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scottf200
Well-Known Member
The TeslaFI report is not accurate. I think you need CAN data.
The quoted text is data/info I've collected on this subject. My 100D model X has been uncorked and I saw the difference (time and kW in Dashboard for Tesla before/after test).
Have the answers provided by the other members helped expand your technical knowlege, or is there still some confusion as to how battery charge is distinct from absolute motor output between vehicles?
Thanks for this.
I will add that the inverter and temperature sensors in the P100D are upgraded as well. That huge amount of money for the P version is not all in one place. The P100D runs much closer to the performance limits of its components, even things like the axles. Boosting the 100D to P100D levels would be a gamble, either you get lucky or you break something.
P100DHG.
Member
But how does all of this related to SOC and performance on a 100D. Does warming the battery and SOC really translate to a performance difference? Is this really necessary to achieve the advertised values Tesla is claiming (uncorked) on a 100D?
I suppose what we are dealing with is higher voltages at higher SOC and therefore improved performance. Could it be that simple? The motors are just more responsive and can delivery more power at a higher voltage?
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SoC causes max power to drop about 50kW from 100% to 50%. See the dotted grey line below
We don't have any data on that, Since the S100D uses the SP100D battery you could argue that the max torque setting would normalize any temperature preconditioning. But when you look at the S75D with the bigger BTX8 battery you see that really is the case - there is no change is max power because of state of charge. But on the P and non-P 100D there is a curve, so it might make a difference, not just at the highest SoC but at every SoC.
Tesla sandbags. The cars are set to much higher performance levels and have room to spare.
Even though the batteries are the same for the P and non-P 100s, and the same voltage (400v) I assume Tesla doesn't discharge them at the same amperage. Hence the curve for the non P S100D and the lack of curve for the S75D BTX8. The
In the beginning of a performance run the torque setting determines performance. And the torque is set twice as high on the Performance model. This is only for a couple seconds. Then after the max power is reached, max power rules until about 70 mph. In most cars this is dependent on the battery size and state of charge, although if you put a more powerful battery in, the car still limits to a max power setting. At about 70 mph the motors reach the Back EMF limiting factors, which are more limiting on lower amperage batteries and (assumed) more limiting on the smaller drive unit.
No, it's not.
All the components need to handle the increased load. For the P100D the inverter, wiring, contactors, temperature sensors and axles needed to be upgraded. I am not sure how many of these improved components are in the 100D. I do know when I looked all this up originally the P100D runs much closer to the capacity of each component. Control errors add up i.e. if the components are ± 10% and the temperature sensor reads 10% low and the inverter puts out 10% more and the axle can take 10% less you start having broken parts even if they are all designed to take the load. To get reliability they max the car at 20% under the theoretical limit (numbers for example, not reference).
Upgrading to components with a 5% error is expensive because the part yield is lower, but allows more power with reliability (maybe 10% of max). Upgrading to 3% error is Ludicrously expensive (maybe 5% of max).
For torque, the non performance Model S motors uncork to 300Nm torque each, although the manual says 330Nm rated, so within 10%.
For power, there is evidence that the new DU00 motors are considerably more below their uncorked power limits on the 100D, maybe 20% under. So the performance DU01 power is even more underrated, likely held back just by the battery capability.
For power, there is evidence that the new DU00 motors are considerably more below their uncorked power limits on the 100D, maybe 20% under. So the performance DU01 power is even more underrated, likely held back just by the battery capability.
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Cirrus MS100D
Member
If it’s new and not CPO (basically as long as it was made after ~September 2017) you’ve got the latest and greatest with nothing needing to be done relating to uncorking.
Hi All,
New Model S 100D owner here and this thread got my attention. My build date is 5/2017 and I see I don't have DU00 or DU01, so I think my car can be uncorked? I've seen mixed notes on whether it is hardware and/or software. Is it just a software update? Is there a way to see if it has been done? Does upgrading to the latest release of V9 do it anyways, or a tech needs to do it? I have a SC appointment coming up due yellow banding on the MCU and thought I should ask to have them look into it then?
Thanks - and sorry for opening up an old thread again too!
Mike
New Model S 100D owner here and this thread got my attention. My build date is 5/2017 and I see I don't have DU00 or DU01, so I think my car can be uncorked? I've seen mixed notes on whether it is hardware and/or software. Is it just a software update? Is there a way to see if it has been done? Does upgrading to the latest release of V9 do it anyways, or a tech needs to do it? I have a SC appointment coming up due yellow banding on the MCU and thought I should ask to have them look into it then?
Thanks - and sorry for opening up an old thread again too!
Mike
KArnold
Active Member
Simply “not possible”.
It was one of the first S100D off the line. Plenty fast, so really don’t t care.
Cirrus MS100D
Member
Yeah, I would echo this by mentioning that the "official" Tesla website only dropped the posted 0-60mph by .1 sec from 4.2s to 4.1s
The BIG change was for the 75Ds
