Watching this , as a 59 year old airline pilot… who was once an engineering apprentice! I recall taking the engine and gearbox out of my 1970 M G 1275cc Midget, single-handedly to swap the clutch. Grinding valves and decarbonising the engine. Who knew, in my lifetime, that I would hardly recognise the parts in a modern car? I watch this in awe. PS I collect my MY this weekend 😀😀😀😀
I'm NOT a Pilot___was an air cadet for a few weeks ( blind in one eye ) Congrats on MY____some people see the Future is NOW! Turning 63 this month____waiting for CYBRTRK 4Motor! It will be all my childhood dreams rolled into ONE
The welds look like to me that they are puls mig. TIG to MIG, MIG is production (fast) TIG gives appearance (slow). How the wealds are not visible on this part, no-brainer. Speed is the name of the game. Puls MIG is perfect for structure. Good penetration an good deposition. Right choice.
Depends on the parts to be welded, consistency results, and the Environment exposure. Tesla isn't know for their welding quality. Bad welds not consistent, could be more prone to bad structural integrity due to residue deposits of infiltration of humidity.
Yes been is becoming comfortable in front of the camera. He's became a great asset to the RUclips team as well as the general tear down and analysis guys.
I'm 75--waiting for my Model X Plaid. You guys are pioneers, leading us from the world of my grand dad's model T and rich men who did nothing but sell parts of our earth to burn and pollute---- to a better world for all. Well done...and SO interesting. Thx.
In my field (high-speed semiconductor design) one of the most power-expensive things we can do is distribute high-speed clocks. Anything we can do to cut down capacitance on the clocks (most often proportional to wire length) pays off in spades. The best designs are those where the circuitry that generates the clocks is close to the circuits where they are used, where both pieces of circuitry are compact, and where everyone paid attention to the wires that connect the two to make sure that they take priority over everything else. In EV's I already knew that the high-current/high-voltage conductors were analogous to my clocks, but your videos have convinced me that the thermal system is an even better analog. As always, excellent content.
I see that tesla is trying to use a MUX bus philosophy (multiple uses from one component) into their systems design and integration. Octo valve is one system that comes to mind.
This kind of cross-model compatibility approach has a lot of synergistic benefits. A lot have been mentioned, but two I especially like are: 1. Allows improvements made in any new vehicle project to easily make their way on to the assembly lines to bring those benefits to other models. 2. Greatly reduces the number of part variations that they need to manufacture, store and make available for service. Just think how many old-style parts from the model S original development project no longer have to be made and stockpiled, now that it shares common parts with 3 & Y.
So many companies do the opposite. Old inefficient parts are used in new models because they already have the dies or molds or they don't want to work on new specs with a subcontractor. They also reason fewer parts need to be stocked for repair - but are doing it from the wrong direction. Their engineers are saddled with a lot of old components and can't innovate for overall efficiency. I know Sandy has complained about this more than once.
Love the videos! I'm not an engineer, so I really appreciate the parts of the videos when you guys don't use special engineering words and explain methods and concepts in plain english. Love from Austria
Always a nice surprise to find a Munro Live video waiting in your YT feed waiting to be watched. Great work guys, hope you will be going to the Giga Texas event next month!
@the bronze james reliability, reusability, maintenance. Do you think much of what’s in a Porsche Cayenne will fit into a 911? Or Mercedes’ G wagon parts into a S600? I used to work at Northrop Grumman as an engineer and the Tesla circuit boards I saw (Sandy took them apart) look just like the ones in our aircraft. Same density and redundancy. Then look at other OEMs boards and you can see a dramatic difference in capability and single use application vs Tesla (same parts useable in all their cars). The integration of systems is also aerospace engineering level of work.
@the bronze james well look at the actual integration and engineering of the car itself. It’s more than next level. No one in the industry has single piece front and rear clips. No giga presses with aluminum designed to be melted, injection molded and no heat treat required…..in 180 secs. There is no one that can do firmware OTA upgrades. No one has come up with a charging infrastructure by themselves, that’s reliable. I don’t know of any OEM that make their own batteries. That’s a lot of firsts and exceptions.
@@davidgrisco1939 you do realize that most of the Tesla engineers, are former NASA engineers that were laid off and re-hired by Elon? The same engineers that made rockets reusable, and now they all work for Elon, reusing rocket boosters. Some of them have been used 11 times. That’s a paradigm shift, so yeah they use different engineers and principles. I pretty sure there’s not a OEM out there that has aerospace engineers working for them.
As one with over 4 decades in the welding biz those welds are fine, room for improvement on a couple of them but far better than most you'll see on production cars.
@@donwanthemagicma A couple shorter ones went off course quite a lot in the middle, my only significant criticism, meaning the weld was too much on the beam not enough on the bracket. That should be adjusted but it likely won't matter much it's just not as efficient as it could be.
I expected a monster bespoke thermal management system for the Plaid! I'm amazed at how it's reusing existing parts, and still getting unreal consistency on the tracks and drag strips 🤯
yeah, it only needed to double the radiator and ventilator unit, redundancy, capacity, future planning and integration is what Tesla engineers do, i hope they make some big improvements to the Cybertruck, because there would not be that much commonality with an exoskeleton, and they need to also think about the up mountain towing , that would be much worst to cool then a plaid going to the drag strip.
A very good episode that is back to the core of what makes Munro Live great. Cory does well keeping the flow of the presentation with some details and Ben really stepped up with the technical information, like the weights, the materials, and the Why. Great job guys and thank you for the video. /cheers ScrapBongo
@@dolex161 For sure, I think Ben could do some videos on his own now at this point if Cory is needed for more of the corporate duties like Sandy is these days. Perhaps Ben and Scott Hartsman would be a good combo. Just please remain focused on the engineering and why things are done a certain way and the material science. /cheers ScrapBongo
It's easy to see why Monroe is one of the top companies in the world of engineering tear downs. Before this RUclips channel I had no idea what was going on behind the scenes. You all are awesome.
@@kstaxman2 Bringing Munro to youtube was an amazing decision both financially for them and education-wise for us. Sounds like with the additional clients and direct income youtube has brought they are more willing to release more technical details rather than save those all for the reports sold. A fine balance. /cheers ScrapBongo
Yes, contrasting the two batteries, that was astonishing. A 13 kg lead acid battery replaced by a lithium ion battery 1/10 the weight. That is a big deal!
Great video. Couple things: At 17:16, you can still drive it. You don’t “have” to wait. It just means to have peak performance, wait. 18:28, they make about 1,700 Model S’s per month.
this is one of the most educated set of viewers. the comments on this video and channel in general are very informative on top of already amazing content. cheers to all the engineers and trades folks here sharing knowledge!
