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I wish we had an separate investors engineering thread for this type of discussion, because it has the potential to devolve into long posts, if we do more than scratch the surface.dww12 said:
So we beat the yoke to death, how about the carbon fiber wrapped rear 20k rpm motor? How long before one of the beast rear motors makes it to the 3/Y to increase top speed and efficiency? Seems doubtful all that motor engineering was just for the S/X. Is the next step for the 3P and YP in the bag?
Perhaps in a couple of years the Model 3/Y will get motors with even further improvements?
They did say that there is significant weight savings. They even said you could lift the motors. So it will be interesting to see how much they weigh.I don't think the carbon sleeve has negative mass, so it isn't the only secret sauce in Plaid
Yar, and to get the performance would take a dual motor rear drive unit which would bump up the cost more than minimally.It's possible of course but the 3/Y motors are already so efficient and powerful I can't imagine much benefit. Unless the cost is minimal, or Tesla decides they want to significantly upgrade the specs of the Performance versions.
Sometimes the aim may be reducing weight, rather than increasing power.I suspect the existing 3/Y motors are capable of more performance as is and are just software limited. Tesla doesn't want them getting too close to the S.
Isn't it supposed to have a copper rotor? That would be slightly heavier than steel if it were the same size.They did say that there is significant weight savings. They even said you could lift the motors. So it will be interesting to see how much they weigh.
That would align with the semi doing 0-60 in 20 seconds with 4 motors at 80k lbs...I suspect the existing 3/Y motors are capable of more performance as is and are just software limited. Tesla doesn't want them getting too close to the S.
At the Plaid delivery event, Elon pointed out how light the motors were... we were not told how they achieved that.Isn't it supposed to have a copper rotor? That would be slightly heavier than steel if it were the same size.
Power doesn't scale like that because 3P is traction limited most of the run. Semi is power limited, even with only 40% of the weight on the driven wheels.That would align with the semi doing 0-60 in 20 seconds with 4 motors at 80k lbs...
5k lbs is 1/16 the mass, 2 motors is 1/2 the power, so 2.5 second 0-60 (ignoring pack, weight distribution, gearing, aero)
My personal theory is that the volts/RPM value was dropped way down since the peak torque needed was reduced (50% ish due to one wheel driven, offset by the steeper gear ratio 9.734:1 to 7.5:1). This, plus the higher pack voltage pushed the point at which back-EMF limits power higher and lowered the slope (unless the minimal slope is due to other factors).I'm also interested in the power curve of the new drivetrain. I wonder if this is directly due to the carbon sleeving and/or tighter tolerances, or if there's some other special sauce perhaps in the inverters...
(Incidentally, I also find seemingly conflicting information on the back-EMF characteristics of switched-reluctance[1] motors)
[1] Of which I assume the Plaid motors are...
Agree Tesla is in prime position to be one of the winners if there is a shortage given how long they have been prioritising battery supply compared to their rivals - as they're likely to have locked in available supply before their competitors.
From what I've read and watched (and I'm no expert) there aren't that many shortcuts to spinning up new mining production - There's a ton of regulation and impact assessments and scaling issues that just take time to work through. That said, I'm sure Tesla's process would be faster than average timelines.
It will be interesting to see how it plays out.
Turning radius is driven by max wheel angle, track width, and wheelbase. Steering ratio determines the number of turns full left to full right.I got to thinking today, while pondering my enthusiasm about the CT all wheel steering (AWS: not the AMZN kind).
Humor me;
Elon recently Twatted about ‘steer by wire’…how awesome would it be to have steer by wire in an AWS CT.
I’ve heard complaints about Teslas inferior (u) turning radius. I love the steering of my wife’s 3P, but if steering was adjustable; could we retain that steering performance at med/high speeds without sacrificing low speed turning radius.
I’m sure that people smarter than I, have put thoughts into this. Curious what your conclusions are.
To me this sounds as if he's confirming the existence of a non structural 4680 pack, i.e. since there is no public company information about a non structural 4680 pack he won't confirm its existence.I don't think I can answer without being vague since I'm not sure if there is any public information regarding the existence of a non structural 4680 pack so I wouldnt be able to confirm or deny that. Bill Wri seems to be pushing limits with what he's saying and I'm not going to just spew insider information.
With that said, Bill Wri is still incorrect because this is neither 4680, nor is it structural.
I was reading his tweet like he was being sincere. I am now reading it as sarcasm, which kind of makes him sound like an asshole, especially since this Alex guy is 100% correct and found evidence to proved the photo wrong in an intelligent way. I guess I had too much faith that people would admit when they're wrong. Either way, dude is wrong. 4680 pack is much taller than this plaid pack. I honestly don't understand how he could possibly mix them up if, as he claims, "he's seen them and the components inside".
The 4680s will come. I work with them everyday (I won't say for which application) but just know that no matter what is in your car, its the best you can buy.
Not that it matters for anything other than clarity but my signature is not pictured. I signed after this photo was taken. The pack was a lot more crowded by that point.