We've detected that you're using an ad content blocking browser plug-in or feature. Ads provide a critical source of revenue to the continued operation of Silicon Investor.  We ask that you disable ad blocking while on Silicon Investor in the best interests of our community.  If you are not using an ad blocker but are still receiving this message, make sure your browser's tracking protection is set to the 'standard' level.

   Technology StocksTesla EVs - TSLA

Previous 10 Next 10 
To: A.J. Mullen who wrote (10130)6/15/2019 3:39:24 PM
From: Road Walker
   of 15600
He’s a “cool dude in a loose mood”. (You have to be old enough for old SNL).

Share RecommendKeepReplyMark as Last Read

To: A.J. Mullen who wrote (10130)6/16/2019 12:40:44 AM
From: Sr K
3 Recommendations   of 15600
You're quoting Seeking Alpha bearish posters who see or push "promises" as FUD. I don't see them in any size to warrant attention. They may all be false, as non-existent promises. Name one "promise" ever made by Musk, and name up to 3 "promises" by your source that weren't by Musk but were by someone at Seeking Alpha who calls something else a "promise".

To test that, I'll ask google, for the biggest promise not kept by Elon Musk.

It's going to have you eating crow.

The promise he made to Australia to build and install the battery system in Australia or it's free. He made it in time.

The next one was a SpaceX promise. Again, met.

I haven't found the third one yet.

Mashable takes a prediction and called it a "promise" in 2017. The Tweet was,

On July 3, 2017 he Tweeted,

"Looks like we can reach 20,000 Model 3 cars per month in Dec".

Keep looking.

Share RecommendKeepReplyMark as Last ReadRead Replies (3)

To: Sr K who wrote (10134)6/16/2019 6:15:53 AM
From: Road Walker
1 Recommendation   of 15600
Yep. Everything Musk says is a “promise” to these guys. I don’t remember him ever using the word.

Share RecommendKeepReplyMark as Last ReadRead Replies (1)

To: A.J. Mullen who wrote (10131)6/16/2019 8:08:21 AM
From: Eric
1 Recommendation   of 15600
Yes it's illegal to drive without a number of things. Such as no functioning taillights.

But you can still get home.

The M3 will still drive without the screen.

My Model S will too.

Lots of things can fail but as long as the drivetrain electronics are functioning the car will still be able to move.

Share RecommendKeepReplyMark as Last Read

From: Eric6/16/2019 8:18:54 AM
1 Recommendation   of 15600
My Quest For Net Zero & Beyond With Tesla Model 3 — Part 2

  • Twitter
  • LinkedIn
  • Facebook

  • This story can now begin for real, as I am finally the owner of a Tesla Model 3.

    Previously In My Quest For Net Zero

    First, see: “ My Quest For Net Zero & Beyond With Tesla Model 3 — Part 1.”

    Tune into my early expectations of the Model 3 after driving and owning many other electric cars here: “ 9 down, 1 to go — a personal tale of 7 years with electric cars.”

    Also check out my initial ordering and decision-making experience: “ How My Tesla Model 3 Order Turned From Super Easy To Super Confusing.” (Most of the confusion there was on my shoulders.)

    Current Status

    Quick recap to explain the graph: It has an axis of chronology and an axis of liquidity, with one key number: “0.” The price of the Tesla Model 3 Long Range RWD is a big blow to the graph the second I pay for the car, but look and behold — the graph is actually bouncing back. Upwards and onward from here.

    There is a long way to go, but paying off debt is a bliss. Doing it while owning a Tesla Model 3 is a thrill! So, if the graph rises steeper from now on, without me getting a better paid day job that is, it will show that the Model 3 was a sane investment, as opposed to insane, which seems to be what everybody I know thinks at this point in time.

    Part 2: Delivery — Eventually

    My Tesla Model 3 odometer: 303 km.

    Before I begin, let me insert this independent paragraph that I wrote before I took delivery of my Model 3, describing my experience with the Model S I got as a loaner when the first delivery attempt failed:

    As I write this I have actually not yet driven the Model 3, only had a sit-down inside it at the store. Therefore I can now give my unbiased verdict of the 2017 Model S 75D, which I have driven well over 1,000 miles in 3 weeks. In a word: Impressive!

    To think that this car is the first mass-market attempt from a car startup is unreal. It being electric, doubly so. No wonder people who don’t understand Tesla’s mission (and probably never have driven a Tesla) keep smearing the company, because this is as close to impossible as it gets. Even if you actually do understand Tesla’s mission, it’s still almost impossible to believe what Tesla, with Elon Musk’s clear vision, has achieved.

