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The graph shows a power curve of the rear motor, without total values / scaling, without changes of the front motor or total power. I am not sure how you can interpret all unseen data into it. I am not questioning that the car will be accelerating better at all speeds, never have, but it is very...

The sum of combined power can not be above the battery limit (obviously). So, as I mention, part of the increase comes from taking away front power, which I've accounted for in my projections as well. So this chart is actually misleading in several ways, as you also point out. The combination...

Did you guys see this from the China presentation? This is the rear motor with claimed 265kW power, which is supposed to be a 20% power increase of the previous gen (which measured up to 269kW on CAN) Worth noting that a fair bit of that power increase comes from a reduction at the front motor...

Yes. The registration has all those details. The gearing is identical on all Model 3/Y also stated explicitly for the 4D2. The 4D2 is a 4D1 with the 950A Inverter. The 4D1 was already used in the Model Y in Austin/Fremont, but with the 840A Inverter. The 4D1 in direct WLTP testing against the...

No, it is complete marketing BS! I've made a statement about this in German here: https://tff-forum.de/t/model-3-performance-ludicrous-seit-23-04-2024-bestellbar/177126/4059?u=eivissa And a lenghty discussion here:

Yep. I can only guess that they are finally acknowledging and declaring the different power levels of those two battery packs. Though it doesn't fit my expected markets for the LG cars, really.

Are we done now with the 600+ HP and the 2.5s talks? 😉

Yes. That is the only reference to maximum power. Although it is just the addition of the certified motor power levels. 158kW + 219kW = 377kW 158kW + 235kW = 393kW In both cases the battery was the only driver of actual road power, like in your case your 377kW car already had the same motors as...

Absolutely not. Option codes of the engineering test cars revealed the old front motor and the European certification lists the exact same motor and specs as any other Model 3/Y with dual motor.

Within the European type approval of the Model 3 there is a description of the braking system. With the latest revision 36, which includes introduction of the new M3P/M3L, this sentence was added. The added picture is out of the type approval for the braking system of the model 3, back when...

That ship has already sailed I'm afraid. The 4D2 is based on the 4D1 and uses the same rotor. Verified by comparing rotor inertia masses of the two.

There are definitely others here, who are better at extrapolating power curve increases into drag time improvements. I am also on the ball park 2.9s and sub 11s, but again, others do this kind of thing much better than me.

Maybe in the States, but certainly not in Europe. This is Data from a Q4/2020 M3P Refresh 2021 and a Q2/2021 M3P Refresh 2021. These cars got an update in Q1/2021 that significantly improved low SOC performance and another one in Q2 which improved cold weather performance. The first one reduced...

This is the LG 5L 3D6 M3P 2022 -> First kick is... 120A 50kW

This is the sensation that a lot of drivers confirm from feeling how the car is driving. Though the Model 3/Y formula of constant current is valid for all versions. Meaning a Long Range without boost will always limit to 980A, with Boost go to 1255A and a Performance will use 1350A. So with...

When that was a thing I was still messing with BMW and Merc V8 engines and I haven't measured on any Tesla before 2019, so I really don't know. I just quoted the manual. If you look at that projected torque curve, you also see that all motors are limited to the same combined torque really...

I've done a rough projection of 30% torque increase, if Tesla were to use Ludicrous mode as in the MS/MX in the past:

Yes, exactly that. Even across 3D1, 3D6, 4D1 you can see power increase at the same level and peak torque be identical until around 70kph. Only at low soc you see that this low speed behaviour is dropping. So there is an artificial limit, that Tesla can raise.

That's true, but I know a lot of people here care about those little details, so it should be mentioned. Also, this new motor might be the new front and year contender for the MS/MX Refresh in the close future. In that setup the 4D2 might actually be able to climb all the way to 318kW.

You can narrow it down with the outer dimensions from a tire size chart like this one and the gearing info: 3D1C rear = 9.04:1 3D8A front = 7.56:1 ...but it looks like your results are already pretty good.

The MS/MX LR Refresh is one of the very few cars I haven't logged yet. Since that drivetrain is motor power limited (very rare) the SOC shouldn't matter too much. Although variable current required, like sport mode in the plaid. Both 3D1 rear and 3D8 front are stated at 325V operating voltage...

One amendment, since I have new data: My tweet from February was actually correct. The new 4D2 motors operating voltage is 335V indeed, so peak power is 318kW, not 304kW as suggested by me later, based on 320V. This is the first time a performance motor uses the same operating voltage as the...

These unicorns don't exist in the US as you guys never got the transition to hairpin motors in the Model 3. The 3D6/3D7 were Shanghai/Grünheide only. Now with the 2024 Highland Ludicrous you will get the first hairpin motor in form of the 4D2. In the US I'd be looking at M3P with AMD Ryzen MCU...

Panasonic 82kWh + 3D6 Hairpin Motor + AMD Ryzen + Made in China Quality. MIC + 82kWh + 3D6 was available in Q3-Q4/2021 as well, but only some cars others had the 3D1. AMD Ryzen only came in 2022. This is really the combination of all the interesting stuff, apart from the fact that chinese made...

Same here. My Unicorn Q1/2022 is just great with all the good stuff that you would want from the whole built time. I will be testing and measuring the new car in all it's aspects and maybe it changes my mind, but right now, with the current data available, I am happily continuing to improve my...

