smatthew
Active Member
Yeah, but with Teslas those puddles are just AC drainageI've seen more comments of puddles under Tesla's than I've seen on most ICE Forums.
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Yeah, but with Teslas those puddles are just AC drainageI've seen more comments of puddles under Tesla's than I've seen on most ICE Forums.
Yeah, but with Teslas those puddles are just AC drainage
Oh no, they are not. coolant out of the very complex cooling system. Some have coolant inside their car too.
I've seen more comments of puddles under Tesla's than I've seen on most ICE Forums.
Hmmm, if my motor mounts ever wear worn out, I just replace them. Problem is, I have not seen a bad motor mount in decades.
But I only ran my ICE cars to about 200K miles.
Tesla's have plenty of bushings to wear out too.
Next you'll be saying EV's don't wear out tires too.
Tesla's are pretty complex, probably have more fluid in them than most ICE cars do.
Also instead of having engine oil + transmission fluid + differential fluid, there’s only the gearbox oil. There’s also no gasoline...While the cooling system has a lot of components, the system is far less prone to failure compared to an ICE cooling system for several reasons:
As a result of the far less harsh conditions, many parts can be made of plastic, reducing cost and maintenance requirements, while eliminating corrosion concerns. Leaks are far easier to fix, involving a simple replacement of a hose or inexpensive plastic component.
- The system is not pressurized beyond the pump driving head, so no high-pressure seals or metal containment vessels are required.
- The highest temperatures are in the 120F-140F range, well below the boiling point. So no steam vent, expansion tank, or pressure relief systems are required.
- Maximum flow speeds are far below an ICE cooling system. This reduces wear in the system, and does not require a large impeller pump.
Are you willing the ignore the eventual oil, coolant and transmission fluid puddles under the ice?
Or the engine dancing in the engine bay on worn out mounts?
One of the highest hour generator sets I know of in my area that is currently in-service has ~170,000 hours on it, average load of 60%. In a power generation application the engine would be overhauled about (4) times in this period, with no work done to the alternator other than lubrication of the end bearing and replacement of the bearing only as needed.
You do know that TM3 *has* oil, coolant, refrigerant (lines and fluid), and transmission, right?
And that, eventually, they will leak.
... and the engine (-s), which are held my engine mounts?
And the battery?
@Char Which are your thoughts regarding my post? Why do you disagree? I'd like to know your opinion.
Say that to the 500-750k club guys that are SAAB and Mercedes owners.
I look forward to a standardized test based on 200 kW DC charging.However the battery packs were only validated to 300K miles. (E.g., 1000 charge/discharge cycles on a LR pack.) He has a goal of extending the battery packs to a million miles as well. Said SpaceX was already using cells that could do it. Hopefully we will hear more on Battery Day.
How many parts have they replaced to get to that 500-750k mile point? My guess would be water pump, many belts, spark plugs, wires, etc.Say that to the 500-750k club guys that are SAAB and Mercedes owners.