I'm aware that the S has a power limit at very low SOC around 30 miles or so. Is this a technical limitation or a way of conserving battery lifespan? The MS P85 is rated ~310kW with a 400VDC peak battery. Technical documents suggest a maximum inverter current of 1,000A, and some sources suggest up to 1,200A for the highest performance inverter. To get 310kW from 400VDC only requires around 750A, so where's the discrepancy? As the battery SOC drops the available voltage must also drop, there is a suggestion of a terminal voltage of 4.17V/cell (96 series module pack) giving 400.3VDC max. But I haven't found anyone specify a minimum battery voltage. If 3.2V/cell is assumed (and this is just a guess), this gives a minimum maximum 310kW operational point of ~307V (giving a little over 1,000A at peak power.) The current then hits about 1,000A. So I figure below about 307V, the power limiter kicks in, mainly because the inverter cannot possibly put out as much power (but also possibly to conserve battery life, both long term and short term.) I realised this would mean surely the inverter is more efficient at peak SOC than at any point. This brings an interesting idea... On a future performance model (Roadster II) could a "boost" option be added for when the battery is at ~60% or greater SOC? On a Model S, this could provide as much as 90kW additional power at full SOC. Great to get even faster 0-60 and quarter miles. There would be no significant additional heat produced in the inverter, or battery, compared to the low-SOC situation of maximum power. The only substantial additional power loss would be in the motor, but that's not difficult to improve. I think Tesla wouldn't do this mainly because it would make people believe the car isn't as good over its full SOC range, which is wrong. But I could see it being an option for a future Roadster, maybe an additional 15~20% performance could really help.