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Visited the same SuC today again. When starting off this morning there were no noise from the rear motor. Temperatures still around freezing. Came to the SuC with 38% and cold battery and charged with a steady 53kW up till 72%. It showed the battery heating bars the whole charging session...

I would say whining more than metal on metal

Had a weird SUC session tonight. We have just below freezing at the moment. The car was cold and I drove approx. 35 km before SuC. Had a stop 10 km before the SuC and then set the Navi to the SuC and it started heating the battery. When I arrived to the SUC with 16% I plugged in and it showed...

Firm hands-on persuasion is sometimes the only solution :D Good to hear that you are back on the road again

Yes! A big hammer and then just hammer it off the brake disc and it needed some force too. It didn't damage the brake disc and the parking brake caliper had some chips in the paint, but no real damage as well. Got a 'new' used one and replaced it and no issues since

I don't think there is anything you can do in any of those cases. If the 'new' battery is showing lower range than the one they replaced, Tesla will just say that it needs to adjust itself and that can take months. You did not win the lottery on this one, but at least it is a working car again.

True - but to be accurate, it's not the kWh x volts, but the amperage x available volts that would always be lower than the 692 :-)

Subtle flex :D

That makes more sense. That would equal 80 kWh at 100%.

But it's from the MCU in the car, not form the wall. The car can only see from the charge port and in, right? Edit: one explanation could be that he was in the car while charging and having the heater on (it is cold in Norway)

Not really, 80 kWh would be to low. I'm going after your numbers of 33% SoC and 58 kWh added. You need a SMT or similar reading

So that would mean than when you hit 0% then you have used the buffer - but the buffer is there to make sure that the SoC never gets below the size of the buffer, so that makes no sense

Ok, you disagree? So a full charge from 0-100% includes the buffer? Never heard of that. Or don't you agree that he started charging with a SoC of 33% or that he put 58 kWh on the car bringing it from a SoC from 33% to 100%? Or do you not agree that 67% is 58 kWh in his case and if the 58 kWh...

Yes, a new gen 3 Tesla wall charger is like $530. Will buy this when it fails completely

Well, not really. His SoC was 33% when beginning the charge session and his charged 58 kWh over the session from 33-100% to the car, which gives a 100% at 86,5 kWh. 0% is not including the buffer, right?

Interesting, so if your SoC was 33% and you added 58 kWh, then your (usable)capacity would be 86.5 kWh, and you believe it is capped as well ... Do you have a SMT to see what it says the nominal full pack says?

I don't think it is the port as it works flawlessly with any other charger, SuC or the 11 kW that was supplied with the car.

You will 100% get a new 350V 90 kWh battery version C, just before your 8 year warranty is up

My gen 1 Tesla Wall Charger has begun to develop a mind of its own according to my wife. However, it is very obvious that there is no AI gone rouge here or anything like that. We seem to have a loose connection in the handle. When we plug the wall charger in to the car, the car will ask us to...

That would mean they are calculating the range of my P85D with 320 Wh/mi, so they rate the 85D to be 12% more efficient than a P85D. Interesting

Corrosion would only be in the bolts and nuts, which they just cut if necessary. The part itself would not have any corrosion.

Well, it is so amusing watching Elon playing customer service agent on Twitter, that I'm almost ready to pay the $8 :)

285 miles is just about 454 km - and with a 100 kWh battery - the same as @dark cloud - even more interesting

I just think $8 is way to much, I can't even imagine how you come up with that amount ;-) So no kWh label on @dark cloud 's pack, even more reason to see some SMT data from that pack ...

@Droschke Oh I have, but most search hits are your posts saying that there are multiple postings on SMT data for 1014116-00-C :) So this SMT reading from 1014116-00-C corresponds with my experience, both capacity and range. A P85D with 454 km is abnormal in a space where everything is almost...

Ok would be interesting to see a SMT from a revision C battery

I agree that a 100 kWh is very unlikely. But the typical range, which I believe we are talking about, is it not set by a fixed formula? Is that formula taking into account which size wheels you are running? So my car will say 438 km at 100% charge and I'm running 21" staggered, so if it takes...

The only explanation would be that it is not a 350V 90 kWh, but a 100 kWh How else would you explain 454 km and still charging with 17 kW? Certainly not a 90 kWh or something was way off You have the C pack in a MS85, what is your 100%?

