Seems like you are the first to get these motors and drive units. You were the first that I saw with the Model S Plaid motor teardown and now you are the first with the new Tesla motor and drive unit. Thanks for doing this and to the folks that help you source them.
Have a coffee on me! Wonderful to see the evolution of these boards... they're whittling away at things nicely and suits the cliche "The best part is NO part." mantra.
I used to be engineer with a company that produced fork truck DC controllers (largest I had worked on was a 60V 900A) and later mobile wheelchair and scooter controllers. Super impressed with how compact and simple this design is! I know to make things simpler and cheaper its a lot of work (same goes for software - more effort to reduce code complexity).
I haven't gotten access to anything Lucid, so I can't comment. But I can say Lucid is a low-volume high-cost product at this point, so not a fair comparison.
@@Ingineerix For sure - high voltage for less resistance losses. When I started we had to use bipolar power transistors which under full load might have a saturation voltage of 0.5V or more - and very high switching losses too. The transistors were screwed down to big blocks of aluminium which in turn were bolted to the vehicles chassis for further heat dissipation. Because of the switching losses most controllers PWMed at sonic frequencies (except some that use speed up transformers to achieve 20 kHz). When the metal transistors blew up it was quite spectacular (where I used to test controllers had marks on the walls for many years)! MOSFETs (and subsequent variants) were a revolution. Even so the Tesla engineering is top notch for sure.
Where is a lot of talented engineers around. You see, if you work for Tesla(or any other big corporation) you will gonna be tied down by NDA almost always.
What (still) impresses me is that this basic motor concept drives all vehicles from Model 3 to the Semi (we can no doubt add the new models as they arrive) It's essentially just a question of changing the gearing (and decoupling on the Semi ... Maybe the CT🤔?), then altering the power application map to suit the vehicle. "Genius".
@@DavidJohnson-tv2nn There was a tear down of the Mach-E inverter, (I think it was that one) it was was even less likely to be repairable, and it was certainly much harder and more expensive to assemble in the first place. Lots of places where things could be screwed up during assembly.
The thing with infrared sensors for FETs (IGBTs?) temperature monitoring has blown my mind! Seems like an ingenious solution, where you don't have to rely on physical contact, clearances and thermal compounds to relatively accurately measure the temperature.
Munro did a tear down on the Ford Mach-E inverter, (I think?) Much more convoluted to assemble. I remember thinking it was ridiculous in comparison to the first gen Tesla inverter. This one is from a different planet!
Yeah I agree. That stood out to me as well. No extra connectors or wires going to a thermistor, no extra tie downs. Just plop the board in and have a robot solder the fets.
@@moki123g Yeah, poor mechanical design. They are prone to leaking coolant and self-destructing (among other things). They no longer make it, the newer designs are superior. Can't fault them too much, that was very early days in 2011.
WOW Thank you so much, I saw the hair pin stator with the rectangular wires and my jaw dropped. The fact you knew you had to design fixtures to prevent a rotor magnetic crash during disassembly really impressed me. Tesla is years ahead.. I really enjoy your teardowns.
Stop talking nonsense please!!! Do you realize that Tesla is basically the last one to use hair pin design!! Even sandy munro said that in his last videos! Even the 2012 bmw i3 already had that design lol!!!
Actually Hairpin stators have been in production since the 60s. It's Tesla's evolution that enables lower cost and higher performance that's the neat part here.
I'm curious to see a measure of phase to phase resistance on the hairpin design vs previous windings, this could identify if there's additional material in the slot or the same amount, cost optimised. Thanks for everything you do! ❤
You can see the spacex design philosophy coming through every gram counts leading to saving and full circle to first principles design and efficiencies
@@Ingineerix Well, I sure hope you get more, I often post your channel on Reddit in discussions where people are discussing the innards. I'd love to see a piece with you and the Munro folks. I think that your knowledge is an area they gloss over.
Excellent video that many may not really appreciate due to how technical it becomes but at the same time you explain how they've actually been able to simplify things making it cost-saving. Since Giga NV makes motors and is then sent to Fremont for final assembly, doesn't it seem logical that any and all advances will be utilized throughout Tesla's plants?
Yep, this videos is for sure is not gonna be popular as new reviews of apple iphone/ipad/another useless accessory. This videos require some sort of brain to watch.
Also the thermal sensor, like you said, need a near black body surface to be accurate or instead they need a correction table with copper emissivity.. which is unprecise, add noise and might also be problematic with reflection as copper reflect quite well frim 500nm to the few um spectrum
I subscribed, great job. While I didn't know very much about what you're talking about ont he invester board it was good to see the evolution of the motor and you pointing out the differences. Thanks.
Wow, so cool to see this new stuff ^ Thank You Phil. BTW Your welcome to my Cybertruck if you still don't have one by the time my reservation delivers. For a one man band you do great work.
I tought that these ferrites were in place to measure the output phase current, but as you said these are individual small power supply for galvanic insulations of various supply area maybe?.. but where are the phase current sensors then?
No, these are to supply isolated power for the gate drives. There are no motor-level currents anywhere on the PCB, those are on the welded copper bussing. Where the 3 bus-bars pass through the PCB there are 2 flux-gate current sensors. I point this out at around the 10 minute mark.
Nice to see you back! So the 4D1 means 4th generation 1st iteration (design) And i forgot is the 4 mosfet per phase per side like before, sandy munroe muffled something about the quantity of mosfets
@@FlorentHenry IR sensor doesn't require direct contact to sense the heat, so voltage isolation is free. My guess is it reduces peripheral circuitry and cuts assembly costs.
Prior to IR the only way to measure temperature is direct contact which can be unreliable and/or present assembly challenges. I doubt the IR solution is cheaper, but it's probably not much in Tesla's volume either.
For the hairpins, do they use a form of Litz wire in bar format? Similar to Lucid's laminated hairpin but hopefully better (matrix rather than stack and if we're lucky woven to reduce hot spots). Obviously insulated threads and compressed down to a "bar" to create the hairpin...
No, the copper conductors are solid rectangular cross section. You can see this on the Investor Day video at minute 58 or so, play at 0.25 rate and pause the quick clips of video of the ends being laser welded to see for yourself.
this is awesome. thanks so much for sharing. very cool to see this development. I wonder how long it will take until the first openinverter hack is done on this particular revision. Damien just got his m3 rdu spinning. love the more compact inverter assembly and hairpin motor windings
The problem with open inverter on a hybrid PMSRM like this, is that Tesla has probably tens of thousands of hours development into the inverter firmware, which is why this is one of the most efficient and power-dense motors produced. If you just toss that and roll your own with on;y a few hundred hours (if that) of development is you lose a lot. I prefer to drive the motors keeping the Tesla firmware intact.
