rxlawdude
Active Member
Again, imply the problem exists for all without evidence.The simple truth is years on and Tesla buyers are paying a premium for a new car that is factory faulty in every sense of the automotive industry for various reasons.
Again, imply the problem exists for all without evidence.The simple truth is years on and Tesla buyers are paying a premium for a new car that is factory faulty in every sense of the automotive industry for various reasons.
I’ve always wondered what it would be like to pay full price for an engineering prototype
They used to give you a ball cap when taking delivery. Though it was the "Tesla Racing Team," not R&D.We should each get a Tesla R&D Team ball cap when we take delivery of our cars
Again, imply the problem exists for all without evidence.
Ok I can actually provide first hand evidence on this very issue of quality control.
Here: My ongoing Model 3 troubles since day one!
"First hand" accounts do not implicate the majority of Teslas, unless you have actual statistics for all Teslas. Do you?
Also, I crack up at that OP you linked. Some people think a dust nib in the paint is reason to whine. These people need a hobby.
My guess is parts shortage during COVID. You can't hold up the line for a simple plastic part!
My guess is parts shortage during COVID. You can't hold up the line for a simple plastic part!
You're assuming it is for support of the exchanger.
My opinion based on the images I've seen:
The LCC is on the high side of the compressor loop, there are two large round ports (green) that mate to the metal manifold. The LCC bolts to this manifold with 4 fasteners (orange). This connection is strong enough to handle 200ish psi x the port area. Plenty strong to handle the mass of the LCC. The LCC itself is a stack of stamped and brazed plates, also very strong.
Then look at the strap. It has almost no angle relative to the assembly, it is not constrained against sliding, nor are the corners bent (formed). This would not stop the LCC from sagging nor does the setup look correct to reduce vibration. Further, the nylon is not structurally able to provide support.
So then, what does it do? The liquid side of things is provided by two rectangular ports (blue) from the plastic/nylon manifold assembly. This is bolted to the metal manifold, but it is not fastened directly to the LCC (since they are mounted to the same piece, it's almost the same). More critically, it does not have any fasteners between the two ports.
The coolant system operates under low pressure (pump induced only verus an ICE that runs at 16psi to raise the boiling point) thus the amount of sealing force needed is also low.
My thought is that the strap fastens the cross support (red) between the ports to the LCC to provide more sealing force and keep them in contact. This compensates for any distortion in the nylon piece or relative movement due to differences in coefficient of thermal expansion. The nylon is bent (deformed) to provide preload and the natural bend of the strap does also. As long as contact is maintained, the system stays sealed.
Picture from Munro, markups mine.
View attachment 587391
folks here questioning ‘Folks it has to do with NVH’ has no clue.
coming from automotive engineer here...
with micro vibrations, that wood will compress under that clooge of a thing strap, and the whole assembly will loose it’s purpose.
That’s now how parts are assembled in automotive engineering world.
This thing is up for a major recall for safety. Who ever authorized this decision has no idea of basic vibrations theory in automotive world. Amazing for a $60,000 car.
you are trying to talk reason to tesla fan boys
I agree with the explanation but I don't think it's irrational to be worried about this fix. That's probably a very expensive assembly. I predict that Tesla will change the design to eliminate the strap. When that happens I suppose someone could argue that they only redesigned it to eliminate the labor of the putting on the strap but I suspect that it's a real reliability issue. Only time will tell!Sounds exactly right below. Anyone who continues to complain about this without dealing with this much more plausible explanation is just dealing with their fantasy to support their complaint rather than the rational and best-evidence-so-far based explanation of this. Which one are you?
Ideally, the nylon cross piece would have a fastener or two into the LCC, which would have to be tabs that bracket the ports like the refrigerant side. I'm thinking the strap is not such a bad approach. The concern would be if the corner material is operating at yield or not. The amount of additional force due to differential acceleration should be near zero. If not at yeild, it will kerp things tight. If the strap and/ or nylon brace is set up in a spring configuration, even if the material compreses or ages, the ports will stay sealed.I agree with the explanation but I don't think it's irrational to be worried about this fix. That's probably a very expensive assembly. I predict that Tesla will change the design to eliminate the strap. When that happens I suppose someone could argue that they only redesigned it to eliminate the labor of the putting on the strap but I suspect that it's a real reliability issue. Only time will tell!
You're assuming it is for support of the exchanger.
My opinion based on the images I've seen:
The LCC is on the high side of the compressor loop, there are two large round ports (green) that mate to the metal manifold. The LCC bolts to this manifold with 4 fasteners (orange). This connection is strong enough to handle 200ish psi x the port area. Plenty strong to handle the mass of the LCC. The LCC itself is a stack of stamped and brazed plates, also very strong.
Then look at the strap. It has almost no angle relative to the assembly, it is not constrained against sliding, nor are the corners bent (formed). This would not stop the LCC from sagging nor does the setup look correct to reduce vibration. Further, the nylon is not structurally able to provide support.
So then, what does it do? The liquid side of things is provided by two rectangular ports (blue) from the plastic/nylon manifold assembly. This is bolted to the metal manifold, but it is not fastened directly to the LCC (since they are mounted to the same piece, it's almost the same). More critically, it does not have any fasteners between the two ports.
The coolant system operates under low pressure (pump induced only verus an ICE that runs at 16psi to raise the boiling point) thus the amount of sealing force needed is also low.
My thought is that the strap fastens the cross support (red) between the ports to the LCC to provide more sealing force and keep them in contact. This compensates for any distortion in the nylon piece or relative movement due to differences in coefficient of thermal expansion. The nylon is bent (deformed) to provide preload and the natural bend of the strap does also. As long as contact is maintained, the system stays sealed.
Picture from Munro, markups mine.
View attachment 587391
Maybe. The other obvious concern with this fix is the number of variations (fake wood, at least two different types of plastic L pieces, sometimes two plastic L's, sometimes one, and sometimes none). The strap itself looks like it's installed by hand. Is there a tool that measures the tension? My experience with AC systems is that it's best if the last the life life of the car, once they fail they seem to be difficult to fix long term.Ideally, the nylon cross piece would have a fastener or two into the LCC, which would have to be tabs that bracket the ports like the refrigerant side. I'm thinking the strap is not such a bad approach. The concern would be if the corner material is operating at yield or not. The amount of additional force due to differential acceleration should be near zero. If not at yeild, it will kerp things tight. If the strap and/ or nylon brace is set up in a spring configuration, even if the material compreses or ages, the ports will stay sealed.
What is the safety defect going to be? Catch fire? Cause the brakes to fail? Sudden unintended acceleration? Loss of headlights?
Why would there be a recall? It's not a safety issue even if it fails.Internet joke which seems to be real - do not trust users with numbers in name (because many of them trolls/bots)
Just to think about - that "issue" was found quite a time ago, no service bulletin or recall for that - maybe it's do a nothingburger...?
Recalls happened for issues not even related to safety.Why would there be a recall? It's not a safety issue even if it fails.
If this does turn out to be a reliability issue then there probably won't be a TSB until there is a fix that doesn't involve replacing the whole assembly.
Why would there be a recall? It's not a safety issue even if it fails.
If this does turn out to be a reliability issue then there probably won't be a TSB until there is a fix that doesn't involve replacing the whole assembly.
Recalls happened for issues not even related to safety.
I had a CR-V with recall for possible rust on license plate holder and Nissan for other minor issue.
My point was with BIG amount of Tesla haters (equal or maybe exceed of fanboy camp) if that would be a real issue, that would be addressed in some way. If such "issue" would happened with GM Cruise or Nissan Sentra, nobody would care imo
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