Tesla's Newest Motor & Drive Unit
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- เผยแพร่เมื่อ 28 ก.ย. 2024
- Here we teardown Tesla's newest Motor and Inverter tech!
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
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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)
Parts on PCB:
Main DSP: TMS320F28377DPTPQ www.ti.com/lit...
Safety Controller: 16324 1TC TC14427 2212 (assumed Tesla proprietary)
Gate Drivers: STGAP4S www.st.com/res...
IR Temperature Sensors: ACC T5977510 (Could not locate)
Digital Isolator 1: ISO7741FQ www.ti.com/lit...
Digital Isolator 2: ISO7762FQ www.ti.com/lit...
Analog Isolator: www.ti.com/lit...
Pyro bypass fuse: Buss TS-10A05F T10AH500V
PCB size: 11.5" x 7" (292mm x 178mm)
How to change the DU fluid: docdro.id/9h2KfRX
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?!? =)
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.
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.
Still the best technical tesla content there is. 👏👏👏
Thanks for the compliment!
THANK YOU for posting this great video !!!
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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)
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".
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.
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.
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.
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?
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)
This is really good as I bet @MunroLive would like to see it!
Good to see you are continuing with posting excellent content. Your circuit board component descriptions are very interesting to me.
Thanks JWP, Much appreciated!
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.
Great video. Very informative and well presented.
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.
This is wild, there’s an astounding amount of competency in the Tesla rnd team
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.
Some of the best teardown videos on TH-cam
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.
We need more people like you. Fantastic information. 👏 Permanently subscribed.
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.
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
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! =)
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.
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.
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.
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 😉
Thanks!
Enjoyed the teardown
@@qpn6ph9q Thanks for the donation @Lexmax!!!
Thanks for the video!
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
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
Would be cool if the hairpin-winding would be serially overstacked each other, instead of pointing downwards
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.
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.
great teardown and high-level explaination. Thanks!
How much is the total weight of this unit?
The weight is 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 ;)
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?
Dang! The hairpin design is so cool
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!
So glad to see this. Thanks for doing this teardown and video!
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.
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.
Always excellent content from you! Top marks!
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.
Nice work. It was nice to see the hairpin stator.
Solid copper conductors are also a compromise. Yes you have better infill and simpler manufacturing, but multiple insulated strands have lower impedance because they avoid skin effect when being fed by an inverter at a high frequency. Ideally you want multi strand "Litz-wire", but squeezed into a shape that fits the slots and improve the fill ratio. BTW, rewinding your Tesla sounds like a fun DIY summer upgrade to gain a few percent higher efficiency.
Yes, but it's not terrible. Skin effect depth at these freqs are about 0.5mm.
@@Ingineerix So a solid square conductor of say 6 sq mm (3x2 mm) uses 5 sq mm of the available 6 sq mm, that is 83%, actually better than litze, you are right. So what switching frequency does the Tesla inverter use to pwm the sinusoidal waveforms which is several times higher than the AC waveform frequency, or is the impedance of the windings large enough to filter them out? Sorry for throwing questions at you, but you know.
@@Tore_Lund I actually haven't gathered the switching waveform of this unit yet, but I will at some point. I'm willing to bet it's somewhere just North of 15kHz though, this way you eliminate a lot of audible noise (at least for humans).
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.
That's some very cool engineering on those inverters.
I'm a little annoyed the filter is internal to the motor housing now, not likely to ever need be replaced, but having the option to replace it externally gives some peace of mind. I would also like to see some oil analysis of these drive units after a couple hundred thousand miles. I know the oil won't degrade from temperature and contaminants, but what about shear wear? There's a lot of torque between those gear teeth sometimes.
This is why Tesla uses some very special synthetic lubricant, it's designed to have very low windage losses and withstand the high pressures found in the geartrain.
You'd think that, but Tesla now has several million drive units with filters, and with 4 almost 5 years of experience + at least one model 3 in the the 300k mile range. There is no combustion of the oil due the much lower operating temperature of the oil compared to a standard ICE so far less material to filter.
@@Ingineerix Another little nugget of useful information.
@@Ingineerix I thought they just used dextron 5? Not that D5 isn't a high quality fluid or anything. I thought that's what the service manual for my 2021 said. Or have they moved to a new fluid now? I would still be curious to see what the viscosity and film strength is like after a few hundred thousand. And to see a teardown of one of those high mileage gear sets to see what kind of wear has taken place. I'm not actually that worried about it and I'm sure it's low, but I'm still curious as a numbers and data guy.
