DC-DC converter and all protection circuitry has been moved into a hump on the end of the battery termed for no apparently good reason the “penthouse”.
The combined charger/dc-dc converter is a thorough MARVEL inside. We will be looking more closely at this in the future but it again has NO apparent relationship to any previous Tesla charge circuitry, and they squeeze 10kW of charger into a remarkably small and cool running package.
They did add a pyro-disconnect. Picture a fuse you can blow up with a digital signal totally and most assuredly disconnecting the pack from everything in the event of say, welded contacts on the control relays. A total failsafe and kind of on the principle of an airbag detonator.
t hey are long narrow logs of cells with 23 cells in two of the modules and 25 cells in the other two
Indeed Tesla has had six or eight totally catastrophic vehicle fires with essentially no known cause. But out of 300,000 cars, you know what? That’s not too bad all things considered. In fact I would hold it up as a model to aspire to.
They do cool the individual cells with coolant and heat them as necessary to prevent charging below 0C/32F – freezing.
So 3.6v x 230 Ah per cell and 25 cells for 90 volts on the long ones and 23 cells for 82.8volts This gives us a nominal pack voltage of 345.6volts at 230 Ah for a total capacity of 79,488 watt-hours. It has been LISTED at 80.5 kWh elsewhere and that COULD be true if the amp hour capacity were 232.92 Ah indicating 5.0636 Ah per cylinder
This is a stunning solution and very difficult to implement normally because it means twice the numbers of wires and connections. But the flexible PCB tape approach makes this quite feasible. I’ve never seen anything like it. It’s like technology from another planet.
so at this point, given the level of advanced technology and integration I’m seeing in this battery assembly, and assuming the same level of effort from the Panasonic team at the chemistry/cell level, this is the BEST most ADVANCED large scale lithium battery every produced on planet and is YEARS ahead of anything currently in work
http://evtv.me/2018/05/tesla-model-3-gone-batts
t...True, the ride is stiff and the controls and display screen, I’m sorry they are just comically bad. My initial experiences with autopilot, autopark, summon, and even the garage door opener have been poor.
Autopilot is a bent arrow and it’s hard to predict where it will strike in the end. But it isn’t looking good. It’s actually CAUSED me three harrowing near misses on excellent Interstate highway in severe clear weather.
But the really stunning thing is that ALL electronics and technology in the Model 3 are VERY next generation with NOTHING familiar from the Model S in any way shape or form. I haven’t seen ANYTHING even vaguely Model S or X in the vehicle. NOTHING. No DNA found. And the improvement, from what I can tell at this early stage, is not at all incremental. It’s like its from another planet.
And in a way, I am shocked. It’s as if everything we thought we knew about the Model 3 is totally wrong. And the story of this remarkable device is simply a not yet revealed secret. And with all the hoopla about the Model 3, no one has ventured anything on this at all.
We’ll be looking further at a number of items in coming weeks, including inside a fascinating drive unit, an astounding charging technology, and much more.
But generally the Model 3 technology is beyond my paygrade. Which is cool. I’ve kind of been bored with electric cars in recent months and increasingly thinking about solar. But I face a huge learning curve on the Model 3 and that makes me all dancy and chipper again.
Tesla has integrated MOST of the vehicle electronics INTO the battery assembly which is put together in the Gigafactory in Nevada. The charger, BMS controller, junction box, DC-DC converter and all protection circuitry has been moved into a hump on the end of the battery termed for no apparently good reason the “penthouse”.
The combined charger/dc-dc converter is a thorough MARVEL inside. We will be looking more closely at this in the future but it again has NO apparent relationship to any previous Tesla charge circuitry, and they squeeze 10kW of charger into a remarkably small and cool running package.
They did add a pyro-disconnect. Picture a fuse you can blow up with a digital signal totally and most assuredly disconnecting the pack from everything in the event of say, welded contacts on the control relays. A total failsafe and kind of on the principle of an airbag detonator.
t hey are long narrow logs of cells with 23 cells in two of the modules and 25 cells in the other two
Indeed Tesla has had six or eight totally catastrophic vehicle fires with essentially no known cause. But out of 300,000 cars, you know what? That’s not too bad all things considered. In fact I would hold it up as a model to aspire to.
They do cool the individual cells with coolant and heat them as necessary to prevent charging below 0C/32F – freezing.