EXCELLENT tutorial video AGAIN! THANKS guys! If one thing I may say, or request, its this: You guys put SO much energy, effort, time and finances into your work, I think IF the videos would cover less per video BUT would INCLUDE diagrams and closer up-videos (maybe even high quality still pictures) of how the various systems work, were engineered and conceptualized, your videos will be in another league! 20-30mins per tutorial videos, covering e.g. just a part of the Plaid's thermal system BUT with more graphics, diagrams close-ups etc., to explain to all the viewers of whom probably 99% are less experienced than you, what each part does, why it does it and how it does it, compared to other manufacturers etc. would be VERY illustrative and provide s steep learning curve for the viewers. So, e.g. this video, amazing as it is, could be split up into at least 3-5 videos, each 20-30 min. with a deeper dive into each topic, supported by diagrams, graphics and more close-ups etc. I guess that the overall cost for such videos will not be that significantly higher, compared to the overall cost of the Tesla S Plaid project. BUT the OUTCOME, the learning and the importance of your channel (resulting in far more subscribers...) will be immense. However, KEEP on doing what you do, your work and engagement is HIGHLY appreciated and as a faithful learner of your tutorials I am looking forward every week to your new videos.
This is my most favorite channel, maybe because I have a Model S and this is only way to find out how it works because Tesla does not provide documentation on their cars to consumers. :)
Exactly. These teardowns are great consumer advisers. Allowing to have more in deep known about the car. Specially with many Automakers not supporters of the "Right to Repair".
Same here! Would be great if Munro Live could also do some overview videos explaining the systems of an EV top-down - rather than cost/competitive analysis - for those of us who aren't in the auto industry. I think that could significantly grow the viewership.
20:22 I believe they used the EPDM lines to dampen the noise or vibration transfer from the rest of the system because it's the only unit that is inside the car.
That nvh may only have shown up on the S as well, so they made this small change. Alternatively, they had already been using them on older S and had no need to upgrade when they had parts on the shelf.
Looks like they didn't use that hole in the firewall for coolant lines on the original s but looks like a wiring harness. But I see EPDM coolant lines running to the heater box in the middle of fire wall. Weird because eletric heater but maybe they heat or cool the anti-freeze there.
I am soaking these videos up, especially the ones about Tesla. I am picking up a Model X Plaid this Saturday and this and other videos are very informative. I was a design engineer and I am currently a quality engineer in Aerospace and appreciate the engineering.
I can't get over how similar the components the systems are from such different models. Ordering/making parts, sourcing has got to be much easier at Tesla than any other automaker. The flexibility is amazing.
And when you look at the quality of the parts Tesla clearly opts for the higher quality, where you see other OEMs using cheaper alternatives. This whole "Tesla = bad quality" narrative was so stupid. Yes panel alignment was really bad in the beginning of the Model 3 ramp, but it was only an aesthetics problem. Tesla is great in its approach to better offer a few great products with great value proposition instead of making 300 different models like VW!
Bullshit!!!! Other automakers are also excellent at using similar parts. From the tiny vw up to golf, Tiguan,Touareg, transporter, crafter, Bentley, Bugatti, Skoda, seat, Bentley, audi, Porsche….. they all share a lot of parts together.
I'll be fascinated to see the differences once you have a chance to tear down a new Austin MY with all of the structural changes from the 4680 integration.
There likely wont be too many structural changes at first. Tesla needs to be able to build an almost identical car on three different continents with several different battery packs including 2170s, 4680s, and pouch style LiFePOs. We shouldnt expect to see major structural changes in any vehicles until thier entire production is 4680. Maybe with Cybertruck.... whenever that finally happens.
@@patreekotime4578 tesla don't use pouch style batteries at all - Elon is against them because of the higher amount of thermal expansion they undergo - he has openly said this about oem batteries before
@@patreekotime4578 LFP batteries are prismatic not pouch. Pouch cells are a problem waiting to happen and will never be used by tesla. Structurally the Austin and Berlin model Y will be VERY different from the ones made in Fremont and Shanghai. They will have front castings and no floor. The structural pack will be the same it will just have different cells inside it. Same as the non structural pack is the same it just has different amounts or 2170 from different suppliers or may contain prismatic LFP cells.
@@PeteLenz But they will all be reverse engineered to work in the same body that they currently make with all of the same mounting points for common hardware. Why is why I said they wont be dramatically different structurally. Once they have a vehicle that ONLY uses the structural packs and double castings, then they can use those to their full potential and shift structural elements from the rest of the body.
So did they finally get rid of the need for a traditional 12V battery?! That's amazing! The small Li-ion battery should last significantly longer than the old super heavy Pb-Acid batteries.
Better still, unless I'm mistaken, the lithium 12V battery won't suffer as much parasitic energy loss from the need to have its charging system constantly fight against the lead-acid's tendency to become sulfated.
Need is the wrong word. Traditional 12V vs. Li-ion is mostly a cost decision. You can get a Li-Ion battery for pretty much any car, but they cost 5-10x more.
Thanks Corey and Ben--just magnificent work, again on this teardown! So fascinating and insightful. This must be required viewing at every OEM worldwide. All of the time, and work you're putting in to these videos beforehand to make them go so well is very clear, aided by the excellent camerawork and editing. Corey is a natural for the camera; Ben still seems a little uncomfortable looking directly into the lens. Imagine you are talking to a best friend or family member and it will become easier. We're all rooting for you. I'm already subscribed, or I'd do it again!
Y'all are excellent. I loved your closing thoughts. They had enough foresight on so, so many things for this car, and the structure of their company hierarchy has helped them with thinking ahead, too, so that all the systems work so well together, efficient with cost, weight, and everything else! My thought after this was: man I hope this means parts that are shared with MY will also be cheap to replace on the Plaid and CT, too! No reason one they have engineered mass- market parts for them to reinvent the wheel unless they want to do so!
I love the teardown. I grieve to see that fine car taken to pieces, but you've learned so much. I'm looking forward to a motor analysis of that unique laminate.
What does it tell me when they are able to use so many parts from Tesla model Y or 3 is not only that it is a smart move because of cost savings and so on, bla, bla bla but also that those parts like octovalve are so technologically advanced that they CAN be used - simply able to keep up with the pace and needs of the Tesla Plaid, which must be pretty high. They are not using those universal parts only because somebody has told them to do so. The the whole trick in this is that those components are such a beast that they are probably doing the job the best what the engineers can think of right now. I wouldn’t be much surprised if it was done even the other way round - while working on Tesla Plaid somebody could invent ocvovalve and they could decide to put it also into their lower cost vehicles. Something like steel for cybertruck was originally meant for rockets... Either way, it is just amazing.