@@Ingineerix - I would love to hear your thoughts on the 2024 Model 3 Performance 4D2 units leaking oil. My 2 week old '24 M3P (US version) with less than 370 miles on it is leaking fluid. It appears to be coming from the drive shaft seals. I also have a very strong odor from the car that smells like sulfur or "rotten eggs". I'm not sure that smell is related to any gearbox fluids. I have service scheduled in 3 weeks.
Those planar ferrites are nice. That a clever way to make a transformer using circuit board copper foils as the windings. I had always wanted to employ them in a design but never got the chance.
Hi, proposal for a new video: i would be curious to see wether the latest battery BMS and DC charger allow now the BI-Directional current flow (as possibly announced durin the investor day) to permit the Vehicle to Grid or Vehicle to Load function (like most of the chinese OEM do).
The PCS architecture in currently produced vehicles is unchanged, There is no AC V2G/V2L, I already have 2 videos on this. DC export is possible, but Tesla doesn't currently allow this.
@@Ingineerix With the work you've managed to do getting into these systems, how hard do you think it would be to ?safely? enable DC export via the power connector/existing socket? There are more and more HVDC to 230Vac inverters available in the solar market these days, most of them being bimodal and in capacities of 50kW+ in the residential/ light commercial space. I presume tesla has ways to check whether any HVDC is "leaking", so tapping into exiting wiring wouldn't necessarily provide bi-directional access to power either?
@@stefanvanzyl9090 People keep asking me this. Sorry; Yes, it's possible, but I'm generally not inclined to help people do this due to the extreme hazard involved. A 400V DC shock is approximately like 800VAC, it's super dangerous. The arcing potential is high, and the amount of amps the battery can supply is terrifying. Tesla's got a lot of safety systems designed to keep the HV away from people, but if you "tap", then you are bypassing this. I'm happy to discuss over email if you like, but I can't condone anyone without proper qualifications attempting such a thing. General electrical knowledge is just not enough, and if you are qualified then you'd already know how to do this, and do it safely. I did it in 2015, and it's not a problem, but non-trivial.
Huge THANKS for your hard work. I have watched the evolution on the video recorders from induction to brushed to direct drive. Mechanical hard drives going solid state with their magnets hopefully find ways into new cars and battery driven tools. Can't wait to find wheel motors on much lighter EV's for city use. Small personal scooters have already shown us where we are heading.
Has anyone seen anything that defines what kind of power to weight make it “practical” to have hub motors when considering suspension reaction time, and wear and tear mounted at those points? Where might the tipping point be in that trade off? Are those even the “right” factors to consider?
@@carholic-sz3qv The Lucid one might be better compared to something like a Porsche or Ferrari, these motors are much more accessible and better bang for the buck. Very like an LS motor in that respect.
BEFORE you ask, look here: If you would like to support me directly: www.paypal.com/donate?hosted_button_id=DT4S6DVGSBX3W The Tesla part number for this Drive unit is 1665000, so I'm calling it the "Triple 0". Tesla also has a 3 letter designation of 4D1. Weight (wet): 194 lbs/88 kg Parts on PCB: Main DSP: TMS320F28377DPTPQ www.ti.com/lit/gpn/TMS320F28377D-Q1 Safety Controller: 16324 1TC TC14427 2212 (assumed Tesla proprietary) Gate Drivers: STGAP4S www.st.com/resource/en/datasheet/stgap4s.pdf IR Temperature Sensors: ACC T5977510 (Could not locate) Digital Isolator 1: ISO7741FQ www.ti.com/lit/ds/symlink/iso7741-q1.pdf Digital Isolator 2: ISO7762FQ www.ti.com/lit/ds/symlink/iso7762.pdf Analog Isolator: www.ti.com/lit/ds/symlink/amc3330-q1.pdf Pyro bypass fuse: Buss TS-10A05F T10AH500V PCB size: 11.5" x 7" (292mm x 178mm) Haripin stator appears to have 54 slots with 8 bars in each. Stator resistance is 8.1 milliohms, vs 10.4 milliohms for the Gen 3. (taken with 4-wire kelvin connections on my 6.5 digit Keysight 34461A using a 10 second sample time)
I like how they changed the cooling structure. Previously the SiC devices were sintered right into the inverter housing - so the whole housing was moving through the sinter production line and if there was any mistake the whole thing had to be thrown away. It seems now they fix the power devices onto a separate closed cooler, which they can test (electrically and for water tightness) before they weld it into the housing; also no need to haul the whole housing through the sinter line.
Thank you for this. Been watching you since the beginning. So out of curiosity, the dyno numbers on the MY suggest it has always put down slightly more HP vs. M3 equivalent. I know to some degree they’re nerfing the Model 3, which was calculated to have about 100A (within spec/ limits) left on the table. But, I always had a feeling they made a stronger motor for the MY. Do you think that’s where the difference HP is? Or simply just a changing the power curve just bc it’s a MY? (Could be both).
Same motor/inverter on both 3/Y, but they do allow higher power output. The Model Y is heavier, so they bumped the power a bit to allow it to try to keep up with the Model 3 a bit better. Yes, there is a lot of power "on the table" in this design, they essentially use the same parts in the Plaid. There are a lot of reasons to limit power, we have to consider the battery pack, powertrain longevity, chassis traction limits, and finally marketing. They don't want a performance Model 3 showing up their expensive flagship Model S.
Very cool. My first computer I pulled it apart and looked at all the chips. I looked up the part numbers on the internet to see who made the chips and what they did.
I can already see Sandy trying to pick his jaw off the floor. The cost down on this vs. last rev is a work of art I'd say they dropped 13-18% just in material cost. 35-40% from the hairpin, another 8-12% on the driver. I can easily see this with an induction rotor in a 25k car with a 65kwhr battery I bet they shaved 15-20kg off the unit weight and that's says a lot given how Good the last one was compared to the rest of the ev market
@carholic1336 I have a cybertruck pre-order in the first 500. So, of course, I agree. But the inverter + hairpin stater + an induction rotor in volume here is under $ 1500 usd with tesla's currently around 85-90$ per kwhr, so a apx 6000$ usd for the battery. So expect all the running gear to be under 10k$ then just the body costs, and with the die-casting, the costs have dropped dramatically. So yes, tesla taking advantage of all its current IP, a 25k car will be easy
Can you explain benefits in hairpin vs stranded copper wiring? Is it just cheaper to produce or is it actually better for performance/efficiency? Less/more skin effect?