So 3.6v x 230 Ah per cell and 25 cells for 90 volts on the long ones and 23 cells for 82.8volts This gives us a nominal pack voltage of 345.6volts at 230 Ah for a total capacity of 79,488 watt-hours. It has been LISTED at 80.5 kWh elsewhere and that COULD be true if the amp hour capacity were 232.92 Ah indicating 5.0636 Ah per cylinder
This is a stunning solution and very difficult to implement normally because it means twice the numbers of wires and connections. But the flexible PCB tape approach makes this quite feasible. I’ve never seen anything like it. It’s like technology from another planet.
so at this point, given the level of advanced technology and integration I’m seeing in this battery assembly, and assuming the same level of effort from the Panasonic team at the chemistry/cell level, this is the BEST most ADVANCED large scale lithium battery every produced on planet and is YEARS ahead of anything currently in work
He's a top chap, has the mannerisms and speech of a good old country boy but the brain of someone very smart and thoroughly modern.
I seen a few of his youtube videos and it's always a pleasure to see a new one that I haven't seen. Thanks for the heads up
https://www.youtube.com/watch?time_continue=99&...
I seen a few of his youtube videos and it's always a pleasure to see a new one that I haven't seen. Thanks for the heads up
https://www.youtube.com/watch?time_continue=99&...
RobDickinson said:
Jack Richards on the model 3 tech...
http://evtv.me/2018/05/tesla-model-3-gone-battst...
True, the ride is stiff and the controls and display screen, I’m sorry they are just comically bad. My initial experiences with autopilot, autopark, summon, and even the garage door opener have been poor.
Autopilot is a bent arrow and it’s hard to predict where it will strike in the end. But it isn’t looking good. It’s actually CAUSED me three harrowing near misses on excellent Interstate highway in severe clear weather.
But the really stunning thing is that ALL electronics and technology in the Model 3 are VERY next generation with NOTHING familiar from the Model S in any way shape or form. I haven’t seen ANYTHING even vaguely Model S or X in the vehicle. NOTHING. No DNA found. And the improvement, from what I can tell at this early stage, is not at all incremental. It’s like its from another planet.
And in a way, I am shocked. It’s as if everything we thought we knew about the Model 3 is totally wrong. And the story of this remarkable device is simply a not yet revealed secret. And with all the hoopla about the Model 3, no one has ventured anything on this at all.
We’ll be looking further at a number of items in coming weeks, including inside a fascinating drive unit, an astounding charging technology, and much more.
But generally the Model 3 technology is beyond my paygrade. Which is cool. I’ve kind of been bored with electric cars in recent months and increasingly thinking about solar. But I face a huge learning curve on the Model 3 and that makes me all dancy and chipper again.
Tesla has integrated MOST of the vehicle electronics INTO the battery assembly which is put together in the Gigafactory in Nevada. The charger, BMS controller, junction box, DC-DC converter and all protection circuitry has been moved into a hump on the end of the battery termed for no apparently good reason the “penthouse”.
The combined charger/dc-dc converter is a thorough MARVEL inside. We will be looking more closely at this in the future but it again has NO apparent relationship to any previous Tesla charge circuitry, and they squeeze 10kW of charger into a remarkably small and cool running package.
They did add a pyro-disconnect. Picture a fuse you can blow up with a digital signal totally and most assuredly disconnecting the pack from everything in the event of say, welded contacts on the control relays. A total failsafe and kind of on the principle of an airbag detonator.
t hey are long narrow logs of cells with 23 cells in two of the modules and 25 cells in the other two
Indeed Tesla has had six or eight totally catastrophic vehicle fires with essentially no known cause. But out of 300,000 cars, you know what? That’s not too bad all things considered. In fact I would hold it up as a model to aspire to.
They do cool the individual cells with coolant and heat them as necessary to prevent charging below 0C/32F – freezing.
So 3.6v x 230 Ah per cell and 25 cells for 90 volts on the long ones and 23 cells for 82.8volts This gives us a nominal pack voltage of 345.6volts at 230 Ah for a total capacity of 79,488 watt-hours. It has been LISTED at 80.5 kWh elsewhere and that COULD be true if the amp hour capacity were 232.92 Ah indicating 5.0636 Ah per cylinder
This is a stunning solution and very difficult to implement normally because it means twice the numbers of wires and connections. But the flexible PCB tape approach makes this quite feasible. I’ve never seen anything like it. It’s like technology from another planet.
so at this point, given the level of advanced technology and integration I’m seeing in this battery assembly, and assuming the same level of effort from the Panasonic team at the chemistry/cell level, this is the BEST most ADVANCED large scale lithium battery every produced on planet and is YEARS ahead of anything currently in work
So, are you saying you'd buy one as a driver's car, but not as an autonomous one?http://evtv.me/2018/05/tesla-model-3-gone-batts
t...True, the ride is stiff and the controls and display screen, I’m sorry they are just comically bad. My initial experiences with autopilot, autopark, summon, and even the garage door opener have been poor.