    I realize that the Model S has gone through a lot of refinement since it was initially launched in 2012, and I certainly felt an improvement between this particular iteration and the first one I drove back in 2016. But in any case, this is a dream of a car, and has been from the start.

    The design is of timeless beauty. You just can’t stop eyeballing it. And the lines of the interior are gracious. I know there is still a quality step up to the finest German high-end sedans, but you forget all about that when you press the accelerator. Quiet, strong, and smooth, with the attitude of a cheetah chasing a gazelle. The whole driving experience is simply addictive. And you certainly do not miss the hundreds of buttons and dials in conventional cars after a few miles in a Tesla.

    If you like big and sleek cars, the Model S is something you definitely want to try out. With its 195 cm wide body and glass roof, it’s a luxury sedan with looks that will seduce you. When you cruise around town, it’s silent conduct seem to ingratiate bystanders as well.

    The biggest problem I have had in the Model S was that the trips I needed to drive were too short. Trim in the seats to support your lazy bones, fire up your favorite music on the premium sound system, activate Autopilot, and you never want to stop.

    With my driving style — not too aggressive and not too cautious — I could go 375 km (233 miles) on a full charge, but in reality I started thinking about charging when I dipped under 100 km (62 miles) left on the battery and just plugged it in at home or cruised past a Supercharger for a 15–30 minute rest. After having lived patiently with the first-generation Nissan Leaf and BMW i3, I will never, ever worry about range again.

    By the way, I was lucky to experience a software update of the car, which I might add it suggested doing by itself in the parking lot while I was at work. It jumped from version 2019.12.1.2 to 2019.16.3.2 and I was curios about a certain stretch on my route to work where it previously did not manage to go straight when the layout changed from 1 lane to 2 lanes. I had to interrupt Autopilot because it chose the left lane instead of staying in the right lane. But this update fixed that, so the next time I got to the same spot, it chose the correct lane. Like magic.

    Okay, with that out of the way, on with the Model 3 story, with one final bump:

    On June 11th, I was getting ready to go pick up my Model 3 as scheduled when the phone rang. Tesla service. Car not ready. A couple of bolts missing. You have got to be kidding me!? No. Really? Yes. How long? Couple of days. … Okay, in their defense, though, the reason those specially designed locking bolts where missing was because they had never experienced a drivetrain replacement on a Model 3 before, which is of course a positive.

    On June 13th, I finally got my Model 3. That’s 3 weeks after the originally planned delivery date (when I got the discouraging news about my Model 3 not being ready for delivery because of some unidentified whirring noise from the drivetrain). That was the rainy day that I did my very best to look disillusioned about the fact, and to make amends the good people at Tesla Aarhus handed over a key fob for the loaner Model S while they got on with getting my Model 3 ready.

    On the bright side, it is a genuine privilege to now have a chance to compare the Model S to the Model 3. The really interesting thing about these two cars is that they both have a 75 kWh battery, but that’s all they have in common apart from the manufacturer’s name. Everything else differs. Let’s quickly go through the specs to clarify the differences:

    2017 Tesla Model S 75D (data from
    • Battery capacity: 75 kWh
    • Battery cell dimension: 20 mm x 65 mm (6,300-ish cells total)
    • Drivetrain: 2 x AC induction motors (first design by Nikola Tesla in 1887), AWD
    • System power: 245 kW (329 hp), 525 Nm
    • Vehicle weight: 2,108 kg
    • 0–100 kph: 4.4 seconds (0–60 mph: 4.2 sec.)
    • Top speed: 225 kph (140 mph)
    • Cabin noise at 100 kph (62 mph): 63 dB
    • My average energy consumption: 200 Wh/km (320 Wh/mile, mix of all kinds of roads and speed).
    • Giving real world average range of: 375 km (233 miles)
    • Supercharge power: up to 120 kW
    2019 Tesla Model 3 Long Range RWD (data from
    • Battery capacity: 75 kWh
    • Battery cell dimension: 21 mm x 70 mm (4,400-ish cells total)
    • Drivetrain: 1 x AC reluctance motor (first design by W. H. Taylor in 1838), RWD
    • System power: 211 kW (283 hp), 416 Nm
    • Vehicle weight: 1,730 kg
    • 0–100 kph: 5.3 seconds (0–60 mph: 5 sec.)
    • Top speed: 225 kph (140 mph)
    • Cabin noise at 100 kph (62 mph): 63 dB
    • My average energy consumption: 150 Wh/km (240 Wh/mile, mix of all kinds of roads and speed)
    • Giving a real world average range of: 500 km (313 miles)
    • Supercharge power: up to 145 kW (up to 250 kW when Supercharger V3 is available)
    See, the only thing they have in common is the battery capacity. Not a single physical feature is shared. Even the individual battery cells are different, as the new 2170 format has replaced the legacy 20650 format. Just looking at the numbers, you would think the Model 3 is much more efficient, and that’s exactly what my average energy consumption shows, by a surprisingly large margin.