This is a complex subject, but basically yes, it's cheaper, has better thermal performance, and power density. Skin effect can have an effect on efficiency, but not a big issue at the switching frequencies Tesla uses.
I don't have any way to analyze the composition of the magnets, but they seem strong enough to have some rare-earths still. Overall compared to other EV motors, the magnets are not that big though. (This motor is a Hybrid Switched-Reluctance that doesn't depend on the magnets as much)
@@Ingineerix No worries, thanks for the reply! Yeah, would require some special equipment or tools to analyze. Recommend you checkout "Two bit da vinci" on his recent video on the next gen motor. Seems it is possible to get strong magnets with this new approach. We just don't know how/when/where Tesla are using 0 rare earths in their motors.
Yeah, there are a lot of reports of crazy improvements in EV tech, especially batteries, but very rarely do these things actually end up in production.
12:45 Subscribed ! Awesome teardown... How did you get your hands on this car? How are you paying for it? I'm flabbergasted... This is Gen3 stuff, right? 🤯
Purely guesswork on my part, but if he is involved with Maxwell vans as he says earlier, then he likely has access to the drive units they are buying from scrapped cars to use in the vans.
@@grahammonk8013 but this is a gen3 motor and inverter... Just announced by Tesla as their _future_ platform. How this is already build in a model Y? And how did it end up as scrap? I'm just so confused now ....
This is Gen 4, just an evolution of Gen 3. We have not seen the Cybertruck yet (Gen 5?) and the new future low-cost car architecture will probably be Gen 6.
Last year I visited a company in germany which builds the machines which manufacture those hairpin Stators. Its really fascinating to see those machines first bend and cut the individual hairpins and then assemble the complete stator. That company said they supplied Tesla with such machines, so i guess those are the fruits of that labor.
This is nuts. There's no way the competition has even catched up with the old design yet. Well, to be fair, Lucid has a nice drive unit design, but it's barely in production.
So far they can't. Tesla now has a good heat start that they seem to be keeping. They also have significant cost reduction now through economies of scale and relentless optimization. It will be hard for anyone else to sell an EV for what Tesla is and still make money.
@@Ingineerix well model 3 invertors from 2017 to 2019 almost all failing...and needs a replacement due to isolation failure I had one on bms_a035 error
Very detailed tear down, thanks. Does your external CAN based controller still work on this new motor design ? I notice the controller is not avail on the Maxwell website as suggested 2 years ago it would be for conversions. What happened ? Also, do you have it suspended in the correct vehicle-mounted orientation, because I thought the old motor had the diff as essentially the lowest part of the drive unit ?
Great video. Have missed you lately. Subbed and Liked. Do you know when Tesla started installing this motor in M3 and MY and is it only cars made in Texas?
So far I am only aware of it being used in some Model Ys produced in Texas. There is no difference a driver could determine, and there is really no reason to go out of your way to try to get a car with this motor.
No, this one is only to stop rotor lockup in the event of a catastrophic inverter failure, like when multiple phases of SiCFETs short at the same time. If this is ever deployed, the inverter is toast already.
First time I’ve seen this. Looks like Tesla has done a nice job on this design. Would love to know how they perform reliability testing and what the expected miles to failure is for 1% failure rate.
Excellent video. Really clean disassembly of the inverter driver board. I noticed you covered all the serial numbers. Assuming that’s to protect the warranty. I doubt Tesla likes having their motors disassembled on production vehicles. 😀
They have not changed the architecture of the PCS (charger), and in fact it's now migrated from the Model 3/Y to the S and X. Tesla wants you to buy a powerwall, they don't want to take business away from that cash cow.
@@Ingineerix I keep hoping. The power offtake from the car wouldn’t be a replacement for Powerwalls, it’s use case would be for powering things like power tools, or job sites, and for emergency backup power, but not for daily use like a powerwall. During investor day, I think it was Elon who said that all Tesla vehicles will have power offtake within a couple of years after remarking how Cybertruck will have it.
Luckily you really don't need much EV maintenance. Check your brake fluid every year and replace if it's getting dark. Cabin filter (if equipped) every year. Windshield wipers, and tires as needed. Maybe brake pads every 5-10 years. Really nothing different than a normal ICE car, except none of the engine-transmission stuff. I do recommend any gearbox lubricant be changed at least every 5 years or 50k for cheap insurance.
Tesla considers both the lubricant (ATF9) and the filter to be lifetime. I advise people to change the ATF9 every 40k; cheap insurance. No need to change the filter because it will never really have much contamination. It's not like an ICE with blow-by combustion products and high-temperatures contaminating the oil.
@@bencrilly209 Well, the primary function is lubrication. There just isn't that much heat to remove in normal driving. In fact, if you disconnect all external cooling from the motor it will drive all day at highway speeds with no problem.
@@Ingineerix but they do use the heat exchanger for removing heat from the oil to heat the coolant but that’s not really used for removing heat it’s just used to heat the coolant for heating the cabin or battery ?
@@bencrilly209 Yes, they cool the lubricant and also use it for waste heat. My point was that it never gets "hot", thus the life of the lubricant is very long.
just curious relating to the upper case vent I have traversed some pretty deep water I would imagine that if water has ingress the gearbox one would know fairly quickly. Note model 3 2018 model.
I have torn apart drive units from flood cars, definitely water in there! Keep in mind this is about 2 feet off the ground, so you'd have to park in water that deep to have ingress.
@@Ingineerix any chance you can focus a little more on how this vent is designed and positioned in the car? If you're moving forward, are you less/equally/more likely to have water ingress if you're in about 2 feet of water?
The main winding of the normal lotus o delta type place in a panendermic semi-boloid of the stator every 7th conductor is connected to a non reversible trummy pipe connected to a differential girdle spring.
What are the practical benefits of this motor? My 2023 Model 3 RWD came with a 980 3D1 motor, but assuming Tesla started using this hairpin motor in US Model 3s next year, would we see increased range, or is it mostly about reducing cost to manufacture?
Lower cost, better power density, higher power (better cooling). The hairpin tech itself is not more efficient, but other changes may balance this out.
Thanks! Love your videos! 😊 I am interested where all those discharge resistors went. Also, interested to know what those blue chips are as working as an electronics supplier myself. Can’t wait to see them challenge for the next $1000 platform!