In 20 years, since there were so many of those components made, you will be able to get cheap parts for your Model S plaid. Using highly engineered parts where it counts on your lower volume product makes the parts system way more efficient for generations to come. Tesla will be a huge cash cow when the warranties run out for years to come.
My take on the welds, I work for the navy as a weld inspector.. I think that the fillet size is massively oversized for the function. I think those welds will hold for the lifetime of the vehicle and then 20 years. I can see a few weld attributes that might fail a navy inspection depending on follow on higher level inspections like liquid penetrant and a little weld spatter but frankly i think they are just fine! my concern is the brazed aluminum backing, if its a silver braze, it very easy to have alot of failure points along the entire length of braze as the braze temp has to pretty much be in a 10 to 20 deg corridor and its easy to mess that up(especially with the geometry of the part being so non uniform controlling the temp might be difficult).... I have a model 3 so ill keep an eye on that as time passes, thanks for the insight....
I am amazed at the complexity of a great EV. It seems almost as complex as an ice vehicle, potentially having same mean time between failures. One major saving grace is far less heat than an ice vehicle. Thanks for showing me what’s in my LR - mS.
My father was a heavy equipment repair welder. He would weld and repair giant catarpillar mining equipment and had his own shop repairing this equipment and was known to be one of the best around. His welds looked just about the same. And we’re just as solid and reliable as you could get. He taught me to weld as well and I can say without a doubt that if your complaining about these welds on the model S your a joke. They are perfectly fine. There is no need for fancy “perfect bead” welds. If your complaining about that your out of your mind & I’d like to see you weld 100 of these in one day with picture perfect beads. If you can do that and show proof than I will eat shit. Literally.
Good job guys! Love the teardown. Tesla is doing an amazing job reusing parts. And you are doing an amazing job documenting and concisely sharing this wonder of our lives.
Many years ago i used to read articles in Motor Trend authored by Jean Lindamood. Just wondering if Ben is related? BTW, the Munro Live videos are always interesting and informative. Great stuff.
For the welds people have to remember that the main thing that matters is that the welds hold up. It does not have to t look pretty, it just have to be structurally sound. Especially when it is under the hood, under a beauty cover and on the bottom side of the unit. You are never going to see it. Why spend time and money making it look nice when no one is going to see it?? I guess since I am an engineer I see it from that point of view
Great job guys! Your channel is really high quality and totally unique. Fantastic to examine this paradigm shift in such detail. Tesla cars will be in the market a long time because of the interchange-able parts.
My take-away is that if the Plaid is able to use essentially the same thermal management components as the 3 and the Y, then the 3 and the Y have extremely robust systems for what they are called on to do in those cars.
I test drove a long range model Y. That car is the fastest accelerating car I have ever driven (0-60 in 4.8sec). And it was not even the performance model. For the performance model Y and 3, they need a higher performing robust cooling system. They are super cars in their own right. Comparing back to a 2008 Ferrari f430 that cost $277K, it would go 0 to 60 mph in 3.9 seconds. The model Y performance goes 0 to 60 in 3.5 seconds with 554 hp. (The model S plaid has over 1020 hp). The model 3 performance goes 0-60 in 3.1 seconds. It's such a sleeper car. Looks like it would be as fast as a Toyota camry, but when you step on the accelerator a smile comes across your face as the blood rushes out of front part of your brain from the dizzying acceleration. All I could say was wow! I got back in my toyota avalon hybrid with the busy dashboard and not too comfortable seats and had to make a decision.
WOW. What amazing engineering. Particularly when compared to the Mach E Mustang, which illustrates how far Ford needs to go to compete. I am, as usual, very impressed with how y'all have figured out how it all works. Kudos guys.
Outstanding video as always. To a regular person, seeing a Tesla vs another EV, Mach-E for instance, they only see "two cars that are both EV's, vroom vroom." To anyone who cares to pay attention to the real technical differences they see a car, Tesla in this case, that is light years ahead of the competition and, when OEM's get their act together, these components will become the new norm, granted Tesla will already have moved on to innovating the next greatest thing.
Cory can take his time when moving these parts around, I'm worried he's gonna break something he's in such a hurry. Remember we don't see the parts often, so getting a longer look at them is just fine with me.
Great vid, thanks. I’d like discussion on heat pump coupling to refrigerant-coolant heat exchangers - what prevents them being mounted on heat pump (close coupled). I’m real impressed they’ve gone this far, minimised volume of refrigerant and length of vulnerable refrigerant hosing. That’s still incredible complexity! I’d like to know if this is applicable to domestic HVAC. It’d reduce installation cost / complexity. EDIT. I watched the untangle club vids. They answer my question peripherally. Wow it’s complex!
Amazing content. Always a good idea to share why a component makes good practice (or is bad design) I am sure most of us watching need it spelling out as normal people do not get this close to dismantling a car.
When Cory talks about ribbing the Ford Mach E and its having 4 pumps for the coolant, Ford is listening. Jim Farley, CEO of Ford ..."If I showed you our cooling system for the Mach-E it has four motors probably needs to be two. It has 60 or 70 hoses probably needs to be one-third of that. And those are the opportunities we are going after." This is the information Sandy and the Munro team talked about during the Mach-E teardown. /cheers ScrapBongo
just curious on how little R134 you now need as the lines are so short using glycol as a secondary refrigerant. I love this technology. making the likelihood of loosing gas from the ac due to stone chip puncturing the front heat exchanger. glycol is a lot thicker so wont leak as fast and will pinpoint the leak itself . fantastic work guys keep up the fantastic work
There was a question on LR vs. Plaid as far as the extra two external coolant pumps. I can confirm at least one of the pumps (not mounted to the manifold) resides in the 2022 LR. I couldn't find the 2nd one, but without ripping it appart, the 2nd pump may be there as well. Oddly, I was unable to find either pump in the Tesla parts catalog, but I've noticed other occasional parts missing from the current catalog. Thanks for the great teardown!
You're talking about how the present (whatever) for the Plaid is somewhat different than what is on the Y. What you may be missing is that the Model Ys coming out of the factory today share the exact same parts as the Plaid. You are looking at a Y from the past. Tesla makes changes daily. (You know that.)
Not necessarily true. Even Tesla needs time to implement/roll out changes. Not implausible either, mind you. Unless you have specific evidence for your specific claim?
Are you guys sure its a R1234yf system? I have a july 2021 built plaid , the high and low service ports are a r134a fitment, the car is however absent of any labeling to identify refrigerant type and charge amount, and oil type.
Would it be possible to draw a principle sketch on the whiteboard and explain the Thermal System? A picture ..... Thanks for all this very interesting insight!