I understand the concern, but this oil has an even easier life than the oil in other transmissions, because there are no clutches (as in an automatic) or synchronizers (as in a manual) to wear.
Very nicely done and much appreciated. I've already subscribed and liked this vlog.. thank you
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.
Very well done and quite inisghtful! Thanks a lot.
So this motor has a "lifetime oil filter" that cannot be changed without full motor disassembly? hmm... all good intentions ack'd I wonder if this was really a good idea, in spite of this motor being much cleaner than ice's...
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
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.
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!
Thanks! Wow. Nice rundown.
Thanks Dennis!
Great break down, subscribed!
You have great content. Love the inverter board.
I hope that you get the opportunity to examine a Lucid drive unit. Once people start wrapping those cars around trees (not wishing anyone harm) those Lucid units should make great retrofit units for ICE cars.
Lucid Motors has an interesting video teardown of their drive unit but it is more consumer oriented. I would very much like to see how they are lubricating their differential and peek inside their compact high-power inverter.
I too would love to teardown one. Feel free to send one! =) Though Lucid is low-volume, and someone would have to reverse-engineer the control system to use them in conversions. That is non-trivial! I'm one of only a few people that know how to drive the Model 3/Y motor and (so far) the only one that can drive a Plaid motor.
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!!!
Excellent video. Thank you!
Great ~Great breakdown as always.✍🏾💯👌🏾
Don't agree that the filter and oil will never need to be changed. With as long as these units are supposed to last, I can guarantee you won't want to be using the original of either (say 15 years and 400k miles later). The company just doesn't bother because it's well past the warranty
I recommend oil changes at every 40k miles, but don't need to change the filter. This isn't like an ICE engine with combustion blow-by and high temperatures. There will be almost no flocculation in this lubricant, and the filter area is huge.
@@Ingineerix What could cause flocculation in this closed-loop system?
@@Ingineerix Why doesn't Tesla recommend any oil change ?
@@pauld3327 Most automakers see high maintenance as a disadvantage. I think Tesla is especially keen on pushing the "EVs need almost no maintenance" line. They reason that the drive unit will last long enough without any fluid changes, so that's what they push. This is a marketing decision, not Engineering. This is how all large companies operate.
@@Ingineerix Thank you for your response.
Do you think that there are others parts of the car that need maintenance and that Tesla doesn't tell us about ?
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.
better than Sandy Munro!
Sandy is the QVC/Sham-wow pitchman version of Ingineerix
Thanks. This is great. I am very happy to see your video again.
Can you explain the hairpin design in a separate video? I have no idea how that should work, and how it would be manufactured. Not an engineer, maybe I just lack some basics 🙂
There are already plenty of resources online, just do a search.
Here's Sandy Munro talking about it: th-cam.com/video/5fe548XvavY/w-d-xo.html
What are your plans for the motor? Would you be able to share it with Sandy Munro?
I try not to destroy good working parts, it will probably get used in a conversion. There's nothing he can conclude that I haven't. He definitely doesn't seem to understand the electronics.
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.
With this pyro fuse setup: does then all the phase current pass through this "eye of the needle" breakpoint, where the pyro fuse hits? Seems like a very small diameter compared to the middle bus bar.
Yes, and it does add resistance, but the small amount of total heat developed in this area under hard acceleration is easily dissipated passively. Same exact thing in the pryofuse (see my fuse videos).
This is what I call Golden Content
Awesome video yet again! Curious, are they still using the same gate drive chip? On first look, the large drive buffer transistors from the previous design seem to be missing. Is that the case?
New evolution, the part number is in the description.
nice video.Thank you. You got new subscriber here :)
Is this DU one of the early prototypes or is this a serial one?
No, this is in production for certain Model Ys
@@Ingineerix why there is this piece of strange black tape in the middle of the top side PCBA?
@@MySteff78 To hide the serial numbers.
Hello!
What is the difference on a Model Y AWD to have the RD01 vs RD07 unit
Is this motor already being used in production on MY & M3?
CALT's new battery for M3 is already in production.I think we can see it on M3 first in the next few months.
@@maomata2077Why do you talk batteries when video is about the motor?
I'm only seeing it for Model Y produced in Texas so far. There is no software build config for Model 3 yet.
How come the motor stator dosent have lacing around the stator winding.
Lacing isn't needed because there are no small wires. This is one of the cost and reliability savings on the hairpin design.
Too bad you could show us side by side the differences with the old design. Now that would have been cool!