I suspect they applied the "best part is no part" philosophy and just use an active discharge scheme, similar to how they used waste heat for heating the battery. By "blue chips" you mean the small SMD parts arranged in a half-circle at the top? Those are ground resistors to couple an internal ground plane to the chassis connection.
Thanks for your reply. I see. Surprised that they didn’t change the SiC FETs from ST too. Maybe not to change the whole gate circuit? Pretty sure ST will stay as the WW No.1 SiC supplier!
@@chuck8kb906 we cant see the FETs here, they mustn't necessarily be from STM (they probably still are; however, there are also rumors about onsemi providing some now)
The package is pretty unique, I seriously doubt there are other manufacturers yet. I also did due diligence and compared the gate turn on threshold and on resistance to the older ST ones, and the numbers were similar.
Professional sharing. Is there a change in the oil pump and filter with the third generation? The appearance looks different. Are there still two filters?
Seems like you are the first to get these motors and drive units. You were the first that I saw with the Model S Plaid motor teardown and now you are the first with the new Tesla motor and drive unit. Thanks for doing this and to the folks that help you source them.
Thanks, Hopefully someone will lend me a Cybertruck when they start shipping!
@@Ingineerix Nah, next one let's do Semi battery teardown and analysis :)
@@Ingineerix where are you located?
@@Ingineerix I would like to see the Lucid drive train and battery. Seems like no one has torn one of those down yet.
You going to get me one?!? =)
Have a coffee on me! Wonderful to see the evolution of these boards... they're whittling away at things nicely and suits the cliche "The best part is NO part." mantra.
Thanks Clark!!!
This is the most underrated channel showcasing Tesla parts.
Thanks!
Weber Auto
Excellent video. Always nice to see your teardowns.
Thanks Matt, your videos are awesome too!
Ayo, nice to see you here too Matt!
Well he was a former Tesla engineer after all, gotta check out what they're doing now
Let’s go!
A lot better than Munro teardowns, he would complain about the number of threaded fasteners.
I used to be engineer with a company that produced fork truck DC controllers (largest I had worked on was a 60V 900A) and later mobile wheelchair and scooter controllers. Super impressed with how compact and simple this design is! I know to make things simpler and cheaper its a lot of work (same goes for software - more effort to reduce code complexity).
This inverter can handle that current at 400 volts, and is way more efficient than any 60v inverter could be.
I haven't gotten access to anything Lucid, so I can't comment. But I can say Lucid is a low-volume high-cost product at this point, so not a fair comparison.
@@Ingineerix For sure - high voltage for less resistance losses. When I started we had to use bipolar power transistors which under full load might have a saturation voltage of 0.5V or more - and very high switching losses too. The transistors were screwed down to big blocks of aluminium which in turn were bolted to the vehicles chassis for further heat dissipation. Because of the switching losses most controllers PWMed at sonic frequencies (except some that use speed up transformers to achieve 20 kHz). When the metal transistors blew up it was quite spectacular (where I used to test controllers had marks on the walls for many years)! MOSFETs (and subsequent variants) were a revolution. Even so the Tesla engineering is top notch for sure.
Still the best technical tesla content there is. 👏👏👏
Thanks for the compliment!
THANK YOU for posting this great video !!!
It’s impressive that you know all that and you don’t work for Tesla. It really shows your knowledge.
Thanks!
Where is a lot of talented engineers around. You see, if you work for Tesla(or any other big corporation) you will gonna be tied down by NDA almost always.
Yeah, this is why I do not ever want to work for Tesla.
What (still) impresses me is that this basic motor concept drives all vehicles from Model 3 to the Semi (we can no doubt add the new models as they arrive)
It's essentially just a question of changing the gearing (and decoupling on the Semi ... Maybe the CT🤔?), then altering the power application map to suit the vehicle.
"Genius".
Great teardown, the embedded transformers for the gate drivers are brilliant!
Thanks Garth!
Wonderfully detailed. Next to Munroe Live one of the best technology-focused Tesla channels!
That inverter is a work of art!
Looks like where is not too much changes in comparison with a model 3, just some optimisations and cost reduction.
Doesn't look very repairable.
Not really lol!!!
@@DavidJohnson-tv2nn There was a tear down of the Mach-E inverter, (I think it was that one) it was was even less likely to be repairable, and it was certainly much harder and more expensive to assemble in the first place. Lots of places where things could be screwed up during assembly.
Keep in mind, it doesn't have to be repaired if it doesn't fail. That's what Tesla is trying to achieve here.
The thing with infrared sensors for FETs (IGBTs?) temperature monitoring has blown my mind! Seems like an ingenious solution, where you don't have to rely on physical contact, clearances and thermal compounds to relatively accurately measure the temperature.
Munro did a tear down on the Ford Mach-E inverter, (I think?) Much more convoluted to assemble. I remember thinking it was ridiculous in comparison to the first gen Tesla inverter. This one is from a different planet!
Yeah I agree. That stood out to me as well. No extra connectors or wires going to a thermistor, no extra tie downs. Just plop the board in and have a robot solder the fets.
The first gen Tesla inverter was a mess. I don't like the mechanical design. (Large drive unit used in the S / X starting in 2012)
@@Ingineerix Are you talking about the triangular FET design one?
@@moki123g Yeah, poor mechanical design. They are prone to leaking coolant and self-destructing (among other things). They no longer make it, the newer designs are superior. Can't fault them too much, that was very early days in 2011.
WOW Thank you so much, I saw the hair pin stator with the rectangular wires and my jaw dropped.
The fact you knew you had to design fixtures to prevent a rotor magnetic crash during disassembly really impressed me.
Tesla is years ahead.. I really enjoy your teardowns.
Stop talking nonsense please!!! Do you realize that Tesla is basically the last one to use hair pin design!! Even sandy munro said that in his last videos! Even the 2012 bmw i3 already had that design lol!!!
Remy (now a part of BorgWarner) has been using hairpin windings for at least 15 years, supplying them to major manufacturers such as GM.
Actually Hairpin stators have been in production since the 60s. It's Tesla's evolution that enables lower cost and higher performance that's the neat part here.
@@Ingineerix wrong!!! Other manufacturers also makes it cheaper and powerful too lol!!!
@@Ingineerix how has Tesla lowered the cost or improved the performance of the hairpin windings?
Good to see you are continuing with posting excellent content. Your circuit board component descriptions are very interesting to me.
Thanks JWP, Much appreciated!