I love how Tesla make car's, in technology aspect, ingenuity aspect, cost aspect they always ahead and thinking forward. Tesla is the future. That's why all of my family members and all my friends have Tesla and ordered more Tesla car's. It's the best and awesome car's to have. We are going to Austin Texas so see the Tesla giga fest.
15:47 - So you are saying they have the same cooling/heating from the heat pump to take care of 3 motors, a bigger battery AND a bigger passenger compartment. Seems like it would have to work much harder to do all that additional work.
Y'all need to actively search for an inside source at Tesla that would be willing to give an opinion on the critiques offered up in these videos. It would be interesting to get the feedback, and i'm sure there are enthusiastic internal engineers willing to give non sensitive commentary. My guess for those cheaper lines, may be the whole supply chain shortage issue. Same way they've been substituting chips to maintain output, they may have also had to substitute other components as well.
Hi guys, great video. I have a suggestion to improve the experience for viewers, particularly those who are not in the car manufacturing industry. It would be really helpful if you could define abbreviations and acronyms when you first use them. Today you used the abbreviation EPDM for the material that some of the hoses are made of, but I have no idea what this stands for. The other day, you mentioned IP many times before using the unabbreviated form (instrument panel). I'm sure to many of your viewers, IP stands for intellectual property. Thanks
The engineering is more than excellent its also forward thinking and compatible with both older models but planned to be compatible in the future as well. The cost savings and the time saved that can be used for new projects is an important advantage Tesla has over other EV manufactures when it comes to cost control. To have such heavily engineered parts being used across all models and many years is just not done by any of the other companies. It's also why they can redesign a new model or update an existing model so quickly.
These are definitely MIG pulse welds. Can be recognized quite well by the black deposits in combination with the "cold weld" at the beginning and covering of the end grater, all with the few weld spatters.
Great job but that super manifold is no semi-solid forging. The semi-solid forging/casting process was shown to be unreliable and prone to internal cold shut defects that are not detectable with normal aluminum inspection techniques. My guess is that it is another high pressure vacuum die casting just like the gigacastings.
I am curious, would the superbeam fit in a model Y as is? I was wondering if they engineered it so that they could eventually add air suspension to cheaper models.
Might be nice to see an overview of what the difference is in core components between this and the Model 3. Looks like the bulk of it is identical, give or take, and the performance gains are coming from upgraded motors, beefier inverters (same board, extra components?), and maybe battery improvements? It's just really neat to think that their affordable car has so much in common with their top of the range performance model.
I would say that the components were built to the highest common denominator where required (over engineered) then produced in such high members that the nett difference was (or will be) a cost reduction, with the added benefit of reliability in the low stress applications.
My BMW R1200 bike I had an 800 gram (about 2 pounds) 4AH LFP starter battery that replaced a 14 AH AGM lead acid weighing 5kg (12 pounds). It worked just as well but never needed float charging as there is no degradation and minimal charge loss.
Watching this , as a 59 year old airline pilot… who was once an engineering apprentice!
I recall taking the engine and gearbox out of my 1970 M G 1275cc Midget, single-handedly to swap the clutch. Grinding valves and decarbonising the engine. Who knew, in my lifetime, that I would hardly recognise the parts in a modern car?
I watch this in awe.
PS I collect my MY this weekend 😀😀😀😀
Get yourself a Jimny - none of that thermoblock and octovalve shite 😂😂
Me too! rebuilt a MG Midget engine when sixteen… it didn’t last long… now driving a 2019 Model X… 62 years old… time flies younger people!
I'm NOT a Pilot___was an air cadet for a few weeks ( blind in one eye )
Congrats on MY____some people see the Future is NOW!
Turning 63 this month____waiting for CYBRTRK 4Motor! It will be all my childhood dreams rolled into ONE
One thing in common is interchangeable 🌍😇🌈💚 bit like a old Morris Minor with a Mg engine in 😊🌎 cool wish UK engeenering wake up. #LandRover
Thanks for the replies above ! 🔝 made me smile.
The welds look like to me that they are puls mig. TIG to MIG, MIG is production (fast) TIG gives appearance (slow). How the wealds are not visible on this part, no-brainer. Speed is the name of the game. Puls MIG is perfect for structure. Good penetration an good deposition. Right choice.
Depends on the parts to be welded, consistency results, and the Environment exposure. Tesla isn't know for their welding quality. Bad welds not consistent, could be more prone to bad structural integrity due to residue deposits of infiltration of humidity.
@@RogerM88
Seems we have a choice?
Listen to those who seem to have expertise in welding.... Or a troll.
🤔
@@RogerM88 it’s not a structural weld that’s holding a lot of weight. It’s fine.
@@rogerstarkey5390 😊
@@rogerstarkey5390 if I didn't had any understanding about welding procedures, I wouldn't be talking.
Ben has really stepped up his on-camera presence since the beginning.
Yes been is becoming comfortable in front of the camera. He's became a great asset to the RUclips team as well as the general tear down and analysis guys.
Both of them did an excellent job. Carry on gentlemen!
Mind blowing progress!
Yes. He is still a bit stiff when he’s not talking but the rest is like night and day. Keep it up, Ben!
I'm 75--waiting for my Model X Plaid. You guys are pioneers, leading us from the world of my grand dad's model T and rich men who did nothing but sell parts of our earth to burn and pollute---- to a better world for all. Well done...and SO interesting. Thx.
In my field (high-speed semiconductor design) one of the most power-expensive things we can do is distribute high-speed clocks. Anything we can do to cut down capacitance on the clocks (most often proportional to wire length) pays off in spades. The best designs are those where the circuitry that generates the clocks is close to the circuits where they are used, where both pieces of circuitry are compact, and where everyone paid attention to the wires that connect the two to make sure that they take priority over everything else. In EV's I already knew that the high-current/high-voltage conductors were analogous to my clocks, but your videos have convinced me that the thermal system is an even better analog. As always, excellent content.
You must've thoroughly enjoyed the Dojo chip design explanation in that case.
I see that tesla is trying to use a MUX bus philosophy (multiple uses from one component) into their systems design and integration. Octo valve is one system that comes to mind.
@@MADMAX7330 Oh, yes, that got a lot of attention in the office...
I'm pretty sure you're talking nonsense.
@@TheJazsa80 You base that off what? To me it sounds perfectly logical.
This kind of cross-model compatibility approach has a lot of synergistic benefits. A lot have been mentioned, but two I especially like are:
1. Allows improvements made in any new vehicle project to easily make their way on to the assembly lines to bring those benefits to other models.
2. Greatly reduces the number of part variations that they need to manufacture, store and make available for service. Just think how many old-style parts from the model S original development project no longer have to be made and stockpiled, now that it shares common parts with 3 & Y.
Also think about the assembly lines for building the cars and training for personnel.
