Tesla Model 3 Unveil Part 2 – edited

Edit: the original text is as it was, the added part is included with an “edit” mark.

My 2 cents on what it will be:

  1. Autonomous driving: the base hardware will be presented with an alpha version of the software in demo mode; the base hardware will be delivered in all new made cars (Model S, X, 3) with software to be delivered (much) later, as it was the case with Auto Pilot;
  2. A fully functional HUD will be shown in its final form, it will be available in all Model 3 variants;
  3. The Model 3 D version will be on display and demo;
  4. New batteries capacity, may be up to 120 kWh; edit: the different battery options – all models included – are for version’s choosing only, the base Model 3 will have the least expensive battery; may be the Model 3 will never see any version with the top of the line batteries, and this makes this whole remark a bit contradictory;
  5. The final body language version of the 3;
  6. The CUV variant of the Model 3 will be shown. Edit: this one would be pretty cool, I would love that to happen, I really think it will take some more time. Tesla is doing such an amazing job we all want it to be faster.

My 2 cents.

Updates

The car gets better with time.

Sometimes the update brings you improvements for the motors, or the auto pilot, or the wipers…

Another update, now it will be the Destination Charging updated map. New functionalities: the car will know where new charging points will be located.

Getting better all the time.

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Install now
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Superchargers
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Destination chargers

The Model 3 and EV awareness

It is palpable: since the unveil of the Tesla Model 3, driving the Model S has become a bigger adventure, everyone seems to recognize the car maker and the car model.

Yesterday an Opel Corsa kept himself behind us in the A1 highway for quite a while taking pictures with the mobile phone, or videoing, couldn’t tell. He kept the mobile phone on top of the steering wheel and he was looking all the time to the screen, definitely not looking to the road. To the point where I considered punching the go pedal to lose him, he was becoming a security hazard. But I’m behaving now, trying to determine my “regular calm driving” consumption (sort of, since I couldn’t control myself and slammed the thing when a bimmer tried to overpass using the right lane).

At Lourinhã a Russian man asked “Is this one the latest model?” I thought he was talking about the Model 3. “No, this one is the Model S”, I said. He clearly got upset: “I know it is the Model S! Is it from the most recent ones?” He knew his Tesla stuff! “Yes, indeed it is! It is a D”. He seemed pleased. He knew that at Rio Maior there is a family that has two Teslas Model S. He is an informed man.

When passing by a village “down town” a driver in his tuned little car saw the Model S and passed by, his window open, shouting like the hell was loose “It is a Tesla, a TESLA!” He was in a trance.

At Sintra people were looking and staring and view picking into the interior.

At Campera a group of youngsters passed in front of the car and stared as if their eyes would pop out, mouth jaws unbelievably wide wide open. All of them, in contrast, completely speechless.

A passer by driver backed up is car in a rush to just confirm, looking intensely to the T in the front, that indeed it was a Tesla he was staring to.

Nowadays, after the Model 3 unveil, taking the Tesla out became a new different more intense “inside the aquarium” driving.

Charge efficiency

I’m trying to determine the efficiency of the charging process, and see how much is lost in the process.

Two charges that I recently recorded:
13 ÷ 13,59 = 0,96 -> 4% loss
25 ÷ 27,46 = 0,91 -> 9% loss

How come? It’s enough that the 13 could be in fact 12.5 and the loss jumps to 8%. And if it was 12 kWh, from a ±1 kWh deviation, the loss would be 12%. So, small values increase the error. I have to prepare better tests for better data and measurements.

Edit. From the first full charge done from a starting point of 1% up to 100%, a month ago, one can see the following numbers:
78 ÷ 86,26 = 0,90 -> 10% loss

Using numerical analysis, we can see that the kWh meter of the Tesla Model S is not very accurate, its variation has a ±1 kWh possible deviation. From the wall meter we get a ±0,01 kWh possible deviation. This comes to the inferior and superior interval calculation for worst case as:
77 ÷ 86,27 = 0,89 -> 11% loss
79 ÷ 86,25 = 0,92 -> 8% loss

So it comes down to a possible loss between 8% and 11%.

Converting three phase 4 pin to 5 pin

The Tesla Model S and X are cars that charge anywhere: there’s an array of options available, from single phase to three phase, from 16 A to 32 A, from AC 22 kW to DC at 300 A 400 V 120 kW and to even more in the near future. But there are always alternatives to be improved.

These are my 4 pin to 5 pin three phase converters, for 16 and 32 A. Thank you to Nuno who taught me the details on how it’s done. I’m sure his implementation is more elegant with the 220 V tiny LED integrated into the plug, and not as bulky as in here with the neon lighted switch 🙂

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The switch is just to confirm that Neutral was found in the good schuko pin: it lights for a correct connection because I linked the neon lamp between the L phase and G Ground. When the light is on this means you can use the configuration, the Neutral is in the good pin and usable for the N Neutral needed for the 5 pin configuration. Afterwards the switch can be turned off.

Just for fun, I opened (and reassembled) one of the switches, just to see how it was inside. The neon light is connected in series with a low power resistor, I guess the current the lamp uses is indeed very small.