I'm curious to see a measure of phase to phase resistance on the hairpin design vs previous windings, this could identify if there's additional material in the slot or the same amount, cost optimised. Thanks for everything you do! ❤
Gen 3 stator was 10.4 milliohms, and the new one is 8.1 milliohms. (taken with 4-wire kelvin connections and 10 second sample)
You can see the spacex design philosophy coming through every gram counts leading to saving and full circle to first principles design and efficiencies
I think it's always been "X" (Elon) "design philosophy (?)
It's just applied to every problem by whoever needs it.
YAY! You're back. Awesome content as always. Really appreciate your stuff. Thanks for another excellent teardown.
Sadly, I'd need 50x the subscribers to be able to afford to make videos full time. Doesn't look like there are that many people willing to.
@@Ingineerix Well, I sure hope you get more, I often post your channel on Reddit in discussions where people are discussing the innards. I'd love to see a piece with you and the Munro folks. I think that your knowledge is an area they gloss over.
Is this 1k drivetrain?
Agree 100%. Invaluable Information even though it’s mostly over my head.
This is really good as I bet @MunroLive would like to see it!
Very nice presentation. Just subscribed. NOT too technical. Did I miss weight of new unit vs old?
Slightly less weight, The weight is listed in the description and pinned comment.
Great video. Very informative and well presented.
Excellent video that many may not really appreciate due to how technical it becomes but at the same time you explain how they've actually been able to simplify things making it cost-saving. Since Giga NV makes motors and is then sent to Fremont for final assembly, doesn't it seem logical that any and all advances will be utilized throughout Tesla's plants?
Maybe eventually, but they clearly will roll out a new production tech at one location first.
Yep, this videos is for sure is not gonna be popular as new reviews of apple iphone/ipad/another useless accessory.
This videos require some sort of brain to watch.
awesome work! any indicationsmarkings on the capacitor to denote voltage? I am hoping Tesla jumps to 800v architecture...
You will see a new inverter for this if they do.
I believe they have already said the Cybertruck at least is 1000 volt. Not to mention switching out the 12 volt stuff for 48 volt.
Yeah, Here's hoping someone lets me take a Cybertruck apart! =)
This is wild, there’s an astounding amount of competency in the Tesla rnd team
Also the thermal sensor, like you said, need a near black body surface to be accurate or instead they need a correction table with copper emissivity.. which is unprecise, add noise and might also be problematic with reflection as copper reflect quite well frim 500nm to the few um spectrum
Yeah they are all aimed at very matte black surfaces.
I subscribed, great job. While I didn't know very much about what you're talking about ont he invester board it was good to see the evolution of the motor and you pointing out the differences. Thanks.
Wow, so cool to see this new stuff ^ Thank You Phil. BTW Your welcome to my Cybertruck if you still don't have one by the time my reservation delivers. For a one man band you do great work.
Thanks Danny
Some of the best teardown videos on TH-cam
I tought that these ferrites were in place to measure the output phase current, but as you said these are individual small power supply for galvanic insulations of various supply area maybe?.. but where are the phase current sensors then?
He mentioned those at 10:00. They are Hall effect or flux gate sensors next to the bus bars.
@@reportingsjr Thanks Jon !
No, these are to supply isolated power for the gate drives. There are no motor-level currents anywhere on the PCB, those are on the welded copper bussing. Where the 3 bus-bars pass through the PCB there are 2 flux-gate current sensors. I point this out at around the 10 minute mark.
Nice to see you back!
So the 4D1 means 4th generation 1st iteration (design)
And i forgot is the 4 mosfet per phase per side like before, sandy munroe muffled something about the quantity of mosfets
This one has the same 4 per switch, for a total of 24 that the first Model 3 unit (3rd gen) used. They are SiCFETs.
Did you weight any of the parts, is there any weight savings over the last generation?
Thanks for the video, very insightful!
I there is a modest weight savings over the previous generation. The weight is listed in the description and pinned comment.
The latest wall connector also has an IR sensor for measuring the unit temperature as well!
Nice! I should teardown one of these.
@@Ingineerix I'm not sure I realized the implication of switching to an IR sensor? Accuracy? Cost? Energy savings?
@@FlorentHenry IR sensor doesn't require direct contact to sense the heat, so voltage isolation is free. My guess is it reduces peripheral circuitry and cuts assembly costs.
Prior to IR the only way to measure temperature is direct contact which can be unreliable and/or present assembly challenges. I doubt the IR solution is cheaper, but it's probably not much in Tesla's volume either.
For the hairpins, do they use a form of Litz wire in bar format? Similar to Lucid's laminated hairpin but hopefully better (matrix rather than stack and if we're lucky woven to reduce hot spots). Obviously insulated threads and compressed down to a "bar" to create the hairpin...
I don't believe these are laminated, but I didn't want to cut into them to find out. I think the loss is low enough that overall it's a wash.
No, the copper conductors are solid rectangular cross section. You can see this on the Investor Day video at minute 58 or so, play at 0.25 rate and pause the quick clips of video of the ends being laser welded to see for yourself.
Here's a cool video from the company I suspect Tesla got the production technology from: th-cam.com/video/3chl322LOBQ/w-d-xo.html
Every time I rewatch this video I learn something I Miss the 3rd time I watched it Thank you so much
this is awesome. thanks so much for sharing. very cool to see this development. I wonder how long it will take until the first openinverter hack is done on this particular revision. Damien just got his m3 rdu spinning. love the more compact inverter assembly and hairpin motor windings
The problem with open inverter on a hybrid PMSRM like this, is that Tesla has probably tens of thousands of hours development into the inverter firmware, which is why this is one of the most efficient and power-dense motors produced. If you just toss that and roll your own with on;y a few hundred hours (if that) of development is you lose a lot. I prefer to drive the motors keeping the Tesla firmware intact.
@@Ingineerix ideally yes, you just need to capture a CAN commands and sell a separate box to drive unmodified drive unit.
It was a little harder than that due to the immobilizer cryptographic authorization, but after some effort I was able to figure it out.
Hello, Phil. how can I contact you? Maybe I need your help with engine management for a Tesla M3 all-wheel drive project
So I'm guessing your canbus command device is not available?
Any chance you’ll get your hands on the new 4D2 motor from the new Model 3 Performance?
As soon as someone sends me one, I'll do a teardown! I suspect it's very similar to this one.
@@Ingineerix - I would love to hear your thoughts on the 2024 Model 3 Performance 4D2 units leaking oil. My 2 week old '24 M3P (US version) with less than 370 miles on it is leaking fluid. It appears to be coming from the drive shaft seals. I also have a very strong odor from the car that smells like sulfur or "rotten eggs". I'm not sure that smell is related to any gearbox fluids. I have service scheduled in 3 weeks.