So many companies do the opposite. Old inefficient parts are used in new models because they already have the dies or molds or they don't want to work on new specs with a subcontractor. They also reason fewer parts need to be stocked for repair - but are doing it from the wrong direction. Their engineers are saddled with a lot of old components and can't innovate for overall efficiency. I know Sandy has complained about this more than once.
The commonalities really do share the advantage that Tesla has. Scale. Scale. Scale.
@@donjones4719 very true!
Great presentation by both once again. Ben has gotten even better and more comfortable presenting in front of the camera, well done!
Love the videos! I'm not an engineer, so I really appreciate the parts of the videos when you guys don't use special engineering words and explain methods and concepts in plain english. Love from Austria
Awesome, thank you!
Always a nice surprise to find a Munro Live video waiting in your YT feed waiting to be watched. Great work guys, hope you will be going to the Giga Texas event next month!
Cory and Ben - I appreciate you two so much! You two show that Tesla vehicles are the best engineered autos in the world.
@the bronze james don't you know? Tesla engineers use different engineering principles. 🤭😜😝
@the bronze james reliability, reusability, maintenance. Do you think much of what’s in a Porsche Cayenne will fit into a 911? Or Mercedes’ G wagon parts into a S600?
I used to work at Northrop Grumman as an engineer and the Tesla circuit boards I saw (Sandy took them apart) look just like the ones in our aircraft. Same density and redundancy. Then look at other OEMs boards and you can see a dramatic difference in capability and single use application vs Tesla (same parts useable in all their cars). The integration of systems is also aerospace engineering level of work.
@the bronze james well look at the actual integration and engineering of the car itself. It’s more than next level. No one in the industry has single piece front and rear clips. No giga presses with aluminum designed to be melted, injection molded and no heat treat required…..in 180 secs. There is no one that can do firmware OTA upgrades. No one has come up with a charging infrastructure by themselves, that’s reliable. I don’t know of any OEM that make their own batteries. That’s a lot of firsts and exceptions.
@@davidgrisco1939 you do realize that most of the Tesla engineers, are former NASA engineers that were laid off and re-hired by Elon?
The same engineers that made rockets reusable, and now they all work for Elon, reusing rocket boosters. Some of them have been used 11 times.
That’s a paradigm shift, so yeah they use different engineers and principles. I pretty sure there’s not a OEM out there that has aerospace engineers working for them.
As one with over 4 decades in the welding biz those welds are fine, room for improvement on a couple of them but far better than most you'll see on production cars.
Weld penetration looked good too
Layin down dimes at times.
@@donwanthemagicma A couple shorter ones went off course quite a lot in the middle, my only significant criticism, meaning the weld was too much on the beam not enough on the bracket. That should be adjusted but it likely won't matter much it's just not as efficient as it could be.
I expected a monster bespoke thermal management system for the Plaid! I'm amazed at how it's reusing existing parts, and still getting unreal consistency on the tracks and drag strips 🤯
yeah, it only needed to double the radiator and ventilator unit, redundancy, capacity, future planning and integration is what Tesla engineers do, i hope they make some big improvements to the Cybertruck, because there would not be that much commonality with an exoskeleton, and they need to also think about the up mountain towing , that would be much worst to cool then a plaid going to the drag strip.
They DON'T get great consistency at the track.... at least the brakes don't!
@beyerch For that, you have the Carbon ceramic track pack
A scruffy looking weld is not automatically a bad weld. After all, we are not talking about a steam boiler pressure weld.
Easily the best channel for a genuine, in-depth analysis of a new vehicle. You don't get this anywhere else!
A very good episode that is back to the core of what makes Munro Live great. Cory does well keeping the flow of the presentation with some details and Ben really stepped up with the technical information, like the weights, the materials, and the Why. Great job guys and thank you for the video. /cheers ScrapBongo
They definitely make a terrific dynamic duo! Ben and Corry are very impressive together.
@@dolex161 For sure, I think Ben could do some videos on his own now at this point if Cory is needed for more of the corporate duties like Sandy is these days. Perhaps Ben and Scott Hartsman would be a good combo. Just please remain focused on the engineering and why things are done a certain way and the material science. /cheers ScrapBongo
It's easy to see why Monroe is one of the top companies in the world of engineering tear downs. Before this RUclips channel I had no idea what was going on behind the scenes. You all are awesome.
@@kstaxman2 Bringing Munro to youtube was an amazing decision both financially for them and education-wise for us. Sounds like with the additional clients and direct income youtube has brought they are more willing to release more technical details rather than save those all for the reports sold. A fine balance. /cheers ScrapBongo
Yes, contrasting the two batteries, that was astonishing. A 13 kg lead acid battery replaced by a lithium ion battery 1/10 the weight. That is a big deal!
Great video. Couple things:
At 17:16, you can still drive it. You don’t “have” to wait. It just means to have peak performance, wait.
18:28, they make about 1,700 Model S’s per month.
Maybe they mean Plaid version, extra cooling.
24 minutes well spent - great insight and clear explanations!
Thanks Paul!
this is one of the most educated set of viewers. the comments on this video and channel in general are very informative on top of already amazing content. cheers to all the engineers and trades folks here sharing knowledge!
EXCELLENT tutorial video AGAIN! THANKS guys! If one thing I may say, or request, its this: You guys put SO much energy, effort, time and finances into your work, I think IF the videos would cover less per video BUT would INCLUDE diagrams and closer up-videos (maybe even high quality still pictures) of how the various systems work, were engineered and conceptualized, your videos will be in another league! 20-30mins per tutorial videos, covering e.g. just a part of the Plaid's thermal system BUT with more graphics, diagrams close-ups etc., to explain to all the viewers of whom probably 99% are less experienced than you, what each part does, why it does it and how it does it, compared to other manufacturers etc. would be VERY illustrative and provide s steep learning curve for the viewers. So, e.g. this video, amazing as it is, could be split up into at least 3-5 videos, each 20-30 min. with a deeper dive into each topic, supported by diagrams, graphics and more close-ups etc. I guess that the overall cost for such videos will not be that significantly higher, compared to the overall cost of the Tesla S Plaid project. BUT the OUTCOME, the learning and the importance of your channel (resulting in far more subscribers...) will be immense. However, KEEP on doing what you do, your work and engagement is HIGHLY appreciated and as a faithful learner of your tutorials I am looking forward every week to your new videos.
Yes to diagrams. But well thought out, good graphics, not sharpie scribble.
Thank you Cory and you Ben.
This is my most favorite channel, maybe because I have a Model S and this is only way to find out how it works because Tesla does not provide documentation on their cars to consumers. :)
Thanks for watching!
Exactly. These teardowns are great consumer advisers. Allowing to have more in deep known about the car. Specially with many Automakers not supporters of the "Right to Repair".
