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MYP - DU CAT 3
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M3P - DU CAT 2
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Both are overshooting their stated torque in the papers. The MYP a little more than the M3P. Though the M3P was at around 90%, where the MYP was at 97% SoC.
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.
Regarding Maximum Motor Power in the papers:
From all the Tesla's, that I have connected my testing equipment to, there has been only one car that was exactly on the spot with all numbers, when compared to the registration documents and type certificate.
The Model 3 Standard Range from 2020-2021 with the LFP55 and LFP60 in combination with the 3D1 (DU CAT 1) motor. This car is stated to have 239kW and thats the power you saw in Scan My Tesla on every launch.
One car showed less power in SMT, the LFP55/LFP60 Model 3 SR with the 3D6 Motor. That one fell just short a couple of kW, but had better power at high speed.
All other Teslas showed higher values in Scan My Tesla. Some actually quite a lot more, like the Model 3 SR 2021 with the Panasonic 1L battery pack. 208kW -> 240kW and the Model 3 Performance with Panasonic. 377kW -> 435kW!
But then what is the point, when we know how much errors there were in the paperwork. Wrong battery capacities, wrong battery type designator, wrong wheel options, wrong type certificate revision...you name it. It might turn out that DU CAT 2 should have been declared as 393kW all along and that might be the answer or that the DU CAT 3 is a low voltage / high current layout...its all guessing.