Autopilot is a bent arrow and it’s hard to predict where it will strike in the end. But it isn’t looking good. It’s actually CAUSED me three harrowing near misses on excellent Interstate highway in severe clear weather.
But the really stunning thing is that ALL electronics and technology in the Model 3 are VERY next generation with NOTHING familiar from the Model S in any way shape or form. I haven’t seen ANYTHING even vaguely Model S or X in the vehicle. NOTHING. No DNA found. And the improvement, from what I can tell at this early stage, is not at all incremental. It’s like its from another planet.
And in a way, I am shocked. It’s as if everything we thought we knew about the Model 3 is totally wrong. And the story of this remarkable device is simply a not yet revealed secret. And with all the hoopla about the Model 3, no one has ventured anything on this at all.
We’ll be looking further at a number of items in coming weeks, including inside a fascinating drive unit, an astounding charging technology, and much more.
But generally the Model 3 technology is beyond my paygrade. Which is cool. I’ve kind of been bored with electric cars in recent months and increasingly thinking about solar. But I face a huge learning curve on the Model 3 and that makes me all dancy and chipper again.
Tesla has integrated MOST of the vehicle electronics INTO the battery assembly which is put together in the Gigafactory in Nevada. The charger, BMS controller, junction box, DC-DC converter and all protection circuitry has been moved into a hump on the end of the battery termed for no apparently good reason the “penthouse”.
The combined charger/dc-dc converter is a thorough MARVEL inside. We will be looking more closely at this in the future but it again has NO apparent relationship to any previous Tesla charge circuitry, and they squeeze 10kW of charger into a remarkably small and cool running package.
They did add a pyro-disconnect. Picture a fuse you can blow up with a digital signal totally and most assuredly disconnecting the pack from everything in the event of say, welded contacts on the control relays. A total failsafe and kind of on the principle of an airbag detonator.
t hey are long narrow logs of cells with 23 cells in two of the modules and 25 cells in the other two
Indeed Tesla has had six or eight totally catastrophic vehicle fires with essentially no known cause. But out of 300,000 cars, you know what? That’s not too bad all things considered. In fact I would hold it up as a model to aspire to.
They do cool the individual cells with coolant and heat them as necessary to prevent charging below 0C/32F – freezing.
So 3.6v x 230 Ah per cell and 25 cells for 90 volts on the long ones and 23 cells for 82.8volts This gives us a nominal pack voltage of 345.6volts at 230 Ah for a total capacity of 79,488 watt-hours. It has been LISTED at 80.5 kWh elsewhere and that COULD be true if the amp hour capacity were 232.92 Ah indicating 5.0636 Ah per cylinder
This is a stunning solution and very difficult to implement normally because it means twice the numbers of wires and connections. But the flexible PCB tape approach makes this quite feasible. I’ve never seen anything like it. It’s like technology from another planet.
so at this point, given the level of advanced technology and integration I’m seeing in this battery assembly, and assuming the same level of effort from the Panasonic team at the chemistry/cell level, this is the BEST most ADVANCED large scale lithium battery every produced on planet and is YEARS ahead of anything currently in work
Also, I heard the other day someone had perfected graphene batteries now, not necessarily for EVs, with ultra quick charging times and vast ability to charge over and over. Will graphene take over from old hat lithium very soon?
So the whole Model 3 braking distance saga is now sorted.
https://www.consumerreports.org/car-safety/tesla-m...
https://www.consumerreports.org/car-safety/tesla-m...
DJMC said:
Also, I heard the other day someone had perfected graphene batteries now, not necessarily for EVs, with ultra quick charging times and vast ability to charge over and over. Will graphene take over from old hat lithium very soon?
If I had a £1 for every single battery story claiming to take over from current lithium ion cells I'll probably have two, maybe three P100D Xs on the driveway all fully paid for and some change.Lithium ion cells have been in development since early 1990s, cost is still a major factor - hence the high cost of EVs, and the likes of Toyota still dont believe in it and are still using Nihm cells.