We need more people like you. Fantastic information. 👏 Permanently subscribed.
Those planar ferrites are nice. That a clever way to make a transformer using circuit board copper foils as the windings. I had always wanted to employ them in a design but never got the chance.
Hi, proposal for a new video: i would be curious to see wether the latest battery BMS and DC charger allow now the BI-Directional current flow (as possibly announced durin the investor day) to permit the Vehicle to Grid or Vehicle to Load function (like most of the chinese OEM do).
The PCS architecture in currently produced vehicles is unchanged, There is no AC V2G/V2L, I already have 2 videos on this. DC export is possible, but Tesla doesn't currently allow this.
@@Ingineerix With the work you've managed to do getting into these systems, how hard do you think it would be to ?safely? enable DC export via the power connector/existing socket? There are more and more HVDC to 230Vac inverters available in the solar market these days, most of them being bimodal and in capacities of 50kW+ in the residential/ light commercial space.
I presume tesla has ways to check whether any HVDC is "leaking", so tapping into exiting wiring wouldn't necessarily provide bi-directional access to power either?
@@stefanvanzyl9090 People keep asking me this. Sorry; Yes, it's possible, but I'm generally not inclined to help people do this due to the extreme hazard involved. A 400V DC shock is approximately like 800VAC, it's super dangerous. The arcing potential is high, and the amount of amps the battery can supply is terrifying. Tesla's got a lot of safety systems designed to keep the HV away from people, but if you "tap", then you are bypassing this. I'm happy to discuss over email if you like, but I can't condone anyone without proper qualifications attempting such a thing. General electrical knowledge is just not enough, and if you are qualified then you'd already know how to do this, and do it safely. I did it in 2015, and it's not a problem, but non-trivial.
Thanks! Excellent video as always! Didn't realize the hairpin stator is already in production. Which month and year is this build from?
Thanks! I think it's late 2022.
Huge THANKS for your hard work. I have watched the evolution on the video recorders from induction to brushed to direct drive. Mechanical hard drives going solid state with their magnets hopefully find ways into new cars and battery driven tools. Can't wait to find wheel motors on much lighter EV's for city use. Small personal scooters have already shown us where we are heading.
Has anyone seen anything that defines what kind of power to weight make it “practical” to have hub motors when considering suspension reaction time, and wear and tear mounted at those points? Where might the tipping point be in that trade off?
Are those even the “right” factors to consider?
7:31 A cute brood of owlets on the PCB! :D
Thank you!
These Tesla drive units are the new “Small Block/LS” swap❤️
Nope!! The small black is lucid much smaller drive units lol!!
@@carholic-sz3qv The Lucid one might be better compared to something like a Porsche or Ferrari, these motors are much more accessible and better bang for the buck. Very like an LS motor in that respect.
@@grahammonk8013 nope it's not! Porsche is a totally different topic, and lucid Is eventually going to make more accessible cars too( to survive)
@@grahammonk8013 also there are tons and more other options in the market apart from car makers Damien Maguire has been exploring those.
Just for the record: at least one person in far away Hungary just watched, liked, shared and tweeted this.
Good to see you back!
Dang! The hairpin design is so cool
BEFORE you ask, look here:
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The Tesla part number for this Drive unit is 1665000, so I'm calling it the "Triple 0". Tesla also has a 3 letter designation of 4D1.
Weight (wet): 194 lbs/88 kg
Parts on PCB:
Main DSP: TMS320F28377DPTPQ www.ti.com/lit/gpn/TMS320F28377D-Q1
Safety Controller: 16324 1TC TC14427 2212 (assumed Tesla proprietary)
Gate Drivers: STGAP4S www.st.com/resource/en/datasheet/stgap4s.pdf
IR Temperature Sensors: ACC T5977510 (Could not locate)
Digital Isolator 1: ISO7741FQ www.ti.com/lit/ds/symlink/iso7741-q1.pdf
Digital Isolator 2: ISO7762FQ www.ti.com/lit/ds/symlink/iso7762.pdf
Analog Isolator: www.ti.com/lit/ds/symlink/amc3330-q1.pdf
Pyro bypass fuse: Buss TS-10A05F T10AH500V
PCB size: 11.5" x 7" (292mm x 178mm)
Haripin stator appears to have 54 slots with 8 bars in each. Stator resistance is 8.1 milliohms, vs 10.4 milliohms for the Gen 3. (taken with 4-wire kelvin connections on my 6.5 digit Keysight 34461A using a 10 second sample time)
I like how they changed the cooling structure. Previously the SiC devices were sintered right into the inverter housing - so the whole housing was moving through the sinter production line and if there was any mistake the whole thing had to be thrown away. It seems now they fix the power devices onto a separate closed cooler, which they can test (electrically and for water tightness) before they weld it into the housing; also no need to haul the whole housing through the sinter line.
It has been Much nicer to handle 😉
Thank you for this. Been watching you since the beginning.
So out of curiosity, the dyno numbers on the MY suggest it has always put down slightly
more HP vs. M3 equivalent. I know to some degree they’re nerfing the Model 3, which was calculated to have about 100A (within spec/ limits) left on the table. But, I always had a feeling they made a stronger motor for the MY. Do you think that’s where the difference HP is? Or simply just a changing the power curve just bc it’s a MY? (Could be both).
Same hardware on both.
@@chstra45 Ah ok, so it's all software. Interesting.
Same motor/inverter on both 3/Y, but they do allow higher power output. The Model Y is heavier, so they bumped the power a bit to allow it to try to keep up with the Model 3 a bit better. Yes, there is a lot of power "on the table" in this design, they essentially use the same parts in the Plaid. There are a lot of reasons to limit power, we have to consider the battery pack, powertrain longevity, chassis traction limits, and finally marketing. They don't want a performance Model 3 showing up their expensive flagship Model S.
Those test points at 12:30 are tag-connect, very cool system.
0:58
1:45 1:45 1:46
Thanks for the video!
Very cool. My first computer I pulled it apart and looked at all the chips. I looked up the part numbers on the internet to see who made the chips and what they did.
I can already see Sandy trying to pick his jaw off the floor. The cost down on this vs. last rev is a work of art I'd say they dropped 13-18% just in material cost. 35-40% from the hairpin, another 8-12% on the driver.
I can easily see this with an induction rotor in a 25k car with a 65kwhr battery I bet they shaved 15-20kg off the unit weight and that's says a lot given how Good the last one was compared to the rest of the ev market
Lol!!! Nope it's still not enough for a 25k car and they also first need to make the Cybertruck
The mûrir design has absolutely nothing special that's what other manufacturers have been using
Progress for sure. This is a step up from the last one I saw.
