Never had a car with frameless windows, but friends that do don't have many problems. On the other hand, my old beater '06 Sonata had the drivers window pulled off the rail by a little tree sap, so there's that lol
Here's 3 tests i would love you to experiment: - Same test you did with your Model X when it was -30C (hammering and braking a few times to heat the battery up before supercharging and see the data) - To look at the data while the car is plugged-in on AC at night to see if the battery is heated when it's cold and the car has finish charging a while ago. - To see the real effect on battery temperature when you program your charging session at home on AC to finish at the time you leave home for work as opposed to just preheat the cabin 30 or 60 minutes before leaving. Thank you.
The reason the spot above the front cameras was not frozen is that since Sentry mode was running, at least one of the front cameras and other electrics in the front camera housing were constantly powered, which released some heat, which kept the spot right above them from freezing ;).
Wow, low battery temperatures have quite the impact on charging. It's interesting to see how far the motors heat up to bring that massive battery up in temperature. Can you make another one of those videos in deep norwegian winter?
@kkthxk" The very idea that people call this the future is ridiculous, who would ever want to deal with filling a gass tank over just feeding the horse "😂😂
Nice engineering feat from Tesla with the afterburners and saving production costs, but i think the missing battery heater will be a major issue in the Scandinavian winter to come. S and X just don't need a supercharger nearby to start heating. Tesla should implement a "active Nyland afterburners" option ASAP.
Model 3 heating power is really high! 14 kW at full blast cabing and battery heating. Heat pump and heat exchanger between cabin and drivetrain cooling loop would be a nice add on option for cold climates.
I was watching the Scan my Tesla data when you switched on the rear defroster, and I heard that hook from Apollo 13 in my head when they're watching the ammeter while coming up with a safe power up sequence.
Something like with Optimus Prime (a Model X) at -36C: still works, just somewhat resticted (until warmed up a bit).🙂 th-cam.com/video/capOgUHPz9Q/w-d-xo.html
@@dezz00002 You're wrong. Because the Model 3 has no battery heater (at least the US version), the battery would just freeze. The HVAC would barely keep it warm. If the battery temperature goes lower than 0°C, you would not be able to charge the battery in any way since charging a battery this cold would cause permanent battery capacity loss. And if the battery gets colder than -20°C, it would lose almost all charge (though it still won't be damaged as long as you don't charge it). Basically, without the dedicated battery heater you wouldn't be able to sleep in your car unless you're hooked up to AC. The way the Model 3's battery heater works is also strange. I wouldn't want to sleep in -30°C in a Model 3.
@@one_step_sideways Rather, you are wrong. Did you see the present video? The Model 3 can use the stators to heat up the battery, just like the Model S/X use the dedicated battery heater. Also, did you see the other video I linked? After a night at -36C the driving power was limited to 100 kW. That's plenty enough to power the stators by 7 kW to heat up the battery. Even if it wasn't used, the car could start off and a few accelerations would heat up the battery fast.
Interesting to watch the Max Regen Power number from 12:20 and when you moved back to the DC fast charger. 16 degree battery temp seems to be the sweet spot for good regen return
It would be great if there was the option to turn on ‘afterburners’ manually when you’re heading to a fast charger that isn’t a supercharger. Bjørn please bring attention to it to make it happen!
Bjorn! I'm excited to see your cold weather ID3 testing. I live in the north of the US and am very interested in how it handles the -30F days! Though we would get the ID4.
Good to see that the TM3-battery tolerates the Cold way better than S and X. If batterytemp in my S is 3C I would get 5kW-regen at best, TM3 gets 25-30kW. Wonder how low the temp must be before regen is disabled? In S and X anything below 0C disables regen. Nissan, Kia and others tolerate some regen below 0C. Care to check Bjørn? :)
@@CoolSilver no. It's not about that. Look at the temp. Many li-ions disables regen completely of cell temp is 0C or below. S and X does that, Model 3 does not. 3C of temp giving that much regen has nothing to do with coolant loop. S and X has an excellent coolant loop aswell, bit different battery chemistry. 3s chemistry is superior :)
Ruben Kelevra I'm also going to argue that it's not actually producing heat, but the black material is absorbing light energy and storing it, melting the ice.
@@bobbob123ful nope, the AP cameras are actively heated, but the heat will rise in this enclosure and the top portion will be the hottest. If the outside temperature is too cold, the part above the camera will freeze again, since the heater is not heating excessively if you're not driving. This has nothing to do with sun light, you can clearly see other black materials, for example the lip around the roof glas, which is not melting any ice/snow at all.
Tesla has a 24/7 battery cooling system when it's hot and a heating system for when it freezes. The Tesla batteries should stay around the same temperature when driving and parked in any condition to maintain its own batteries for years. Every tesla fanatic should know this.