Another great teardown review 👍
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.
A great review, super interesting !
I wonder if it uses rare earth magnets or not, but I guess it is hard to check.
Regarding the weight, from what I see in your old review, the older version was about 90kg and this one is 88kg, pretty disappointed by the minimal weight savings of only 2kg ?!
Can you give a rough estimate on the volume difference between the two ?
I weighed the old one with a bathroom scale, now I have a more accurate scale, so I'd need to re-weigh the old one to know the exact savings, but any reduction while keeping the same performance or even improving it is a win. Hard to determine volume without dunking it in a tank, but it does appear somewhat smaller, especially by the inverter area.
Thank you for the interesting video! Just one question: you mention an encoder and a resolver in the presentation. Do we have those 2 sensors in the Tesla Motor and Drive unit? Is the resolver not sufficient to determine the position and the speed of the rotor? Is the encoder also needed? I just want to be sure if we have both sensors. Thanks.
No, if I mentioned "Envcoder", I meant resolver. There is only a sine-cosine resolver.
Thanks for your teardown，It seems the pcb board become much more compact，did Tesla changed the sic package？
No
These have not been introduced to customer fleet. Only in use in internal fleet. Why do you have this?
You are wrong. If you don't believe me, I guess these owners are lying (with pictures too): teslamotorsclub.com/tmc/threads/what-motor-does-your-2023-model-y-have.293314/
Superb engineering.
Great video, nice work, keep doing what you are up to . . .
What about some size dimensions on the complete unit, break out a tape measure,and how much HP , rpm etc etc.
It's pretty much the same size as the Gen 3, the mounting points are in the exact same places. It's slightly lighter, and putting out the exact same power as the Gen3. This is mainly to make it easier to produce, lower cost, and more reliable.
stator is basically a big starter motor type winding, makes me wonder what sort of power a car starter motor could output using neo magnet rotor.
Starter motors are series-wound (usually) and are optimized for low-cost and high torque, but are very inefficient. This is why you are told to only operate the starter in short bursts if your car doesn't start immediately, as it will quickly overheat.
@@Ingineerix i see so overheating might be an issue. It would be interesting though to put a neodymium rotor and put 300v or so through the stator, I would never do it, but would be a hell of a little motor if it kept cool
Why no new videos for such a long time?
@@namenotshown9277 I put a lot of effort into the channel for a few years to try to grow it, but most people don't bother to subscribe, so TH-cam doesn't promote my videos and thus, I only got about $100-$200 a month in. That isn't enough to cover the time it takes to make them. I'll probably still do them, because I enjoy sharing, but at a much lower frequency.
@@Ingineerix I see, I know the time it takes to document technical stuff, can understand.
seems heavy isnt it? compared to competitors?
Keep up the great work!
Thanks Thomas!
Excellent teardown. Seems like they have removed the active discharge resistors.
Yes, I mentioned this in the inverter teardown. They are probably using the inverter for active discharge now.
Extremely well done. Thanks.
Any way to reason about the max current/power of this inverter and the motor? I ask because I thought it was interesting with the 980 motors in the 2019/2020 M3 how they were limited to 211kw but rated to 250 (which the Ingenext product unlocks).
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. By the way the part number on this drive unit is 1665000, so we can call it the "triple 0".
I wonder what the future will look like when folks figure out how to impersonate the controllers inside the CAN world and send more power, throttle control, undo current limits etc? How will hackers know what limits each part of the system can take? Will that future just be experimentation? Will folks have to ruin cars, cause accidents or set conductors on fire to learn limits before they decide how much to push parts in the future?
That's just it, there is no way to know how far it would be safe to push. All proper engineering leaves a healthy safety factor on the table, as I'm sure Tesla has. Also keep in mind there isn't a lot of room for improvement anyway because of traction and battery limits.
Omg this, I hope the front motor I would love to see the weight comparison between all the generations. And the round trip efficiency on this one. I want to do a cannonball in the next few years once I get mine prepped. But this motor with lithium sulfur battery would blow most of the ev record away.
Great stuff bro, you got another sub'n'viewer
I don't even remember how long ago I subscribed to your channel. But yeah...I'm subbed! I listened all the way through to the end including you lamenting people don't sub. My channel is lots smaller than yours for subs. I lament the same issue!
I've watched all your vids and am already a subscriber! Keep up the great work!
@@Ingineerix Us nerds gotta stick together!
you opened the motor assembly but to much coolant went trough the bearings 😂😂😂
Thanks for sharing!