@@RogerM88 many automakers not supporting right to repair starting with tesla! Lol…..
Same here! Would be great if Munro Live could also do some overview videos explaining the systems of an EV top-down - rather than cost/competitive analysis - for those of us who aren't in the auto industry. I think that could significantly grow the viewership.
Brothers,
Just brilliant engineering for producability and cost!
Cheers,
Eric
20:22 I believe they used the EPDM lines to dampen the noise or vibration transfer from the rest of the system because it's the only unit that is inside the car.
That nvh may only have shown up on the S as well, so they made this small change. Alternatively, they had already been using them on older S and had no need to upgrade when they had parts on the shelf.
@@jamesengland7461 I'll check tonight
Looks like they didn't use that hole in the firewall for coolant lines on the original s but looks like a wiring harness. But I see EPDM coolant lines running to the heater box in the middle of fire wall. Weird because eletric heater but maybe they heat or cool the anti-freeze there.
I am soaking these videos up, especially the ones about Tesla. I am picking up a Model X Plaid this Saturday and this and other videos are very informative. I was a design engineer and I am currently a quality engineer in Aerospace and appreciate the engineering.
🤗THANKS CORY AND BEN FOR THE BREAKDOWN in terms we can understand 🤔😍😍😍
Nobel Ödülünü Reddetmiş Tek Bilim Adamı İnanılmaz Hayat Hikayesi ;
Video İçin Tıkla 👉 ruclips.net/video/h8gGfUA6Wvs/видео.html
A great team presentation. Good work on that, guys.
Thank you 😊
Just imagine a tear down of the Cybertrack, It will a new holiday!
Highlight of the day these strip downs, tons of info,
Thank you soooooo much. I love watching it every time.
This is just awesome to watch. Amazing level of engineering and hard to reach for the competition. Thank you for sharing!
I can't get over how similar the components the systems are from such different models. Ordering/making parts, sourcing has got to be much easier at Tesla than any other automaker. The flexibility is amazing.
And when you look at the quality of the parts Tesla clearly opts for the higher quality, where you see other OEMs using cheaper alternatives. This whole "Tesla = bad quality" narrative was so stupid. Yes panel alignment was really bad in the beginning of the Model 3 ramp, but it was only an aesthetics problem. Tesla is great in its approach to better offer a few great products with great value proposition instead of making 300 different models like VW!
Bullshit!!!! Other automakers are also excellent at using similar parts. From the tiny vw up to golf, Tiguan,Touareg, transporter, crafter, Bentley, Bugatti, Skoda, seat, Bentley, audi, Porsche….. they all share a lot of parts together.
@@carholic-sz3qv cry harder
@@Relansls that's what she said haha haha
!
Nice, indepth and informative teardown guys.
Greetings from Ireland.
The 11Kg saved on the battery is the highlight for me.
I hope they can use that in the next model Y, less weight, more efficiency!
They are
Sucks in cold weather...
@@vidznstuff1 There is no starter, just so you know.
So interesting to hear super smart engineers taking us thru all the good stuff
I'll be fascinated to see the differences once you have a chance to tear down a new Austin MY with all of the structural changes from the 4680 integration.
There likely wont be too many structural changes at first. Tesla needs to be able to build an almost identical car on three different continents with several different battery packs including 2170s, 4680s, and pouch style LiFePOs. We shouldnt expect to see major structural changes in any vehicles until thier entire production is 4680. Maybe with Cybertruck.... whenever that finally happens.
@@patreekotime4578 Austin MY will have front and rear mega castings as well as structural battery pack. Key advances that will alter the car.
@@patreekotime4578 tesla don't use pouch style batteries at all - Elon is against them because of the higher amount of thermal expansion they undergo - he has openly said this about oem batteries before
@@patreekotime4578 LFP batteries are prismatic not pouch. Pouch cells are a problem waiting to happen and will never be used by tesla. Structurally the Austin and Berlin model Y will be VERY different from the ones made in Fremont and Shanghai. They will have front castings and no floor. The structural pack will be the same it will just have different cells inside it. Same as the non structural pack is the same it just has different amounts or 2170 from different suppliers or may contain prismatic LFP cells.
@@PeteLenz But they will all be reverse engineered to work in the same body that they currently make with all of the same mounting points for common hardware. Why is why I said they wont be dramatically different structurally. Once they have a vehicle that ONLY uses the structural packs and double castings, then they can use those to their full potential and shift structural elements from the rest of the body.
Consider a spot at the end for Sandys color commentary and context relative to auto and other mfr sectors
So did they finally get rid of the need for a traditional 12V battery?! That's amazing! The small Li-ion battery should last significantly longer than the old super heavy Pb-Acid batteries.
I have a ‘22 built model 3 and it has one too
Better still, unless I'm mistaken, the lithium 12V battery won't suffer as much parasitic energy loss from the need to have its charging system constantly fight against the lead-acid's tendency to become sulfated.
They suck in cold weather, genius
@@vidznstuff1 are you sure you’re not confusing the lithium ion 12v battery with the lithium iron phosphate main battery?
Need is the wrong word. Traditional 12V vs. Li-ion is mostly a cost decision. You can get a Li-Ion battery for pretty much any car, but they cost 5-10x more.
Thanks Corey and Ben--just magnificent work, again on this teardown! So fascinating and insightful. This must be required viewing at every OEM worldwide. All of the time, and work you're putting in to these videos beforehand to make them go so well is very clear, aided by the excellent camerawork and editing. Corey is a natural for the camera; Ben still seems a little uncomfortable looking directly into the lens. Imagine you are talking to a best friend or family member and it will become easier. We're all rooting for you. I'm already subscribed, or I'd do it again!
Y'all are excellent. I loved your closing thoughts. They had enough foresight on so, so many things for this car, and the structure of their company hierarchy has helped them with thinking ahead, too, so that all the systems work so well together, efficient with cost, weight, and everything else!
My thought after this was: man I hope this means parts that are shared with MY will also be cheap to replace on the Plaid and CT, too! No reason one they have engineered mass- market parts for them to reinvent the wheel unless they want to do so!
Awesome stuff, very interesting to listen to the both of you! Thank you.
I love the teardown. I grieve to see that fine car taken to pieces, but you've learned so much. I'm looking forward to a motor analysis of that unique laminate.
What does it tell me when they are able to use so many parts from Tesla model Y or 3 is not only that it is a smart move because of cost savings and so on, bla, bla bla but also that those parts like octovalve are so technologically advanced that they CAN be used - simply able to keep up with the pace and needs of the Tesla Plaid, which must be pretty high. They are not using those universal parts only because somebody has told them to do so. The the whole trick in this is that those components are such a beast that they are probably doing the job the best what the engineers can think of right now. I wouldn’t be much surprised if it was done even the other way round - while working on Tesla Plaid somebody could invent ocvovalve and they could decide to put it also into their lower cost vehicles. Something like steel for cybertruck was originally meant for rockets... Either way, it is just amazing.
