JRP3
Hyperactive Member
Quaife - Quaife made a LSD for the Model S, they'd probably build one for the soon to be higher volume 3.
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Another interesting point to mention:
I saw VINs on three of the Model 3 test cars. A silver one looked like it had seen a lot of aggressive testing and was #67. There was a Midnight Silver one that had a VIN in the 2600 range. The PD car, if I recall correctly, had a VIN in the 500 range. It may be that they built the car on the production line as a normal single-motor LR car, and then upgraded it to PD specs by hand for testing purposes.
I saw VINs on three of the Model 3 test cars. A silver one looked like it had seen a lot of aggressive testing and was #67. There was a Midnight Silver one that had a VIN in the 2600 range. The PD car, if I recall correctly, had a VIN in the 500 range. It may be that they built the car on the production line as a normal single-motor LR car, and then upgraded it to PD specs by hand for testing purposes.
IIRC with Torsen type LSD differentials, this won't work. Torque transfer only occurs under load. It puzzled me at first, but it worked.
From the pics, I assume the Quaife is this style.
Because a) it has air suspension and b) it doesn't have adjustable dampers.
Not possible. Tesla can make radiator 3x bigger but air intake scoop has cross section fixed to very modest size. This is the limiting factor, not cooling system.
What size is the intake?
Volume × temp rise = heat rejected,
kW = 1.209×temp_in_C×cubic_meters_per_second
BTU/hr=1.08×delta_F×cmf
If radiator has .5 m^2 area and air passes at 6 m/s (13 MPH) then that is 3 kW of energy transfer for each degree C air temp rise. The AC condenser can produce a high delta temp if needed.
JRP3
Hyperactive Member
Daniel in SD
(supervised)
I mean it's possible for them to make the air dam bigger. Possible but not likely. No one here knows how good the current cooling system is because the only data point is four laps at a moderate pace before the brakes failed. And it was on a very cold day.
Daniel in SD
(supervised)
Im sure @mattcrowley is an awesome driver but I doubt he was going full speed on his first four laps in a car he had never driven at the track. "No brakes left after the 4th lap." I also doubt he was pushing it too hard after the brakes went out. Also the track was wet.
Model S M.D.
Ludicrous Radiologist
All D's will be P's?! And miss out on the extra $20K for the P?
You know there is exactly no chance of D==P being true!
All D's being software locked Ps is not entirely inconceivable. It goes along with Model 3's simplicity/streamlined manufacturing. Just make all D's capable of performance model via an OTA software update. The ultimate future proofed Tesla
Its fun to speculate, can't wait to see what the AWD Model 3 holds...should be a beast!Have you watched the video or looked at his data? I never said he was going full speed...
Yep top speed was on lap 4, he did slow down a bit for the remaining 5 laps...
His best time at that track is 1:41.9 in his GT4. His best lap in the Model 3 was 1:57.50. Doesn't seem bad for his first time out with poor track conditions...
I would love to see how he would do, and what the brakes would look like, if he tried again but with regen set to standard. (I would even put money toward another brake job.)
Brando
Active Member
For any normal driver, Tesla already cleans their clocks. And so you see more Model S sold than BMW Series 7 and 8s.
And I suspect Tesla collects more $ dollars as well than BMW collects on their Series 7 and 8s combined.
I think the only metric BMW can win is miles driven before needing a refueling and top speed, right?
Daniel in SD
(supervised)
It's a good time no doubt, close to the EV production record set by the Bolt (which had cooling problems). It's a long way from an M3 though which can do that track in about 1:40. Regen will make almost no difference, braking from 100mph takes a crazy amount of power.Have you watched the video or looked at his data? I never said he was going full speed...
Yep top speed was on lap 4, he did slow down a bit for the remaining 5 laps...
His best time at that track is 1:41.9 in his GT4. His best lap in the Model 3 was 1:57.50. Doesn't seem bad for his first time out with poor track conditions...
I would love to see how he would do, and what the brakes would look like, if he tried again but with regen set to standard. (I would even put money toward another brake job.)
I'm just saying it's a little early to say that power limiting won't be a problem on repeated fast laps in warm weather.
Daniel in SD
(supervised)
This thread is about track performance though. As a street car Teslas are awesome. I don't think the performance Model 3 will be able to challenge the BMW M3 at the track because I don't think Tesla has shown any interest designing a car to do so. There have been plenty of revisions of the Model S and they haven't improved the cooling or added the ability to disable stability control. It is promising that they were testing the performance model at the track though!
They really shouldn’t care as long as they can keep the margins. The 3 is supposed to be designed for lower cost production. It may have higher margins.
OTA performance upgrade sounds like an insurance nightmare. I saw the difference between S100D and S P100D insurance prices.
I don't have any hard data but I think that they have improved the cooling, but there is only so much they can do with an AC induction motor...
The 1st production Model 3 was never meant to be in the same league as an M3. It's closer to a 330i or 340i. The dual motor performance Model 3 should target the M3.
That said... it was a wet track, and the brake pads were inadequate. I bet the LR single motor 3 does 1:50 or better under better conditions. and with tires more like those on an M3.
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