"There will be model 3's larger 2170-size cells?" I am asking. "No, the battery is unchanged," they answer. "Same battery?" I lean on my head. "The same battery," they repeat. "It's not bigger?" Http://www.motortrend.com/ "It's the same battery," they say again. "But its range goes from what to what?" I am asking. "The long range goes from 335 miles to the range to 370. In general, it's 10 to 12 percent more." In fact, the driveline is fundamentally unchanged except for a point point difference: the existing front drive is replaced by a repackaged version of the more efficient rear of model 3. But it is one of the simple explanations that conceals the answer itself. They cross some of the announced battery sizes and range of European electric motors on the road, and their conditions are universally dreadful. The reason why the trio emphasizes is that they do not treat their cars as synergistic wholes. The model 3 engine is a permanent magnet type, which is more efficient than the induction it replaces. Back when Angus McKenzie and I visited Fremont 2011 – an abandoned shell from a factory Musk passed us past some engines as they were hand-mounted, and I remember asking, "Why are these induction motors? Are they no less effective?" Http: //www.motortrend.com/"The difference is not much, "he replied" And we avoid expensive magnets. " Tesla's skill in cost analysis of an EV as a total system is tremendously more sophisticated. The efficiency of each part is…
“There will be model 3’s larger 2170-size cells?” I am asking. “No, the battery is unchanged,” they answer. “Same battery?” I lean on my head. “The same battery,” they repeat. “It’s not bigger?” Http://www.motortrend.com/ “It’s the same battery,” they say again. “But its range goes from what to what?” I am asking. “The long range goes from 335 miles to the range to 370. In general, it’s 10 to 12 percent more.”
In fact, the driveline is fundamentally unchanged except for a point point difference: the existing front drive is replaced by a repackaged version of the more efficient rear of model 3. But it is one of the simple explanations that conceals the answer itself. They cross some of the announced battery sizes and range of European electric motors on the road, and their conditions are universally dreadful. The reason why the trio emphasizes is that they do not treat their cars as synergistic wholes.
The model 3 engine is a permanent magnet type, which is more efficient than the induction it replaces. Back when Angus McKenzie and I visited Fremont 2011 – an abandoned shell from a factory Musk passed us past some engines as they were hand-mounted, and I remember asking, “Why are these induction motors? Are they no less effective?” Http: //www.motortrend.com/”The difference is not much, “he replied” And we avoid expensive magnets. “
Tesla’s skill in cost analysis of an EV as a total system is tremendously more sophisticated. The efficiency of each part is weighed against the cost of battery cells, and now the analysis is in favor of the permanent magnet motor used on the front axle. I ask, “Does the permanent magnet motor do not create trailers when the power is not needed? An induction motor can be shut off, right?” It is true, but under light load conditions, the Model S is a front-wheel drive vehicle; the rear engine engages in extra power. So the front unit is never really idle. It does either the power, regenerates it during braking or idling at one stop.
A large chart is projected on a screen. It is the flow of energy that enters model S and how it is gradually divided and consumed. It looks like a river and its tributaries, but in reverse. We see kW-hr going in, branches listed as flight losses, tire pulls, etc., heading out. Model S brain confidence points to these branches and explains how ordinary car companies ask their suppliers for their best and most efficient parts at the lowest prices and then assembles them. Tesla fully understands the entire car as a system for energy weighing. They lead me down the battery laboratory to see some examples.
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Among the “fast” cables, shaking tables, blinking light screens and even a glass container with bubbles floating (what is it?) I show tires. Deck? Pair of current and new model S tires, for both Performance and Long Range versions, side by side. Lars points to the new wear patterns, changes in the several rubber compounds used over the tread make them more effective and their brightness. He gives me the current and new wheel bearings. Turn them around: The new one is noticeably easier to spin. The costs of making small improvements to such seemingly unrelated details are constantly weighed against each other and their impact on battery size and driving range.
Hmm, so if the battery is unchanged, is model S getting the new “V3” 250-kW Supercharging rates? It’s a cumbersome break. “Not at this time” is the accurate answer, but the car can handle a 200 kW charge rate. It leaves the cheaper model 3 (which was designed for V3) with a charging advantage. The opposite argument is that current Superchargers are set to rise from 120 kW to 145 or 150, which reduces battery charging time from 37 minutes to 26 and with 370 miles of interval you reduce how often you “stop anyway and not stop faster than the fastest charge, right?
Before we go to Fremont to start our southern traffic, we go outside and belt into the latest model’s S version (model 3 front engine, the existing large rear engine) for a warm lap around Palo Alto.
When the development engineer charges through corners, he scrolls through technical descriptions of each traffic accident and how the car makes them disappear. He notices everything – in one place he exclaims: “Flying squirrel! Did you see that? “This is part of model S’s update was not on my radar at all.
The two main components are the air suspension’s four-wheel adjustable damping and also the steering software that sounds suspicious as Track mode.” that it is the same team that developed it. “Even though driving has changed – stiffer rear feathers and softer fronts so that the wagon is more like a whole that reduces pitch – the software faster decelerates the suspension in response to a set of sensors. While other systems use” look-up tables “to determine setting adjustments, so this tracks, like the track mode, a real-time physics model and compares the results with its predictions.