    A note on the cabin noise levels: I did a very unscientific measurement with a simple app on a phone. As reference, my old Volvo 240 measures 67 dB, which is more than double the noise of these electric wonders. However, the seemingly same noise level of the Model S and Model 3 is experienced very differently. The Model S has a soft low-frequency rumble, whereas the Model 3 has a higher frequency tire and wind noise. None of which are in any way unpleasant — just different — making the Model S more comfortable at high speed and the Model 3 a breeze at moderate speed.

    I have been driving the Model 3 in the same conditions as the Model S for a couple of days now, and this really important mass-market shot from Tesla just blows me away. It is not an exaggeration to claim that about 10 seconds after I touched the accelerator pedal in the Model 3 for the very first time, I knew I had made the right choice. If the word for the Model S is “Impressive,” then the word for the Model 3 has to be “Incredible.”

    I had seriously considered buying a used Model S, available for less than the cheapest new Model 3 these days, and surely I would have loved it, but I am glad I didn’t. Everything about the Model 3 is exactly what I had hoped for, and then some. It’s practical, roomy, comfortable, easy going, and nimble, and when you let it, it’s fast like a bat out of hell.

    From now on it’s a matter of experiencing a car that just gets better and better with OTA updates, while charging it primarily directly from the sun, and renting it to anyone who finds the need. My quest for net zero & beyond is finally underway.

    By the way, I named the car “Colin,” after a small security guard robot in the Hitchhiker’s Guide To The Galaxy that is captured and gets its reward circuits rewired to find ecstatic pleasure in anything its master commands of it!

    Share RecommendKeepReplyMark as Last Read

    From: Eric6/16/2019 8:59:26 AM
    3 Recommendations   of 15600
    Happy Father's Day To This Dad Who Built A New Life Around Tesla

    Jun 16, 2019 at 8:02am


    He believed in Tesla early on and took the plunge.

    I decided to move to South Florida from the Big Apple. It was 2011, and I just got married. I was also (soon after) blessed with a beautiful baby girl. My life was changing, fast. One day, at my parents house, my father called me into his office. He was amped. He pointed, enthusiastically, at the computer screen and said, "Check out this new car! I'm going to get one. It's called a Tesla."

    More Tesla Content:

    Tesla Now Sells Used Model 3 In U.S.

    Tesla Model X Raven Vs Used Model X: Side-By-Side Video Comparison

    • This article comes to us courtesy of EVANNEX (which also makes aftermarket Tesla accessories). Authored by Matt Pressman. The opinions expressed in these articles are not necessarily our own at InsideEVs.

    Above: After owning his Tesla Model S for a few years, Roger made the switch to a Model 3 (Image: EVANNEX)

    A what? I said, "Isn't that the new Maserati?" He shook his head, "No, it's a Tesla Model S. And it's electric." Whoa. The sedan was certainly stunning. But an electric car? I wasn't surprised. My father was always into new tech before others. When I was a kid, he bought an Apple Macintosh (serial number 000787) back in 1984. Fast forward: it was time for him to get his hands on another revolutionary product, a Tesla Model S (VIN number 000184) in 2012.

    My Dad had been participating in the Tesla forums and started a popular thread about designing the first-ever accessory, a DIY project mind you, for the Model S. It was a center console insert that he was building in his garage. Forum regulars pressed him to make one, commercially available, for their Tesla. My father asked me to put together a splash page on the web for those interested, a wait list of sorts. It grew, quickly, to a few hundred names.

    "Well, I guess I can't just build only one in my garage... it looks like we'll have to start a business here," he told me. And so, in 2013, EVANNEX was born.

    Wait, a father-son business? Could something like this work? Could Tesla grow into anything beyond a niche automaker? I didn't blink an eye — I took the plunge. My father rarely gets anything wrong. Rumor has it, according to my Grandmother, he got one wrong on his entire SAT test. Later, he got a PHD in mechanical engineering — graduating (ahem) summa cum laude.