Lithium ion cells will remain the backbone of EV battery packs for the next few decades.
Edited by gangzoom on Wednesday 30th May 23:08
gangzoom said:
DJMC said:
Also, I heard the other day someone had perfected graphene batteries now, not necessarily for EVs, with ultra quick charging times and vast ability to charge over and over. Will graphene take over from old hat lithium very soon?
If I had a £1 for every single battery story claiming to take over from current lithium ion cells I'll probably have two, maybe three P100D Xs on the driveway all fully paid for and some change...DJMC said:
RobDickinson said:
Jack Richards on the model 3 tech...
http://evtv.me/2018/05/tesla-model-3-gone-battst...
True, the ride is stiff and the controls and display screen, I’m sorry they are just comically bad. My initial experiences with autopilot, autopark, summon, and even the garage door opener have been poor.
Autopilot is a bent arrow and it’s hard to predict where it will strike in the end. But it isn’t looking good. It’s actually CAUSED me three harrowing near misses on excellent Interstate highway in severe clear weather.
But the really stunning thing is that ALL electronics and technology in the Model 3 are VERY next generation with NOTHING familiar from the Model S in any way shape or form. I haven’t seen ANYTHING even vaguely Model S or X in the vehicle. NOTHING. No DNA found. And the improvement, from what I can tell at this early stage, is not at all incremental. It’s like its from another planet.
And in a way, I am shocked. It’s as if everything we thought we knew about the Model 3 is totally wrong. And the story of this remarkable device is simply a not yet revealed secret. And with all the hoopla about the Model 3, no one has ventured anything on this at all.
We’ll be looking further at a number of items in coming weeks, including inside a fascinating drive unit, an astounding charging technology, and much more.
But generally the Model 3 technology is beyond my paygrade. Which is cool. I’ve kind of been bored with electric cars in recent months and increasingly thinking about solar. But I face a huge learning curve on the Model 3 and that makes me all dancy and chipper again.
Tesla has integrated MOST of the vehicle electronics INTO the battery assembly which is put together in the Gigafactory in Nevada. The charger, BMS controller, junction box, DC-DC converter and all protection circuitry has been moved into a hump on the end of the battery termed for no apparently good reason the “penthouse”.
The combined charger/dc-dc converter is a thorough MARVEL inside. We will be looking more closely at this in the future but it again has NO apparent relationship to any previous Tesla charge circuitry, and they squeeze 10kW of charger into a remarkably small and cool running package.
They did add a pyro-disconnect. Picture a fuse you can blow up with a digital signal totally and most assuredly disconnecting the pack from everything in the event of say, welded contacts on the control relays. A total failsafe and kind of on the principle of an airbag detonator.
t hey are long narrow logs of cells with 23 cells in two of the modules and 25 cells in the other two
Indeed Tesla has had six or eight totally catastrophic vehicle fires with essentially no known cause. But out of 300,000 cars, you know what? That’s not too bad all things considered. In fact I would hold it up as a model to aspire to.
They do cool the individual cells with coolant and heat them as necessary to prevent charging below 0C/32F – freezing.
So 3.6v x 230 Ah per cell and 25 cells for 90 volts on the long ones and 23 cells for 82.8volts This gives us a nominal pack voltage of 345.6volts at 230 Ah for a total capacity of 79,488 watt-hours. It has been LISTED at 80.5 kWh elsewhere and that COULD be true if the amp hour capacity were 232.92 Ah indicating 5.0636 Ah per cylinder
This is a stunning solution and very difficult to implement normally because it means twice the numbers of wires and connections. But the flexible PCB tape approach makes this quite feasible. I’ve never seen anything like it. It’s like technology from another planet.
so at this point, given the level of advanced technology and integration I’m seeing in this battery assembly, and assuming the same level of effort from the Panasonic team at the chemistry/cell level, this is the BEST most ADVANCED large scale lithium battery every produced on planet and is YEARS ahead of anything currently in work
So, are you saying you'd buy one as a driver's car, but not as an autonomous one?http://evtv.me/2018/05/tesla-model-3-gone-batts
t...True, the ride is stiff and the controls and display screen, I’m sorry they are just comically bad. My initial experiences with autopilot, autopark, summon, and even the garage door opener have been poor.
