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1) I don't know and neither does anyone else here. I don't have a problem with "Condition Z" being lithium plating. It is still caused by an incorrectly programmed BMS (stretching the limits too far to make the car more desirable) and is not due to customer mistreatment of the battery. 2) As...

It does not matter if it is lithium plating or something else, that is pointless speculation. The capping is still done to cover a design or manufacturing defect. If Tesla programmed in too high charge rates with a cold battery or allowed the battery to be charged to a damaging voltage level...

Even if the "Condition Z" was atypical degradation (it cannot be typical since many capped cars have very little "typical" Ah degradation), it is a design defect. If we take one example that was mentioned earlier, Supercharging at a too high rate with a cold battery, that is 100% controlled by...

Just a guess, but for exchange batteries the AC and DC charge counter values might be manual input by the tech who serviced the pack, to used by Tesla for DC charge speed derating among other things.

Unfortunately it didn't fix the issue completely. It did get a lot better back when I tested, but the clatter seems to get worse as the temperatures drop. The car can be almost silent if it's plus centigrade outside but with colder temperatures and packed snow bumps it's still very audible and...

They can do whatever they want with used cars they buy back, such as stripping unlimited free supercharging or altering the warranty. However, the problem with our unlimited mileage warranty is that there does not seem to be a clear definition of when the pack is considered faulty due to...

They cannot retroactively change the warranty conditions for already sold cars, but that new limit probably now applies for used cars sold by Tesla.

The question is if the pack fuse and rest of the HV system will handle the current required for the power output in case of P85DL.

There may already have been some variation of the numbers (constants) over the years. But back in 2015 when S85D was introduced here, the "rated" range on the display matched more or less exactly the NEDC range (528km). Does not seem like a coincidence to me. Assuming around 77,5kWh usable...

Regen is disabled also when traction/stability control is disabled. Since ABS is disabled it seems more like an issue with a wheel sensor or something like that.

For new cars, yes. In that post I was simply referring to our pre-facelift Teslas that use the (impossible to attain) NEDC number on the display just for comparison purposes.

I have been under the assumption that "rated range" in european cars refers to the NEDC number, which is 528km for a S85D. The "typical range" number, which is lower, is somewhat closer to reality but still very optimistic for highway driving (the lifetime consumption of my car is around...

I always use the energy display so can't say right now about the others, but according to CAN bus my full rated range is 501km and full typical range is 401km. The original rated range (NEDC) was 528km so it doesn't seem like the Vmax capping is reflected in these values.

I have noticed the same thing the other way around. When starting supercharging I see the BMS max charge being (for example) around 80-90kW, but the actual charge speed peaks at 118kW and then after some minutes catches up with the CAN bus value. For the rest of the session the actual speed...

Thank you for the good idea. I tried it and this actually works. Dampened the rattle noise by a significant amount so that now it is barely audible. In my out-of-warranty car I'm not going to buy new struts out of pocket simply to get rid of the noise since there is no drivability issue...

Just wanted to add as a data point that even pre-facelift cars suffer from this like a previous poster from Denmark said. Mine is S85D built 8/2015 (117k km) with air suspension and has had the rattle since I have owned the car (from 97k km). Just got the car back from Tesla service center...