@carholic1336 I have a cybertruck pre-order in the first 500. So, of course, I agree. But the inverter + hairpin stater + an induction rotor in volume here is under $ 1500 usd with tesla's currently around 85-90$ per kwhr, so a apx 6000$ usd for the battery. So expect all the running gear to be under 10k$ then just the body costs, and with the die-casting, the costs have dropped dramatically. So yes, tesla taking advantage of all its current IP, a 25k car will be easy
@@ZoeyR86 🍵 saying some true things here. Battery cost is the next big thing.
Great video! if you can, please measure the weight of the assembly compared to the previous generation.
It's slightly less weight, I don't have exact figures yet.
Can you explain benefits in hairpin vs stranded copper wiring? Is it just cheaper to produce or is it actually better for performance/efficiency? Less/more skin effect?
This is a complex subject, but basically yes, it's cheaper, has better thermal performance, and power density. Skin effect can have an effect on efficiency, but not a big issue at the switching frequencies Tesla uses.
@@Ingineerix Got it! Love these technical videos!
Cory Steuben showed drawings of fill rate on a Munro Live episode
@@FrunkensteinVonZipperneck they didnt talk too much about it though. Patiently waiting for them to get a motor to tear apart
Here's a cool video from the company I suspect Tesla acquired the manufacturing technology from: th-cam.com/video/3chl322LOBQ/w-d-xo.html
That planar transformer is such a neat trick.
Can you comment on the magnets and any rare earth usage?
I don't have any way to analyze the composition of the magnets, but they seem strong enough to have some rare-earths still. Overall compared to other EV motors, the magnets are not that big though. (This motor is a Hybrid Switched-Reluctance that doesn't depend on the magnets as much)
@@Ingineerix No worries, thanks for the reply! Yeah, would require some special equipment or tools to analyze. Recommend you checkout "Two bit da vinci" on his recent video on the next gen motor. Seems it is possible to get strong magnets with this new approach. We just don't know how/when/where Tesla are using 0 rare earths in their motors.
Yeah, there are a lot of reports of crazy improvements in EV tech, especially batteries, but very rarely do these things actually end up in production.
Wow, that was fantastic. I learned more in your short videos and watching several other presenters hour-long videos please keep up the good work
Great content! You explain so clearly even computer scientist like me can understand. ;)
Thanks!
Enjoyed the teardown
@@qpn6ph9q Thanks for the donation @Lexmax!!!
12:45 Subscribed !
Awesome teardown... How did you get your hands on this car? How are you paying for it? I'm flabbergasted... This is Gen3 stuff, right? 🤯
Purely guesswork on my part, but if he is involved with Maxwell vans as he says earlier, then he likely has access to the drive units they are buying from scrapped cars to use in the vans.
@@grahammonk8013 but this is a gen3 motor and inverter... Just announced by Tesla as their _future_ platform. How this is already build in a model Y? And how did it end up as scrap? I'm just so confused now ....
This is Gen 4, just an evolution of Gen 3. We have not seen the Cybertruck yet (Gen 5?) and the new future low-cost car architecture will probably be Gen 6.
How much is the total weight of this unit?
The weight is listed in the description and pinned comment.
Thanks for taking it apart! (and for putting it back together again)
So cool. Thank you for making these tear down videos for us.
Last year I visited a company in germany which builds the machines which manufacture those hairpin Stators. Its really fascinating to see those machines first bend and cut the individual hairpins and then assemble the complete stator. That company said they supplied Tesla with such machines, so i guess those are the fruits of that labor.
Other manufacturers have been using that hair pin design for years lol!!
Yes, it's been around to my knowledge since the 60's.
Do you have a name to share? Would like to check out if they have videos or more info - out of curiosity.
Probably this company: www.felsomat.com/electric-motors/hairpin-stator
And here's a cool video: th-cam.com/video/3chl322LOBQ/w-d-xo.html
@@Ingineerix interesting, thanks! Any clue why Tesla initially choose windings instead?
This is nuts. There's no way the competition has even catched up with the old design yet. Well, to be fair, Lucid has a nice drive unit design, but it's barely in production.
How can other OEMs possibly compete with Tesla's pace of innovation
So far they can't. Tesla now has a good heat start that they seem to be keeping. They also have significant cost reduction now through economies of scale and relentless optimization. It will be hard for anyone else to sell an EV for what Tesla is and still make money.
They're effed
@@Ingineerix And more over still looks pretty serviceable with all cutting costs modifications. Only a PCB build in transformers can be an issue.
No, the inverter isn't considered "serviceable", you would just replace it as a unit. Luckily Tesla builds extremely reliable electronics.
@@Ingineerix well model 3 invertors from 2017 to 2019 almost all failing...and needs a replacement due to isolation failure I had one on bms_a035 error
Very detailed tear down, thanks. Does your external CAN based controller still work on this new motor design ? I notice the controller is not avail on the Maxwell website as suggested 2 years ago it would be for conversions. What happened ? Also, do you have it suspended in the correct vehicle-mounted orientation, because I thought the old motor had the diff as essentially the lowest part of the drive unit ?
Great video. Have missed you lately. Subbed and Liked.
Do you know when Tesla started installing this motor in M3 and MY and is it only cars made in Texas?
So far I am only aware of it being used in some Model Ys produced in Texas. There is no difference a driver could determine, and there is really no reason to go out of your way to try to get a car with this motor.
Does this pyro fuse replace the one in the pack?
Seems like if this one goes off it would detonate a lot of the nearby inverter PCB.
No, this one is only to stop rotor lockup in the event of a catastrophic inverter failure, like when multiple phases of SiCFETs short at the same time. If this is ever deployed, the inverter is toast already.
@@Ingineerix Thanks for the info!
Great video, thanks! How much does this weigh? Compared to the old Tesla small drive unit, is this one lighter or more powerful?
Great question, I’d be interested to know mass savings as well
Only slightly lighter, and power (for now) is exactly the same. The main benefit here is lower cost.
The weight is now listed in the description and pinned comment.
I subscribed, I hit the like and now I place a comment. That is all I can do. Thanks for the content, it was great to watch! Greetings from Hungary!
Share the link on social ;)
First time I’ve seen this. Looks like Tesla has done a nice job on this design. Would love to know how they perform reliability testing and what the expected miles to failure is for 1% failure rate.
We'll see!