Previously, the rhythm height was determined by speed, lowering of the chassis as speeds rose, and is now predicted by The road’s speed limit data, embedded in the maps, the driver turns the steering wheel from its straight forward position. ash by quickly stiffening the car’s appropriate corners, which increases the load on these tires. That’s when the wider width of the tread center fibers comes into play. We really do pick up the car, which unfortunately repeats the road when we arrive, when I mention, “It is amazing that someone can then do this, less a 7-year-old.” Lars corrects me. “That’s because it’s not the same car, it’s been constantly changing. This is the car’s third different forearms.”
At Fremont, the place is lively like Main Street in Disneyland. People cutters in the showroom; tours are assembled and enter the factory. We set up a quick video shot in the parking lot with the Long Range since we take, and a security guy asks what we do. He shooed away with a curt, “Elon says it’s OK.” Remember that if you ever visit Fremont.
We are told to set the climate control at 72, fan speed at 2, drive at the speed limit and on the motorway to keep between 65 and 70 mph. We disconnect the charging cable, I clamp into the front seat, and our video producer jumps in the back. Tesla’s screen says the car has 370 miles distance.
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Surprisingly, the hub system shows our way down 101, over the steep highway 152 and dumps us to Interstate 5 with its famous obstacle, Grapevine, which is basically a mountain where it sometimes snows at the summit in winter. “Is this really the best way?” I ask that after Highway 101 all the way along the coast, with its relatively milder qualities, it would be less of a challenge challenge. “Just follow the map,” we say. ( A quick side note: Technically we don’t drive from San Francisco to Los Angeles. We leave Fremont, which is in the same latitude as Redwood City, about 26 miles south of San Francisco. But it’s still technically Bay Area, which is what really matters in this test .]
To begin with, I’m careful. Every drop in battery level scares me briefly. Not only do we not load, I have decided to try it continuously, too zero pit stops in the roads, to avoid any losses. Tesla said that this type of bleeding is unnecessary, but hey, let’s see how far we can do it? Video copywriter Noah Dates in the backseat reluctantly, as well as guys in photo / video chase vehicle (even though I’m sure they’re lying).
Most hypermilers do their best work alone to maximize the range. With Noah in the back I already suffer a 180-pound weight penalty, which in a test like this can be decisive. Tesla says not to worry. For me, it’s also a more realistic test of a couple making a run between California’s two largest cities. In addition, Tesla PR has monitored the weather. It will be a headwind when we head south. They express concern that it may affect the test. They want us to go for it, but add that they can pick us up if things get dense.
On the ascent up 152, I follow chugging trucks in the right lane, but when we are at 5, I noodles between the super-fast left lane and the slow half-right to the right, are conservative and pass only when I can with normal acceleration. But driving between 65 and 70 mph on I-5 is pretty much impossible. I drive pretty much like any other common road warrior on this stretch.
Right down the road, I have used Navigation with Autopilot and thought about how things go on the independent event up in Palo Alto. This system not only provides radar-based adaptive cruise control, but also suggests changing the roadway to pass when the side cameras say the coast is ready (just press the turn signal). It’s pretty good – when a pickup was merged from the right, it looked and slowed; only once did I wonder about a approaching car and exceeded its lane change with a tug back on the steering wheel.
And then we came on a truck. We automatically switched paths to pass the big rig, and when we arrived next door I realized that it was a Tesla Semi that did testing at the same time. We radioed the car to find us (they stopped somewhere, “get something to drink“). Throughout my hand gesticulated, I had loosened my grip on the steering wheel long enough for the autopilot to bark and shut me off. Geez, this is ironic. But I deserved it. My fault. Unfortunately, the only way to get on their good side is to make a stop-and-go punishment and we don’t stop right, Noah? He nods. From here I have the pilot car myself. What is this world coming to?
At the 270-mile point, we sit beautifully with a presumed 8 percent of the battery left at the time we come to Hawthorne. But this is also the ramp up in Grapevine and Tejon Pass 4 144-foot summit. I remember being ahead of the introduction of the prototype of GM EV1-a car called Impact and a reporter asking GM President Roger Smith if it could do it over Grapevine on a single charge. He and the engineers were silent. Now I start the class with 30 percent of the remaining battery model S. This is simply amazing.
When we pass Magic Mountain, Noah and I consider some trips but agree that Tesla would not find it fun. So we slip down into LA traffic and finally gates through to reach the SpaceX headquarters, on the corner of Crenshaw Boulevard and Jack Northrop Drive.
As we enter the Supercharger stable, our past time from the Bay Area stood at 6 hours, 11 minutes, 359 miles. With 83 kWh, we used 11 percent of the battery left – which is 41 more miles at the speed I went. Right at 400 miles if you add it. Had I continued down I-405, I could have driven to my home in Costa Mesa. Frankly, I am a little embarrassed that I was too conservative; I could easily have driven faster and still did. But I am debating about testing these limits later. First things first ah, yes, the bathroom is in the hall to the right.
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