    Above: Roger (middle) and his two sons Mike and Matt (Image: EVANNEX)

    So, sure enough, my Dad was right. Tesla took off. A few years later, we recruited my brother Mike. He moved his whole family from Los Angeles and also took the plunge. Let's do it, we thought, a business built around the mission of Tesla. Risky? Sure. But, Tesla was gaining traction. And we, as a family, were in this together...

    It's been a wild ride. My father is, needless to say, the heart and soul of our business. And our lives. We can't thank him enough for this amazing adventure.

    Now, we all drive a Tesla. My Mom drives her Model X to the office so she can help out too. We think it's wonderful to build a family business. And it's pretty cool to be involved in a larger Tesla family that's growing, every day, all over the world.

    This Father's Day, Dad, we just wanted to extend our overwhelming thanks, appreciation, and gratitude for everything you do... Lots of love, Matt and Mike.

    My comments:

    Happy father's day dad, I miss you.


    Share RecommendKeepReplyMark as Last Read

    To: Sr K who wrote (10134)6/16/2019 10:23:48 AM
    From: kidl
    2 Recommendations   of 15600
    Broken promises / missed targets / incorrect predictions / call them whatever you want …

    Short list posted 2 months ago:
    Message 31820360

    MUCH longer and recently updated list with additional misses in the comment section:

    Share RecommendKeepReplyMark as Last Read

    To: Road Walker who wrote (10135)6/16/2019 12:34:58 PM
    From: Eric
    1 Recommendation   of 15600
    Musk has never said "I promise_ _ _".

    And I have followed him closely since 2002.

    Except for talking about building a PU after the Model Y!


    Share RecommendKeepReplyMark as Last ReadRead Replies (1)

    From: Eric6/16/2019 12:43:38 PM
    1 Recommendation   of 15600
    Beyond Supercharging: Charging With Tesla’s Gen 2 Mobile Connector – Part II

  • Twitter
  • LinkedIn
  • Facebook

  • June 16th, 2019 by Steve Bakker

    We learned in Part I of this series how Tesla upped the ante when it introduced the Gen 2 Mobile Connector at the same time as the release of the Model 3. With the introduction of the new Mobile Connector, Tesla opted to phase out the Gen 1 Universal Mobile Connector (UMC) and started shipping all new Tesla vehicles from the factory with a Gen 2 Mobile Connector (MC).

    The Gen 2 charge cord is rated for less maximum current than its predecessor (32 amps vs 40 amps), but is a safer solution because the newly designed Gen 2 cord also has the capability to reduce the charging current if the plug or outlet starts overheating. We also discovered that a circuit board embedded in the Gen 2 adapters signals the Mobile Connector as to the outlet’s capacity. The chip also monitors the temperature of the plug and is tagged with a unique identifier which allows Tesla to backtrack to the source supplier if any issues arise with the adapter.

    A New Adapter, A New Challenge

    Because of the change to the the new technology, Gen 1 UMC adapters no longer fit the Gen 2 Mobile Connector. Tesla only supplies adapters for 120V/15A and 240V/50A outlets (NEMA 5-15 and 14-50 respectively) with the Gen 2 MC included in most cars though some Model 3 owners report that the 14-50 adapter is no longer included. If an owner needs an adapter that is not included, they can just head over to the online Tesla store and order the additional adapter(s). The Gen 2 adapters listed there all employ the new Gen 2 electronics.

    Note: The Tesla Model 3 Home Charging Guide can be used by any Tesla owner to learn of the locations where each plug type is commonly found. For example, I like the NEMA 6-20 adapter, as the matching outlets are often used for plug-in motel air conditioners. Don’t forget the old proverb:
    “You can never be too rich, too thin, or have too many charging locations.”
    But wait. What if you need an adapter that Tesla doesn’t offer? Tesla has never marketed adapters for every outlet type and the Gen 2 adapter offerings are no exception. This is where third-party suppliers come in. Several companies produce aftermarket adapters for the Gen 1 UMC, but it’s a whole new ballgame with the Gen 2 adapters. If a third-party company wants to supply adapters that utilize the safety features of the Gen 2 MC, the aftermarket companies need to come up with an adapter that is capable of detecting the correct charging amperage. It must also have an integrated temperature sensor, a way of signaling the MC if the plug overheats, and the adapter even needs to present the expected unique ID to the Mobile Connector that all bonafide Tesla adapters are coded with.

