Featured Nissan motor analysis Munro

bwilson4web · Aug 11, 2025 at 1:10 PM

Isaac Zachary said: ↑

Now that that happened, would you say it would be easy to tell if it happened again before causing damage.
Click to expand...

It is much easier with the improved, service menu. For example, monitoring the battery temperature management when charging:

This is the battery cooling before I plugged in to charge. I have a full movie showing what happens if you don't 'precondition' the battery.

My Model 3 has an energy report that shows a significant effect on the battery if you precondition before plugging in to "save charging time." But I reason that the battery is already at the 'steady state' temperature from driving and I'm too cheap to save a few seconds.

Sure enough, the full movie recording shows an initial chilling occurring when charging starts but soon as the charging curve significantly slows down, so too the chilling of the inverter, motor or battery. I can actually watch the coolant flow valving in the 5-way coolant bottle.

Bob Wilson

bwilson4web · Aug 11, 2025 at 1:18 PM

hill said: ↑

Professor Kelly recommends Tesla's tool box 3 to diagnose things before they happen. I think it's been (for a fee - as most manufacturers do now) available for a few years - from tesla.
. . .
Click to expand...

I appreciate what he teaches but the enhanced service menu lets the owner/operator see what is going on at a system level. The diagnostic package has its place for the next level of repair and maintenance.

I have speculated that adding a BMW i3 Range Extender on a bumper platform could make my Model 3 into a super "range extender." But I have a few years to investigate and work on a design to develop and test. Of course, mine will be the range extender engine powered by dried grass clippings, pine needles, dried leaves, and other yard clippings. <GRINS>

The BMW range extender generator has the the same nominal output voltage as my Tesla pack. The battery terminals are under the "top hat." The rest is just an undergraduate engineering exercise.

Bob Wilson

mikefocke · Aug 11, 2025 at 4:47 PM

bwilson4web said: ↑

Let me explain this chart:
View attachment 278031

At ~80 mph, my Model 3 drives for about 75 minutes before needing a 10 minute charge

80 mph * (75/60) = 100 miles

100 miles / ((75+10)/60) = 70.6 mph

At ~80 mph, my Model 3 drives for about 110 minutes before needing a 20 minute charge

80 mph * (110/60) = 147 miles

147 / ((110+20)/60) = 68 mph

At ~80 mph, my Model 3 drives for about 130 minutes before needing a 30 minute charge

80. mph * (130/60) = 173 miles

173 / ((130+30)/60) = 65 mph

There are similar lines for ~60 mph and ~40 mph. What happens is the rate of charge decreases as the duration increases. So the fastest block-to-block speed maximizes the rate of charge by using shorter charge sessions. However, this reduces the time and miles traveled by that charge.

This chart uses my Model 3 benchmark test results with these fundamental assumptions:

maximum 30 minute charge session, as long as I care to take at a SuperCharger

maximum 180 mile range, ~3 hours of driving

I've tested the chart by a series to trips from my Huntsville home to Brentwood SuperChargers in Nashville TN:

FAST - typically 75 mph over the posted 70 mph Interstate speed limit

GOOD - typically 65 mph under the posted 70 mph Interstate speed limit

CHEAP - minimize Interstate using the State roads direct from home to Brentwood

I am a former Prius owner who did a lot of vehicle tuning and benchmarks between 2005-2019. So my Model 3 has exceptionally long lasting, low rolling resistance tires with home made, absolute aero, wheel covers. I use passenger side windows for cabin temperature control. I also use Full Self Driving for everything but the parking lots. Ordinary, untuned Model 3s would have trouble matching my chart and benchmark results but I have to pay my bills, not yours. Regardless, the pattern should be clear.

Shorter charging sessions starting from a low state of charge will give a faster, block-to-block speed. This is because the higher initial charge rates shorten the overall trip time. I use a fixed, 40 mile reserve to the next fast DC charger(*).

A more sophisticated model would include exit Interstate and return to Interstate minutes. But these are nothing we have much control over so I choose to leave it out of the model. I am only interested in the two things I can control:

Speed between fast DC chargers

Duration at a fast DC charger

Bob Wilson

* - If my projected reserve is less than 40 miles as I approach the next charger, I slow down early several MPH until it remains constant. This becomes more aggressive at 30 and 20 mile reserve range. At 10 mile reserve, I find a closer, alternate charger before going further.

If the projected reserve increases over the 40 miles, I have increased speed by several MPH until it remains constant or decreases to the the 40 mile reserve. For example, coming down a mountain or a heavy tail wind.
Click to expand...

Might want to edit as there are 3 explanations for ~80 MPH and I think those should vary.

Featured Nissan motor analysis Munro

bwilson4web BMW i3 and Model 3

bwilson4web BMW i3 and Model 3

mikefocke Prius v Three 2012, Avalon 2011

About PriusChat

Quick Navigation

Like us on Facebook

Buy us a beer!

Useful Searches

Featured Nissan motor analysis Munro

bwilson4web BMW i3 and Model 3

bwilson4web BMW i3 and Model 3

mikefocke Prius v Three 2012, Avalon 2011