Autopilot is a bent arrow and it’s hard to predict where it will strike in the end. But it isn’t looking good. It’s actually CAUSED me three harrowing near misses on excellent Interstate highway in severe clear weather.
But the really stunning thing is that ALL electronics and technology in the Model 3 are VERY next generation with NOTHING familiar from the Model S in any way shape or form. I haven’t seen ANYTHING even vaguely Model S or X in the vehicle. NOTHING. No DNA found. And the improvement, from what I can tell at this early stage, is not at all incremental. It’s like its from another planet.
And in a way, I am shocked. It’s as if everything we thought we knew about the Model 3 is totally wrong. And the story of this remarkable device is simply a not yet revealed secret. And with all the hoopla about the Model 3, no one has ventured anything on this at all.
We’ll be looking further at a number of items in coming weeks, including inside a fascinating drive unit, an astounding charging technology, and much more.
But generally the Model 3 technology is beyond my paygrade. Which is cool. I’ve kind of been bored with electric cars in recent months and increasingly thinking about solar. But I face a huge learning curve on the Model 3 and that makes me all dancy and chipper again.
Tesla has integrated MOST of the vehicle electronics INTO the battery assembly which is put together in the Gigafactory in Nevada. The charger, BMS controller, junction box, DC-DC converter and all protection circuitry has been moved into a hump on the end of the battery termed for no apparently good reason the “penthouse”.
The combined charger/dc-dc converter is a thorough MARVEL inside. We will be looking more closely at this in the future but it again has NO apparent relationship to any previous Tesla charge circuitry, and they squeeze 10kW of charger into a remarkably small and cool running package.
They did add a pyro-disconnect. Picture a fuse you can blow up with a digital signal totally and most assuredly disconnecting the pack from everything in the event of say, welded contacts on the control relays. A total failsafe and kind of on the principle of an airbag detonator.
t hey are long narrow logs of cells with 23 cells in two of the modules and 25 cells in the other two
Indeed Tesla has had six or eight totally catastrophic vehicle fires with essentially no known cause. But out of 300,000 cars, you know what? That’s not too bad all things considered. In fact I would hold it up as a model to aspire to.
They do cool the individual cells with coolant and heat them as necessary to prevent charging below 0C/32F – freezing.
So 3.6v x 230 Ah per cell and 25 cells for 90 volts on the long ones and 23 cells for 82.8volts This gives us a nominal pack voltage of 345.6volts at 230 Ah for a total capacity of 79,488 watt-hours. It has been LISTED at 80.5 kWh elsewhere and that COULD be true if the amp hour capacity were 232.92 Ah indicating 5.0636 Ah per cylinder
This is a stunning solution and very difficult to implement normally because it means twice the numbers of wires and connections. But the flexible PCB tape approach makes this quite feasible. I’ve never seen anything like it. It’s like technology from another planet.
so at this point, given the level of advanced technology and integration I’m seeing in this battery assembly, and assuming the same level of effort from the Panasonic team at the chemistry/cell level, this is the BEST most ADVANCED large scale lithium battery every produced on planet and is YEARS ahead of anything currently in work
Also, I heard the other day someone had perfected graphene batteries now, not necessarily for EVs, with ultra quick charging times and vast ability to charge over and over. Will graphene take over from old hat lithium very soon?
RobDickinson said:
I'm not saying anything that's someone else's blog post mostly around the battery pack technology
The problem with the internet these days is anyone can write what they like with no peer review. Hence I keep on saying action is much more credible than words.àTo give you an idea how long it takes to go from a benchside tech (which graphene batteries are currently) to mass production you simply have to look at lithium ion development. First proposed in 1970s, first commerical product in 1990s, and not untill early 2010s prices fall enough for automotive use.
Same with OLED, first described in 1960s, first tech demo 1990s, early 2010 before prices fall enough to be affordable to the mass market.
There are hundreds 'potential' better battery tech in labs all over the world. But taking a science experiment from a lab to mass production takes decades if your quick. There is still no consensus on which battery tecb will supersede lithium ion, but once it does become clear add on another 20 years and your in the ball park timeline of when your be able to buy one.
Plug Life said:
So RHD M3 is pushed back a little to "probably" middle of 2019? Patience is a virtue...
I would say thats optimistic. They might get some RHD cars out by Xmas 2019 but more likely Q1 2020.The wait for our X from order to delivery was about 10 months - order was placed after LHD X deliveries had already started.
I'm guessing we'll get our 3 order March/April 2020 at the earliest.
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