Excellent video. Really clean disassembly of the inverter driver board. I noticed you covered all the serial numbers. Assuming that’s to protect the warranty. I doubt Tesla likes having their motors disassembled on production vehicles. 😀
Welcome back!
Really appreciate your generous knowledge sharing. Great insights.
Thanks, much appreciated!
Would love to see a tear down of the new charger circuit to see if they’ve made a Bi-directional rectifier/inverter for that.
They have not changed the architecture of the PCS (charger), and in fact it's now migrated from the Model 3/Y to the S and X. Tesla wants you to buy a powerwall, they don't want to take business away from that cash cow.
@@Ingineerix I keep hoping. The power offtake from the car wouldn’t be a replacement for Powerwalls, it’s use case would be for powering things like power tools, or job sites, and for emergency backup power, but not for daily use like a powerwall. During investor day, I think it was Elon who said that all Tesla vehicles will have power offtake within a couple of years after remarking how Cybertruck will have it.
I think bidirectional will be done on the DC side.
@@philtrubey7480 vehicle to grid is mostly a thing to use in emergency situations
@@carholic-sz3qv yes but very helpful in those situations. We could get rid of lots of 5kw standby generators if we had power off take.
Excellent video. What is the best way to take practical courses to learn EV maintenance
Luckily you really don't need much EV maintenance. Check your brake fluid every year and replace if it's getting dark. Cabin filter (if equipped) every year. Windshield wipers, and tires as needed. Maybe brake pads every 5-10 years. Really nothing different than a normal ICE car, except none of the engine-transmission stuff. I do recommend any gearbox lubricant be changed at least every 5 years or 50k for cheap insurance.
Damn phill there’s no oil filter for meat heads to replace every 3000 miles ..I need something to change !!
Tesla considers both the lubricant (ATF9) and the filter to be lifetime. I advise people to change the ATF9 every 40k; cheap insurance. No need to change the filter because it will never really have much contamination. It's not like an ICE with blow-by combustion products and high-temperatures contaminating the oil.
@@Ingineerix correct me if I’m wrong phill but isn’t the fluid mostly used for heat transfer ?
@@bencrilly209 Well, the primary function is lubrication. There just isn't that much heat to remove in normal driving. In fact, if you disconnect all external cooling from the motor it will drive all day at highway speeds with no problem.
@@Ingineerix but they do use the heat exchanger for removing heat from the oil to heat the coolant but that’s not really used for removing heat it’s just used to heat the coolant for heating the cabin or battery ?
@@bencrilly209 Yes, they cool the lubricant and also use it for waste heat. My point was that it never gets "hot", thus the life of the lubricant is very long.
just curious relating to the upper case vent I have traversed some pretty deep water I would imagine that if water has ingress the gearbox one would know fairly quickly. Note model 3 2018 model.
I have torn apart drive units from flood cars, definitely water in there! Keep in mind this is about 2 feet off the ground, so you'd have to park in water that deep to have ingress.
@@Ingineerix any chance you can focus a little more on how this vent is designed and positioned in the car? If you're moving forward, are you less/equally/more likely to have water ingress if you're in about 2 feet of water?
Wow! Awesome video. The engineering behind this is impressive. Competitors are going to have trouble staying in the game.
Nonsense!!! What's incredible about it!? Other manufacturers have been using this type of hairpin winding for years lol!!!
Vielen Dank für den Einblick und den Aufwand . Liebe Grüße aus der Nähe der GF Berlin.
Danke schön!
@@Ingineerix Cool in Deutsch! Dafür ein extra Lob.
Nice work. It was nice to see the hairpin stator.
better than Sandy Munro!
Sandy is the QVC/Sham-wow pitchman version of Ingineerix
The main winding of the normal lotus o delta type place in a panendermic semi-boloid of the stator every 7th conductor is connected to a non reversible trummy pipe connected to a differential girdle spring.
Love the video. Nice to see the evolution of the manufacturing process of Tesla. Thank you for making the video.
Thanks!
Very nice, sir. Can't wait to see the mosfets
This is what I call Golden Content
What are the practical benefits of this motor? My 2023 Model 3 RWD came with a 980 3D1 motor, but assuming Tesla started using this hairpin motor in US Model 3s next year, would we see increased range, or is it mostly about reducing cost to manufacture?
Lower cost, better power density, higher power (better cooling). The hairpin tech itself is not more efficient, but other changes may balance this out.
Thanks for the share. Can you identified how the rotor grounding is made please ?
Not really, I did not do a full teardown. All I can say for sure it's not done how it was in the prior generation.
Excellent teardown! Do you know if the stators are wye or delta wound?
Pretty sure it's Delta.
Brilliant Video! what’s your background?
I am an Electrical Engineer.
this video is not for the average person
but as a TSLA investor its what I like to see
innovation and cost reductions
Thanks for sharing! Today I learned about WAVE SPRINGS among other things! A great look inside!
www.smalley.com/categories/wave-springs
Well done. Thx for doing the video. Liked the hairpin motor views.
Thanks! Love your videos! 😊 I am interested where all those discharge resistors went. Also, interested to know what those blue chips are as working as an electronics supplier myself. Can’t wait to see them challenge for the next $1000 platform!
I suspect they applied the "best part is no part" philosophy and just use an active discharge scheme, similar to how they used waste heat for heating the battery. By "blue chips" you mean the small SMD parts arranged in a half-circle at the top? Those are ground resistors to couple an internal ground plane to the chassis connection.
Thanks for your reply. I see. Surprised that they didn’t change the SiC FETs from ST too. Maybe not to change the whole gate circuit? Pretty sure ST will stay as the WW No.1 SiC supplier!
@@chuck8kb906 They did change the whole gate drive circuit, but it's also ST, and an evolution from the gen 3.
@@chuck8kb906 we cant see the FETs here, they mustn't necessarily be from STM (they probably still are; however, there are also rumors about onsemi providing some now)
The package is pretty unique, I seriously doubt there are other manufacturers yet. I also did due diligence and compared the gate turn on threshold and on resistance to the older ST ones, and the numbers were similar.
I'm getting my 2016's p90d L drive unit replaced with this U version under warranty this week. I'm hoping this one lasts longer than 70k miles.
Thanks for your teardown，It seems the pcb board become much more compact，did Tesla changed the sic package？
No
Professional sharing.
Is there a change in the oil pump and filter with the third generation? The appearance looks different. Are there still two filters?
The oil pump is the same, with the same mesh screen. As you can see, the filter is different, it's internal rather than a spin-on cartridge.
Would be cool if the hairpin-winding would be serially overstacked each other, instead of pointing downwards