    In other words the third-party boys need to come up with a circuit board and firmware very much like the one Tesla uses. As it happens, that’s exactly what the folks over at EVSEadapters did. It took awhile, but the company was able to locate a source for the circuit board and reverse engineer the signaling process used to talk to the Gen 2 MC. The Gen 2 adapters sold by EVSEadapters even emulate the firmware used to communicate with the MC, and each adapter is programmed with the requisite unique ID. As a result, the company is now offering Gen 2 adapters not available in Tesla’s line up.

    I’m not going to put you to sleep by listing every Gen 2 adapter in the EVSEadapters lineup, but let’s use the NEMA TT-30 outlet as an example of a somewhat common outlet that Tesla has never gotten around to producing an adapter for. TT-30 is a NEMA standard for Travel Trailers (center adapter in above photo). It’s a 120V/30A circuit found in RV campgrounds. Many RV campgrounds are equipped with the higher amperage NEMA 14-50 (220V/50A) outlets, but many other other parks only offer TT-30 outlets. Therefore some travelers like to carry one of these adapters just in case a supercharger isn’t handy. The EVSEadapters TT-30 offering properly signals the Mobile Connector to inform the car to draw no more than 24 amps and monitors the adapter’s temperature. Why 24A instead of 30A? Don’t forget that all-important 80% rule!

    Note: The circuit board in the Gen 2 adapter adds 60% to its cost.

    By the way, have you been wondering how your author came across all the details of the Gen 2 adapter innards? I promise you I didn’t get them from Elon. He and I exchange cupcake recipes, but that’s about it. Actually, the owner of EVSEadapters was kind enough to share that very-hard-to-come-by information. So big kudos to EVSEadapters. If you like this article, they deserve the credit.

    Adapters to Avoid

    To wrap this discussion up, I want to mention a class of outlet adapters on the market that you want to be cautious about using. These adapters work with both Gen 1 and Gen 2 charging cables and are notable in that they contain neither resistors nor the requisite embedded circuit boards. I refer to them as Tomcat Tesla adapters. They physically adapt the MC to the matching outlet, but they don’t follow Tesla’s protocols for safe charging. This class of charging accessories can be dangerous to use because they don’t properly inform the car to set the charge rate correctly.

    Such adapters are easy to identify. Here is a simple trick to spot them:

    Instead of plugging into the Tesla charging cable directly, such adapters plug into one of the Tesla supplied adapters such as the 14-50.

    That is the tell. I’m going to pick on the popular TT-30 Tomcat adapter available from several online outlets as an example. Let’s pretend that Barbie and Ken are going camping at River City RV Park and they buy such an adapter for the trip (Dick and Jane would never do this). Note how the adapter is configured to receive a 14-50 plug, not the end of the Mobile Connector. This adapter requires that you first fit the Tesla 14-50 adapter to the Gen 1 or Gen 2 Mobile Connector and then plug the Tomcat adapter into that adapter. If you’ve made it this far in the article you understand why this approach is problematic. Think for a second as to why this is solution must be used with caution. The answer is in next paragraph.

    Right. The adapter that iss plugged directly into the Tesla charging cord is what the car goes by when setting the charge rate. The 14-50 adapter signals the car (via the MC) to charge at 40 amps. The car thinks it’s plugged into a 50A outlet, but in fact is plugged into a 30A outlet and should be drawing no more than 24A. When the car tries to draw 40 amps from the 30A outlet there’s gonna be trouble in River City. At best, the circuit breaker on the outlet is going to pop. That’s if things go well. Even then, what if the breaker is in a locked electrical box? Of course, it could also end much more poorly, with Barbie and Ken suffering a major meltdown, and the River City RV Park could turn into the biggest weenie roast this side of Hades.

    There is a workaround when using this kind of setup. You can manually turn down the charge rate from the touchscreen of the vehicle. Many owners who have purchased such adapters use this strategy. In some circumstances, this approach was the only way to plug a Tesla into certain outlets because nobody made a proper adapter for it. It’s just that you have to remember to change the charge rate from the display, and although the setting is persistent, you never know when a software update may reset it. Most importantly, Tomcat adapters defeat the very strategy that Tesla has designed into the Gen 2 MC because they isolate the Gen 2 adapter from the outlet.

    OK. That’s everything I’ve been able to learn about this topic. Hopefully this treatment has been instructive and worth your time.