In 20 years, since there were so many of those components made, you will be able to get cheap parts for your Model S plaid. Using highly engineered parts where it counts on your lower volume product makes the parts system way more efficient for generations to come. Tesla will be a huge cash cow when the warranties run out for years to come.
My take on the welds, I work for the navy as a weld inspector.. I think that the fillet size is massively oversized for the function. I think those welds will hold for the lifetime of the vehicle and then 20 years. I can see a few weld attributes that might fail a navy inspection depending on follow on higher level inspections like liquid penetrant and a little weld spatter but frankly i think they are just fine! my concern is the brazed aluminum backing, if its a silver braze, it very easy to have alot of failure points along the entire length of braze as the braze temp has to pretty much be in a 10 to 20 deg corridor and its easy to mess that up(especially with the geometry of the part being so non uniform controlling the temp might be difficult).... I have a model 3 so ill keep an eye on that as time passes, thanks for the insight....
Well thought out explanations and supposition on why Tesla may have done certain things.
Ben is really doing fine nowadays in front of the camera. Super! I thought all Americans were "elevator pitch" guys but maybe not. Well done!
I am amazed at the complexity of a great EV. It seems almost as complex as an ice vehicle, potentially having same mean time between failures. One major saving grace is far less heat than an ice vehicle. Thanks for showing me what’s in my LR - mS.
We missed Sandy’s thorough and enthusiastic explanations! Don’t leave us Sandy
Fantastic analysis! A great watch, thank you!
Thank you
My father was a heavy equipment repair welder. He would weld and repair giant catarpillar mining equipment and had his own shop repairing this equipment and was known to be one of the best around. His welds looked just about the same. And we’re just as solid and reliable as you could get. He taught me to weld as well and I can say without a doubt that if your complaining about these welds on the model S your a joke. They are perfectly fine. There is no need for fancy “perfect bead” welds. If your complaining about that your out of your mind & I’d like to see you weld 100 of these in one day with picture perfect beads. If you can do that and show proof than I will eat shit. Literally.
Good job guys! Love the teardown. Tesla is doing an amazing job reusing parts. And you are doing an amazing job documenting and concisely sharing this wonder of our lives.
Great job Ben and all those at Munro! Thanks for another video 📹
Thanks for watching!
Amazing engineering. Whatever the model-----Tesla has dragged ALL the other car companies into the future.
Yes, some reluctantly.
Many years ago i used to read articles in Motor Trend authored by Jean Lindamood.
Just wondering if Ben is related?
BTW, the Munro Live videos are always interesting and informative. Great stuff.
Nice presentation guys. Vertical integration has its advantages.
Great video Ben and Cory. Ben is becoming quite the star. Well done. Great to see Tesla's forward thinking approach to engineering.
For the welds people have to remember that the main thing that matters is that the welds hold up. It does not have to t look pretty, it just have to be structurally sound. Especially when it is under the hood, under a beauty cover and on the bottom side of the unit. You are never going to see it. Why spend time and money making it look nice when no one is going to see it?? I guess since I am an engineer I see it from that point of view
Very true, a nice bead doesn’t necessarily make it strong. It’s just a nice bead.
Agreed. This is such a low volume car that it's pontless to go into little details which don't affect performance or sales.
@@alexnutcasio936 wonder what many would say if was Ford doing such welds. Since it's Tesla, the excuses are great.
@@RogerM88
"Excuses are great" .... and YOU know them all!
Tesla cares about their welds the same as their gaps and wind noise!
Space x fingerprints all over these designs. Did not go to school in Detroit.
?? Gwynnes from Chicago and she runs all of SpaceX. The mid-west creates a lot of great engineers.
Nice breakdown.
Great job guys! Your channel is really high quality and totally unique. Fantastic to examine this paradigm shift in such detail. Tesla cars will be in the market a long time because of the interchange-able parts.
Wow… You guys are amazing! All of you would definitely be a great asset to an EV company ⚡️👍
My take-away is that if the Plaid is able to use essentially the same thermal management components as the 3 and the Y, then the 3 and the Y have extremely robust systems for what they are called on to do in those cars.
I test drove a long range model Y. That car is the fastest accelerating car I have ever driven (0-60 in 4.8sec). And it was not even the performance model. For the performance model Y and 3, they need a higher performing robust cooling system. They are super cars in their own right. Comparing back to a 2008 Ferrari f430 that cost $277K, it would go 0 to 60 mph in 3.9 seconds. The model Y performance goes 0 to 60 in 3.5 seconds with 554 hp. (The model S plaid has over 1020 hp). The model 3 performance goes 0-60 in 3.1 seconds.
It's such a sleeper car. Looks like it would be as fast as a Toyota camry, but when you step on the accelerator a smile comes across your face as the blood rushes out of front part of your brain from the dizzying acceleration. All I could say was wow! I got back in my toyota avalon hybrid with the busy dashboard and not too comfortable seats and had to make a decision.
@@greggmcclelland8430 It's called the Tesla smile. Still have it after 3 years in our S.
WOW. What amazing engineering. Particularly when compared to the Mach E Mustang, which illustrates how far Ford needs to go to compete. I am, as usual, very impressed with how y'all have figured out how it all works. Kudos guys.
Outstanding video as always. To a regular person, seeing a Tesla vs another EV, Mach-E for instance, they only see "two cars that are both EV's, vroom vroom." To anyone who cares to pay attention to the real technical differences they see a car, Tesla in this case, that is light years ahead of the competition and, when OEM's get their act together, these components will become the new norm, granted Tesla will already have moved on to innovating the next greatest thing.
Cory can take his time when moving these parts around, I'm worried he's gonna break something he's in such a hurry. Remember we don't see the parts often, so getting a longer look at them is just fine with me.
Really insightful and informative commentary Cory and Ben - many thanks from an engineering layman
Great vid, thanks. I’d like discussion on heat pump coupling to refrigerant-coolant heat exchangers - what prevents them being mounted on heat pump (close coupled). I’m real impressed they’ve gone this far, minimised volume of refrigerant and length of vulnerable refrigerant hosing. That’s still incredible complexity!
I’d like to know if this is applicable to domestic HVAC. It’d reduce installation cost / complexity.
EDIT. I watched the untangle club vids. They answer my question peripherally. Wow it’s complex!
Amazing content. Always a good idea to share why a component makes good practice (or is bad design) I am sure most of us watching need it spelling out as normal people do not get this close to dismantling a car.
