Hmm. This is pic from Finnish users. We have witnessed it too.
Second drop is for the: 2019.32.2.2 software.
Model 3 or S?
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Hmm. This is pic from Finnish users. We have witnessed it too.
Second drop is for the: 2019.32.2.2 software.
Model 3 or S?
That means everyone will have been sold more range than their car would be capable of after this charge depth reduction. And this will be a big issue for Tesla.
Model 3.
That's a big drop.
So have any of the victims that have been infected by batterygate received v10 firmware yet, or are we orphans?
IIRC:How many more miles is that additional range of 85kWh (over 60kWh)?
Yep... from 496 to 478 with like brand new car.... too big i would say.
I have root access to my car. Updates can be rolled back within some limitations (every so often the gateway version is updated, and that can not be rolled back, limiting how far one can roll back the main firmware). I can't say if other unsupported cars were pushed the 2019.8.3 firmware, but mine was for some unknown reason.I would also like to know how you rolled the software back. Has tesla ever before now updated a non supported salvage car? If not then what does that mean if they updated your salvage car?
Call me naive, I deserve it, but I thought the newer batteries were safe.
THis explains why they're fighting all of us. They're screwed. We need to open a dialog before they take this down the drain.
Bjørn Nyland did some investigation into the recent several percent drops in range that some people reported with V10:
The short of it? He noticed that the charging voltages for a given SoC are now higher after V10. Since that's something that can't be altered by software, it appears that Tesla moved about 3kWh of SoC to the bottom of the nominal SoC range; what's 0% now is what used to be ~4%. Basically the emergency buffer looks to be larger now.
yep... just like I found in the Model SOne of the key points made in Bjorn's video is that Tesla apparently changed the scaling factor used by his Model 3 to determine range, so, his point is you cannot simply look at your rated miles to determine degradation. If we got miles "back" its hard to tell if they are actual increase in pack capacity or simply tweaking the scaling factor.
You really need to pay more attention to the data Bjorn provided. What he is reporting is sort of the opposite of the capping. The battery voltage at the same SoC is higher now than it was before.
@KarenRei posted some thoughts on that:
Why would Tesla do that? Maybe too many people were running their car down to, or close to, 0% and they were shutting off since 0% was the actual shutdown point. If that was the case and Tesla just moved 0% up a little bit but still allows you access to that energy I don't think it is a big deal.
Hopefully Bjorn will follow through with his idea of actually driving his car until it shuts down to see if 0% is really 0% now or if they have hidden extra range to prevent people from standing themselves.
His original calculation seemed suspect to me as well, since the Model 3 only has a 75kWh pack and his old calculations were showing that essentially all of it was available. (No bottom/anti-bricking buffer.)
If they ever get confirmation, please share it with me! I'm parking 25 feet from my own home for the same precautionary reasons.Welcome to our world
And Thank you Tesla. I was just informed that I am now required to park 25 feet from any occupied buildings at work until they can confirm that there is no danger
That looks suspiciously like the same drop they pulled on 85 owners.Hmm. This is pic from Finnish users. We have witnessed it too on model 3. Which are 5-6 months old.
Second drop is for the: 2019.32.2.2 software.
You really need to pay more attention to the data Bjorn provided. What he is reporting is sort of the opposite of the capping. The battery voltage at the same SoC is higher now than it was before.
@KarenRei posted some thoughts on that:
Why would Tesla do that? Maybe too many people were running their car down to, or close to, 0% and they were shutting off since 0% was the actual shutdown point. If that was the case and Tesla just moved 0% up a little bit but still allows you access to that energy I don't think it is a big deal.
Hopefully Bjorn will follow through with his idea of actually driving his car until it shuts down to see if 0% is really 0% now or if they have hidden extra range to prevent people from standing themselves.
His original calculation seemed suspect to me as well, since the Model 3 only has a 75kWh pack and his old calculations were showing that essentially all of it was available. (No bottom/anti-bricking buffer.)
How does the depth of discharge of a tesla compare to other EVs? Are they that far off compare to say a chevy bolt or kona/niro/soul EV?
I understand lithium dendrites but is the chemistry of the tesla battery higher energy density but also higher propensity for dendrites?
Plenty of cars without guards have sufficient paint durability to not visibly wear / chip / peel within the typical usable life of the car.The main problem is no mud guards so if you drive on roads with sand or gravel you get that. Cheap aftermarket mud guards prevent the issue but Tesla isn't doing anything for people suffering from the issue.