It is normal behaviour that the voltage drops under load. The terminology is "Voltage sag".
@Jan Kowalski Tesla no longer says the M3P is lowered in the US website. That changed earlier this year. To be sure you'd need to get out your measuring tape and compare with an LR. Tesla doesn't publish many hard specs for these cars, so they have wiggle room to keep building M3P's with the lowered suspension, even if they no longer advertise it on the order page. (Nothing they publish says it won't be lower!)
Part numbers are still different between LR and P. It does not appear appreciably lower than an LR to me, but I've also parked next to early M3Ps and the height looks the same there. I think Tesla's claims of 10mm was always overly optimistic, and suspect the wording and picture change on the website was to reflect reality.
It probably is from the actual accounts online and measure the old cars vs new. The main difference are the Pirellis that show a larger wheel gap than the Michelins.
Very keen to see this. Has anyone collected any real world performance (0-60 etc.) data on the latest M3P with this battery and 3D6 cat iii?
We have started to compare performance data here:
tff-forum.de
Good to know. Having experienced the previous vehicle and now the new one I can’t tell any difference between them. Seems like it is so subtle that we probably wouldn’t even see a difference in a drag race. More data points for the LG would be very useful especially in the same conditions, road etc.We have started to compare performance data here:
Model 3 P/LR 2019-2022 Leistungsvergleich
M3P Q2 2022 (LG Akku) Gestartet bin ich mit 97% (erst Ionity, dann wegen Wartung wurde meine Ladung unterbrochen und habe bei EnBW weiter geladen), als ich mit den Tests fertig war (~15 min) war ich bei ca 85% 100-200 10.19s (-0.18% Slope) 10.28s (0.00% Slope) 10.40s (0.22% Slope) 11.04s...
I didn't get my hands on one myself yet (expected delivery of my second 2022 Performance is in August).
Some observations - nothing final - not 100% certain:
Again, no head to head comparisons yet and only one LG driver who did some Dragy runs.
- 0-100kph here the two perform similar, but the Panasonic gets the same results with 10% less SoC. Both did 3,75s, but the Panasonic was at 40% and the LG at 50%.
- 100-200kph here the one tested LG wasnt able to do any times below 10 seconds, where the Panasonic did sub 10s down to 45'ish%
Its probably mostly noticeable in Germany with our unrestricted Autobahn. The M3P has always been pretty stable on acceleration up to 60kph. After 60kph you can feel the SoC reduction, but you have to pay attention. Acceleration from 120-130kph upwards (and this only really matters in Germany or on a track) changes a lot with SoC and Cell Temp.
Do we know yet what was actually changed between the 3D6 cat. ii and cat. iii?
There are no indications that there is any difference between the two "hardware-wise":
Well, the new 3D6 motor (Q = Drive Unit Cat 2) was already introduced in July 2021 and paired with the CATL LFP and Panasonic NCA battery packs. Only the pairing with the LG and limited to Z = DU CAT 3 came much later.
Do we know the torque and power vs rpm curves for these motors?
You could question why there have been no performance changes when there was a switch from DU CAT 1 (3D1 Wire Winding) to DU CAT 2 (Hairpin Winding). Although it says the 3D6 has more torque there have been no changes in acceleration times for example.
This is all only reading Scan My Tesla values. So the same method and assumed error in electrical losses on both. On top also Dragy measurements as they translate better into real life comparison.
I have seen the reported combined Rear and Front motor output be 448 KW in my Model 3 Performance. That was when I ran 11.271 @ 121.79 mph. Thing was pulling hard the whole way. That was at 99% battery and I maximized preconditioning.