When Cory talks about ribbing the Ford Mach E and its having 4 pumps for the coolant, Ford is listening. Jim Farley, CEO of Ford ..."If I showed you our cooling system for the Mach-E it has four motors probably needs to be two. It has 60 or 70 hoses probably needs to be one-third of that. And those are the opportunities we are going after." This is the information Sandy and the Munro team talked about during the Mach-E teardown. /cheers ScrapBongo
Thank you!
You're welcome!
I especially appreciate seeing the parts commonality among the Tesla models as this speaks to the overall efficiency of Tesla's production.
My guess they choose EPDM hoses for the flexibility needed during installation
I agree and the fact that EPDM will perform better with minor chaffing at the firewall vs nylon tubing.
Keep the information freight train rolling! Great job everyone.
just curious on how little R134 you now need as the lines are so short using glycol as a secondary refrigerant. I love this technology. making the likelihood of loosing gas from the ac due to stone chip puncturing the front heat exchanger. glycol is a lot thicker so wont leak as fast and will pinpoint the leak itself . fantastic work guys keep up the fantastic work
Stone chip failure? You must live in the sun belt. No, the most common failure for these parts in the US is from road salt corrosion.
@@davidgrisco1939
Australia and the uk get condenser stone damage. but having glycol in the system is a major improvement in heat transfer.
@@waynethefridgemanosborne8984 Yeah, but look at the size and length of the glycol loops. That's a lot of single points of failure.
@@davidgrisco1939 but only about 15 psi as apposed to 120 to 180 psi depending upon the ambient temperature
@@waynethefridgemanosborne8984 a leak is a leak...
Love your work gentlemen- fascinating stuff!
great work as always. gets even better as you have more teslas to compare to eachother 👍
There was a question on LR vs. Plaid as far as the extra two external coolant pumps. I can confirm at least one of the pumps (not mounted to the manifold) resides in the 2022 LR. I couldn't find the 2nd one, but without ripping it appart, the 2nd pump may be there as well. Oddly, I was unable to find either pump in the Tesla parts catalog, but I've noticed other occasional parts missing from the current catalog. Thanks for the great teardown!
You're talking about how the present (whatever) for the Plaid is somewhat different than what is on the Y. What you may be missing is that the Model Ys coming out of the factory today share the exact same parts as the Plaid. You are looking at a Y from the past.
Tesla makes changes daily. (You know that.)
@@wendeltech pots or cots?
Parts off the shelf.
What would the C stand for?
Not necessarily true. Even Tesla needs time to implement/roll out changes.
Not implausible either, mind you.
Unless you have specific evidence for your specific claim?
@@golfish8589 Commercial.
@@wendeltech
No, the guys were pretty clear that these are add-ons apparently due to the Plaid's need for additional cooling.
@@golfish8589
Components off the shelf.
Are you guys sure its a R1234yf system? I have a july 2021 built plaid , the high and low service ports are a r134a fitment, the car is however absent of any labeling to identify refrigerant type and charge amount, and oil type.
I appreciate some of this engineering elegance.
Thanks guys!
Our pleasure!
Totally worth the $20 sticker. Love this stuff.
Just more evidence why the competition is F'ed.
You guys did a great job on the video. Very interesting. Thank you!
Would it be possible to draw a principle sketch on the whiteboard and explain the Thermal System? A picture .....
Thanks for all this very interesting insight!
I love how Tesla make car's, in technology aspect, ingenuity aspect, cost aspect they always ahead and thinking forward. Tesla is the future.
That's why all of my family members and all my friends have Tesla and ordered more Tesla car's. It's the best and awesome car's to have. We are going to Austin Texas so see the Tesla giga fest.
Word of the day " Space Age technology " .
15:47 - So you are saying they have the same cooling/heating from the heat pump to take care of 3 motors, a bigger battery AND a bigger passenger compartment. Seems like it would have to work much harder to do all that additional work.
Y'all need to actively search for an inside source at Tesla that would be willing to give an opinion on the critiques offered up in these videos. It would be interesting to get the feedback, and i'm sure there are enthusiastic internal engineers willing to give non sensitive commentary. My guess for those cheaper lines, may be the whole supply chain shortage issue. Same way they've been substituting chips to maintain output, they may have also had to substitute other components as well.
"Thermal System Breakdown"
What an excellent thumbnail. I like the unintended double meaning.
Hi guys, great video. I have a suggestion to improve the experience for viewers, particularly those who are not in the car manufacturing industry. It would be really helpful if you could define abbreviations and acronyms when you first use them. Today you used the abbreviation EPDM for the material that some of the hoses are made of, but I have no idea what this stands for. The other day, you mentioned IP many times before using the unabbreviated form (instrument panel). I'm sure to many of your viewers, IP stands for intellectual property. Thanks
Thanks for a good report guys!
The engineering is more than excellent its also forward thinking and compatible with both older models but planned to be compatible in the future as well. The cost savings and the time saved that can be used for new projects is an important advantage Tesla has over other EV manufactures when it comes to cost control. To have such heavily engineered parts being used across all models and many years is just not done by any of the other companies. It's also why they can redesign a new model or update an existing model so quickly.
Great explanation.
These are definitely MIG pulse welds. Can be recognized quite well by the black deposits in combination with the "cold weld" at the beginning and covering of the end grater, all with the few weld spatters.
Great job but that super manifold is no semi-solid forging. The semi-solid forging/casting process was shown to be unreliable and prone to internal cold shut defects that are not detectable with normal aluminum inspection techniques. My guess is that it is another high pressure vacuum die casting just like the gigacastings.
It’s also not a complex part as they were saying because of the flat welded back plate.
As a Manufacturing Engineer I concur with your assessment.
I use to spray aluminium paint on the mig weld for the appearance.
As a Manufacturing Engineer / Quality Manager, if you did that in production you would be terminated.
I am curious, would the superbeam fit in a model Y as is? I was wondering if they engineered it so that they could eventually add air suspension to cheaper models.
Munro has reported that the Y castings have places where air suspension will be mounted.
Really enjoying the channel 😊
Might be nice to see an overview of what the difference is in core components between this and the Model 3. Looks like the bulk of it is identical, give or take, and the performance gains are coming from upgraded motors, beefier inverters (same board, extra components?), and maybe battery improvements? It's just really neat to think that their affordable car has so much in common with their top of the range performance model.
I would say that the components were built to the highest common denominator where required (over engineered) then produced in such high members that the nett difference was (or will be) a cost reduction, with the added benefit of reliability in the low stress applications.
My BMW R1200 bike I had an 800 gram (about 2 pounds) 4AH LFP starter battery that replaced a 14 AH AGM lead acid weighing 5kg (12 pounds). It worked just as well but never needed float charging as there is no degradation and minimal charge loss.