Ive listed the expected US differences here / US battery pack was already confirmed as BT42 from the option codes:

Yes, pretty much. That's why it is possible that an "insane mode" could release more torque at low speeds until the actual motor limits are hit. This is the more confusing chart behind my prediction, which also shows how I expect the front and rear motors to behave on the new car and how I know...

The difference keeps being stated wrong I am afraid. The old motors (3D1/3D6) were limited to 269kW (320V x 840A). The new motor (4D2) is limited to 304kW (320V x 950A). The difference between the two motors is only 35kW / 47hp! ...and the limit is still the battery, even if you put a 1000kW...

European Long Range Highland is still certified at 366kW maximum combined power. This is the certified power level with active acceleration boost, so Tesla has prepared the paperwork for activation of acceleration boost. Also, when the current LG 5L, was introduced in Q4/2021 the acceleration...

The question is, were do you want to start? The birds and the bees / soc=>voltage / P=U*I / Cell temperature -> Electrical resistante -> Voltage under load... The chart is only hypothetical if Tesla's claim about 30% increase in torque with Insane Mode still holds true from the Model S/X era...

Well, fingers crossed you are right. I've been on the pessimistic side in pretty much all my projections. Would love to be proven wrong and see a final product that blows away the competition and its predecessor!

1340A I beleive, but only on a colder pack with lower SOC when then BMS tries to compensate the lower voltage. If the pack was very hot and full the absolute max was around 1300A. Close, but 840A is the official limit, according to the certification. This is all ways too optimistic in my view...

The new 4D2's maximum power is at 8000rpm according to that Korean registration docs. I use 0.014 to convert RPM into Speed. When you compare this with the SMT peaks of different motors the results are pretty close. You need to take into account that peak power speed shifts with battery power...

Surely there is room for efficiency, not only with 48V in the LV System, but also in the HV System. I just dont think this will be a such meaningful change that we see a difference in power to the road. When we compare the Battery Power (calculated) sensor and the combined Inverter Power...

Just above 200kW is the max I've seen, but whenever the rear loses traction there is the chance that excess battery power is shifted to the front and then the 211kW can be maxed out. Combined power with good traction at the rear makes it basically impossible to get to the 211kW at the front...

630A is the limit, but you won't be able to read that value from CAN. You can only see F Power approaching 211kW while knowing the motor operates at 335V.

Absolutely. For that it would need a different front motor and higher battery limits though. Yeah, probably, but here in Germany on Winter tires and moist roads I am getting wheel spin at 100mph on the Autobahn :-(

Sport Mode is variable current to level the power around 525kW. This is were the power of the Plaid feels just right, not to mention it remains usable on cold roads/winter tires/moisture. The lighter Model 3 would fly in those conditions, but at 60% with a 13°C pack I logged almost 1700A from...

Me neither, but I don't believe in it. Yes, I can absolutely be wrong, but some more points: Whenever Tesla changed a battery pack in the past, the Nominal Capacity always changed. The Nominal Voltage often stayed the same, if the supplier/chemistry stayed the same. To me knowledge there was...

Not only the same nominal voltage, but also the same nominal capacity. What are the odds? When it now turns out that: The US battery pack will remain the same. The front motor will remain the same. Highland LR and RWD had no changes in battery pack and motors.

Panasonic (known 82kWh) for US cars is confirmed as it seems:

Keep in mind that energy screen calculation is only reliable at 80% SOC. The higher the better. His charging technique sure sounds like a low stress approach.

When punching in the numbers in my statistics as E5CD the car is 3% above average and when using E5LD it is 1,8% below average. The E5LD M3LR was introduced in Q4/2021 all around Europe, except for the UK. You guys still had E5CD until early 2022, so it is most likely a very well maintained...

Yes. You can connect as many piggyback connectors in line as you like. The bigger issue is fitting them all below the center console or wherever the CAN connect location is in your car...

Passengers hate any mode that is not Chill in my experience, especially in the Performance versions. I use S3XY buttons and drive around in Chill all the time. A button behind the steering wheel switches to sport for overtaking or when I get on the Autobahn. It is like a Boost Button, that...

Yes, I always supercharge the cars to 100%, so when testing they are at 98-99% and +50°C in the pack. Though these Tests are done with European cars, so we are talking hairpin drive units in the back and LG battery pack in the Long Range. US cars should have up to 20kW more power in this case...

Yes indeed! LG 5C M48 The highest logged value was 75,9kWh, but for the claimed range of 580km ist needs around 75,5kWh. The constant is 137Wh/km so you are at around 5%. This is very good! Here you can compare with others and also add your data via the survey link on the top of dashboard...

Maybe Tesla is also still troubleshooting the expanding Highland suspension (vibration) issues that are being reported all over the world. If this is due to problematic shock absorbers or unbalanced drive shafts, then I think this will be Tesla engineerings prime focus right now and a reason to...

This is a generic picture of a drive unit with hairpin stator. I pulled it somewhere back in early 2023 when I needed a picture that shows the hairpin stator. I believe it is actually from a Taycan. The internals, apart from the rotor, should match what you saw in the teardown of the 4D1. I...