Manufacturing practices only count for original build and you're extrapolating that to the whole service and repair industry down the line.
I'm not "extrapolating" I'm telling you how a bill of materials works.
It's used AFTER manufacturing not just for things like repairs and replacement parts but it's also how they know WHICH VINs they need to include in a recall.
They know all of Part # XYZ they put into cars of a given range need to be recalled.
So they can query the database to find every BOM where that specific part was used- and then narrow that down to just the range in which the "bad" part was installed. Voila- list of VINs to recall.
Again this is very basic stuff in manufacturing.
Tesla and non Tesla service centres will be working on Model 3's down the line and I'm telling you from experience they don't always do vin checks they do Year model and part number checks so it's 100% likely a 990 will end up in a car that originally had a 980 or vice versa. This has nothing to do with manufacturing practices.
Can you give any examples of a Tesla service center putting the wrong motor in a car... ever?
Even one?
Certainly a 3rd party isn't going to have internal access to Tesla build databases- they might WELL screw up depending on their level of incompetence.
I'm not sure how that matters to the discussion at all though.
Especially since we've established a third party might not be
able to replace a drive unit without software access on newer Teslas.
I didn't say they're physical the same I said I suspect the 990 is as capable if not more capable than the 980.
Then it'd be weird they've gone a year putting a just-as-capable but cheaper unit in ONLY the AWD.
Very weird in fact.
nonsensically weird.
I never said with certainty they have "spare" 980's lying around that's a possibility but my suspicion is that production is transitioning from 980 to 990
You don't transition
hundreds of thousands of parts for an entire year....after which you've still installed
zero of them in any other trim of the car.
That's not a transition. That's either gross incompetence of the worst kind, or they're not ACTUALLY comparable enough to be interchangeable and no transition is happening at all.
The tread you've pointed to even points it out it totally depends on the way it fails. My point still stands it's "LESS" risky to test it our in the AWD than a RWD
But...it's not.
Because the rear DU failing in
either car is
equally disabling to the car.
As that very thread mentions.
Not they wouldn't you protect your high paying customers you don't do risky things at the high end
Like cut the price thousands of dollars without warning?
LOL as the kids say.
Yes, it is. You're extrapolating from incomplete information. You assume you know what's been enough to trigger a rev letter but you until now have no basis to know with certainty the smallest change that necessitates a PN change to them.
Again this is simply not true.
Rev PNs
replace the previous one. If you order a 980 today you get a G. Doesn't matter what rev you had before because it's a newer rev of the SAME PART. It drops right in and there's no reason to offer the "old" version to anyone.
You only bother with a NEW PN if there's a
difference that matters for things like both initial build AND/OR replacing the part later.
Hence we
know that's the case.
A 980 will be replaced by the current-rev 980. It won't be replaced with a 990. Which is a
different part.
You overlook a very basic example and while I don't think this is the change it very well could be. A change to the casting of the casing for the motor would be considered a Class 1 change and even if none of the other parts in the motor changed even if the casting was only changed slightly to add strength or to reduce the thickness of a wall to save weight or cost a Class 1 change if you're following best practices requires a full part number change not just a revision in traditional manufacturing if both parts are still being produced at the time of revision.
If it were something like that they'd be using the 990 in
all cars. Not exclusively the AWD non-P.
So again- no.
There has to be a REASON it's only in the LR AWD. And has continued to ONLY be there for over a year now.
The simplest reason, and the only one that really fits the info we have, is it's
less capable of max output than the 980.
You've offered no other actual explanation that fits the facts.
But Tesla will not always be doing it and that make it an issue
If the drive unit is mated to the VIN in Teslas system as it has been suggested is the case for the 3 (and newer Xes at least) it sounds like it WILL always be Tesla doing it unless someone hacks around that.
Sigh you're not understanding this part the issue isn't downloading the code it having multiple code paths for the same car and the complexity that introduces to the code itself
No, I understand it fine- you've just failed to make a case for it being an issue.
There's ALREADY a bunch of paths.
They just added TWO MORE with acceleration boost (980 vs 990). T
hey created new profiles for EVERY trim....TWICE... with the two different 5% power upgrades too (which obviously were different for each trim of the car based on testing done by owners).
One more doesn't appear to be much burden on Tesla.
You're not listening to what I'm saying here
SKU's before
- 960
- 980
SKU's now
-960
-980
-990
2 SKU's to 3. why?
It's weird you';re asking- since YOU keep insisting the 990 isn't really "different"
I'm the one who pointed out there'd be no reason to HAVE a 990
unless it is different and in particular cheaper.
Because otherwise it wouldn't be worth the cost.
Your argument is that it's somehow NOT different but STILL worth the cost of having a different part.
It's yet another on the long list of reasons it fails occams razor.
And for the last damn time I'm not saying they're sitting on an inventory of hundreds of thousands of 980's that would be idiotic and terrible inventory management but I also don't think they're going to expand to multiple production lines when it's been working with fewer for years already. There's no cost savings or sense in that. The simplest answer here is the 990 is being proven out and eventually the 980 will be retired in favour of the 990. Then they're back to 2 SKU's. 2 Part Numbers, 2 Production Lines, 2 Inventory buckets
So your premise is the 990 is just as good as the 980....(why does it exist at all in that case again?)
Or, no, wait, the 990 is "better"...somehow....but they're gonna spend YEARS running
three DU lines until they're really super extra double sure of that.... because apparently Tesla has no idea how to actually test anything to tell if it's good enough without running it for
multiple years in production...or something....? But not actually testing it in production on ANY trim other than the LR AWD.... because REASONS!
Your story isn't making any more sense, but it keeps getting funnier.