    Non-technical Executive Summary
    • All Teslas now come with an improved charging cord named the Gen 2 Mobile Connector
    • For safety reasons, the maximum current for the Gen 2 MC was reduced from 40 amps to 32 amps
    • To further enhance safety, the Gen 2 outlet adapters can sense when an outlet overheats and reduce the charging current to safer levels
    • Avoid the use of any third party adapter that requires plugging into a Tesla adapter rather then directly to the Mobile Connector brick

    Some folks were disappointed that the charging cable included with their Tesla was reduced from 40 amps to 32 amps. When the Mobile Connector first appeared on just the Standard Range Model 3, with an onboard charger which draws a maximum of 32 amps, it seemed as though the 32 amp MC was included with all variants of the Model 3 as a cost saving effort.

    And that may be true. But rather than starting at the car and solving for a proper charging cable for the 32 amp onboard charger, Tesla may have actually started at the wall outlet. The logic in the new Gen 2 MC attempts to determine what a reasonable maximum current is for safe charging from outlets of an unknown condition and then designed its new Mobile Connector and the onboard charger. That is little more than speculation at this point, but it is further supported by the fact that all Tesla cars now ship with the 32 amp cable. Pulling down 32 amps at 240 volts charges the car at a reasonable speed (28-30 miles per hour). If you need to charge as fast as the onboard charger of the long range Model 3 or the S/X can handle, the Tesla Wall Connector with its fatter, fixed charging cord is designed for that job.

    My comments:

    I always manually set the charge rate (amps).

    The biggest problem with connectors is resistance. Plug prongs can oxidize as can the female receptor.

    Good physical connections between them is critical to maintaining a low resistance connection!


    Share RecommendKeepReplyMark as Last Read

    From: Eric6/16/2019 4:46:09 PM
    1 Recommendation   of 15600

    Tesla Model 3 Performance tries to overheat in high speed Autobahn test, aces it instead

    (Credit: Bjorn Nyland/YouTube)

    By Simon Alvarez
    Posted on June 15, 2019

    Tesla owner and longtime electric car advocate Bjorn Nyland recently took his Model 3 Performance to the Autobahn in order to test the vehicle’s limits in sustained high-speed driving. More specifically, the Tesla enthusiast wanted to see if his Model 3 will overheat when it’s being floored for miles on end. The results of the test, to say the least, were incredibly surprising and impressive.

    Bjorn Nyland has a lot of experience with Teslas, having owned both a Model S and a Model X. He is also known for pushing his vehicles beyond their expected capabilities, as shown in his winter off-roading sessions with his all-electric SUV. Being a longtime Tesla owner, Nyland is familiar with how the Model S and Model X reduce their power after a while during spirited driving sessions. Thus, for his recent video, he wanted to see if his Model 3 Performance had the same limitations.

    It did not take long for the Tesla owner to notice that his all-electric sedan was behaving in a different manner compared to his previous vehicles. The Model 3 Performance proved incredibly resilient, largely maintaining speeds above 120 mph (200 km/h) without any issues. The car also had no problems hitting speeds beyond 140 mph (230 km/h). What really surprised the Tesla owner was that the Model 3 did not overheat at all. There were times when the Model 3 Performance seemed to be limiting its speed to around 120 mph, but after a few moments, the vehicle was ready to hit top speed once more.

    The Model 3 Performance might not be equipped with the gut-wrenching acceleration of its larger sibling, the Model S and Model X Performance, but the electric sedan does have its unique attributes. The vehicle, for one, is Tesla’s only track-capable car in its current lineup, with the Performance variant even getting a dedicated “Track Mode,” which helps the all-electric sedan maintain its optimum performance during closed circuit driving. Tests of the Model 3 Performance with Track Mode have shown that the vehicle can outdo high-performance cars such as the BMW M3 around the track.

    These capabilities might soon be rolled out to the Model S and Model X, as well, if recent rumors are any indication. According to a recent leak from a reported insider from Tesla, the electric car maker is working on an update for the Model S and Model X, which will give the vehicles increased performance and more range. The “refreshed” electric vehicles will reportedly be adopting a new cooling system for their batteries and motors too, which could potentially open the doors to even more extended periods of high-speed driving, minus any overheating tendencies.

    Watch Bjorn Nyland’s Autobahn test of the Model 3 Performance in the video below.

    Model 3 Performance high speed driving in Germany

    3K 85 Share

    Bjørn Nyland

    Published on Jun 14, 2019

    Share RecommendKeepReplyMark as Last Read
    Previous 10 Next 10