Well, I have a P85D with the B revision and have 87.5 kWh and 438 km, so if you have 454 (which is the most I ever heard for a P85D) then I guess you'll have more. I believe that 454 is significantly higher than a P90D originally had. I appreciate that you don't really care about the capacity...

454 km @100% in a P85D, you diffidently have access to full capacity, no cap here. And it also indicates that your pack is a full 90 kWh and not the 87.5 kWh like the B revision. Can you get a Scan My Tesla to verify? 454 km is very impressive!

Like 99,9% of all other Tesla owners - cold or warm climate ...

I've had revision A and now have revision B in my car. I don't think the modules are from used 100 packs, as I've had my SMT on multiple revision B batteries and they all were 87.5 kWh nominal. The difference between A and B was at least nominal capacity 85 vs 87.5 kWh. I haven't had the chance...

Is it still connected to the mothership as a 85 or have you taken it off line and SW upgraded it to a 100?

Just report back with your findings and experience :) There is one thing that could be an issue in Europe, but it may not be a real life issue. Your car does not have a CoC certificate for a 100 kWh battery, which is heavier than your old 85 kWh battery, so your car will no longer have a valid...

I think you're right about of the it. I my book 70% is useless, no battery is going to get below 70% in the warranty period unless it fails. And as Rocky_H said, there is a 350V 90 kWh option now, I have that in my car. It looks like my friend is finally getting somewhere with Tesla, but they...

Tesla - 'everything is fine, nothing to see here. Come back when it is out of warranty.' Talking to Jason and trying to find someone who can help my friend with a raw can PT/CAN3 dump, which Jason has kindly offered to read and find the ammunition for the dialogue with Tesla. Yes, that post...

One of my friends is experiencing a few HV battery issues. The battery is still under warranty, but Tesla says the battery is fine. When the shows around 10-12% SoC it will just die, no power what so ever. This has happened to him a few times on vacation a 1.000 Km from home. It will not charge...

Yes

On my 2015 P85D the rear left started to drop slowly over night, in a way where it was pretty clear that it had to be the rear left strut that needed replacement. The spare part was in back order, so I decided to replace the two front lower arms and discs and pads on both sides while waiting for...

Yes, so you can see live amperage draw in the top (Battery current), and if you hold it, you will be able to max amperage draw Not my picture, just for illustration

It puts out more Amps than the old 85 kWh 400V, which was about 1500A, but the same Amps as the new 85 kWh 350V. But yes, that was my initial thought as well. Some has said that the new 100 kWh packs have lower internal resistance, which should compensate some for the lower voltage, but I don't...

So according to secondlife-evbatteries.com the weight of a 85 kWh module is 25 kg and a 100 kWh module is 27.5 kg, so that would be 15 kg less for the 350V battery, then the question is if they have made any more weight savings in the 100 kWh pack compared to the 85/90 pack.

Scan my Tesla is good for showing data regarding the battery, but not for 0-100 km/h times :) Anyway - it'll be interesting as well to hear if you get more than 1625A in Ludicrous+ with the new revision C

My experience with the B revision of that battery is good so far. Would be interested in knowing what is changed from B to C revision. As @Rocky_H wrote, you can read more about the battery and Ludicrous in the thread he links to.

Haven't had a Racelogic on the car or used any timing apps, but my butt dyno would say that it is about the same

I didn't know that, thank you! Could be interesting to if there is any weight difference and if so, what it is.

Nothing new, I've decided not to do anything more about this since I now have a completely new battery with 434 km on 100% compared to 412 when the car was brand new, and the car is about 50-60 kg lighter since there is only 14 modules in a 350V compared to the 400V batteries. The 'funny' thing...

My left rear Air Spring is leaking on my 2015 P85D and I've got a used air spring from a 100D to replace it. But checking the air connection, it looks different, so does anybody know if part 1067461-25-C will fit a P85D? Would be good to know before I start taking the leaking spring out :-)

If you really want to geek out, then there are several 'what to look for when buying a Tesla' which will mention door handles, MCU etc. all trivial stuff that can be fixed fairly cheap. Having owned a P85D since mar/15 and done 180.000 km, I would look for the following; check battery part...

??? @MP3Mike @SO16 disagree with what? You're saying that Tesla do not have a crazy high churn rate at senior level? I'm not saying what Tesla is doing is right, simply saying focus is not on doing right with legacy customers, focus is 1000% on getting cars out to new customers, and that focus...