How about testing 2 Teslas at a supercharger. First one..really cold like your Tesla. Second one really hot..ready for full speed charging. Mission: The cold Tesla, first one at the stall. The warmed up one, second at the stall. Question: Will the speed for the second Tesla drop, when the first one accelerate charging while warming up??? will the second Tesla get arround 130 kWh at the start, while yours is getting 20 kWh??? Greetings from Hamburg-Germany. Hang in there....
Awesome man! Could try how fast your model 3 heats up when launching? at least 3-4 to 120km/h! I'm mostly interested on the performance curve, seeing how much the performance degrades on those worst-ever cases, as heat doesn't seem to affect the model 3 with hard launches (as you have shown us!) :P (thanks for the awesome content btw!)
Hi Bjørn, thank you for all your videos. I have used your referral code for your hard work to order my model 3👏 keep it up and nice with all the nerd info👌 take care✌️
@@bjornnyland how much money do you get from that? or can you do a video about this because its a pretty smart marketing move from them so people link their website etc
Oh. Man. The window. SHIIIEEET! After a few years, 10+ this could become the Achille's Heal of this car, from what we experience here in QC, freezing windows are commonplace. You will want to maintain this joint impeccably for it not to freeze at some point in time...
Bjørn, at home could you try to set the current limit to 10 Amps, and then see how long it will pre-heat a cold battery before it starts to take any charge? I know the pre-heating is to protect the battery, and make it possible to charge faster. But if you live in a cold place where you can only charge with 230V AC and 10 Amps, then it will properly pre-heat for a long time before it starts to take any charge. And if you live in a country like Denmark where electricity is expensive (compared to most other countries), then it's not very convinient to also pay for a lot of battery heating.
The interesting point I get from this is that charging faster is more efficient, at least up to a point, because you aren't expending as much energy just keeping the battery warm, over an extended period of time. Sort of like the way a more powerful rocket can expend less fuel because it's not fighting gravity for as long an interval.
Try to navigate to a supercharger while having cold battery again, but this time, put the car in drive so it simulates driving. Should start warming up the battery.
@@kjeldvloemans9868 would still be very interesting to know at what temperature the car stops the heat up process and uses all available energy to charge the battery.
BMW i3 heats the battery to only 10 Deg C to allow max regen and power it's not designed to heat it enough for max charging power on DC. It only works when plugged in on AC with a depart timer set 4 hrs or more in advance but when setting off from 100% on a long drive and the battery heated to 10 Deg C by the time you need a charge it should be warm enough for max charging power.
I really enjoy seeing those live readings as the car is actively making changes to heat r cool components. But I'm sometimes a little lost when you refer to a specific reading. Have you considered highlighting items when you talk about them? Should be pretty easy to add a callout of some kind when you're editing. Keep these cold weather videos coming. As a Canadian, I'm really interested how EVs perform in winter conditions! -edit... I kept watching and I did see some highlighting in the app as you tapped certain readings while you were stopped and charging. I guess I was referring to when you're actually driving and can't always tap the phone screen to make those same highlights.
@@bjornnyland Oh believe me, as a numbers nerd I watched this one too :-D The more you use the app, I'm sure I'll get used to where to look. Thanks for your reply, Bjørn!
Simple physics, a cold battery is physically not able to take a high rate of charge due to increased internal resistance which reduces when the battery is warm, the BMS isn't limiting anything, I have observed this numerous times with my DIY Ebike batteries with no BMS and I did an experiment, the batteries I had in the house performed normally, those in the shed saw much less acceleration and voltage sag, again, no BMS to limit anything, no temperature sensors to limit current from the charger due to the internal resistance of the cold batteries the chemical reactions in the battery slow down.
Good reminder to start the home charging earlier at night now that it’s getting cold as it’ll spend energy heating the battery this will take longer to charge
Björn thanks for this interesting video. It seems that charging at home before leaving will preheat your battery as well. However if the "after burners" are started as well at AC charging as while DC charging you don't see the information about the preheating!
@@GregHassler My point is that there is not a large temperature change of the coolant as it passes through the powertrain. If it was efficient heat transfer I'd expect to see the stator temperatures be closer to the coolant temperature.
@@GregHassler And that 7kw was totally unnecessary when the car was on AC. The battery was already warm enough to get 26kw. Tesla could have used the entire 11kw from the onboard AC inverter right to the battery VS sending 7kw of it to the stators. It seem like a software bug.
You can follow on the "Max regen power" how much power the battery accepts at any given time, even if it's beyond what the charger station can provide, up to the maximum power the motors can provide back. Or am I wrong ?
Latest version of Scan My Tesla now shows battery charge and discharge limits in amps, it seems the BMS is concerned with amps, not kw, and the limits are set there. That charge limit seems to be the deciding one when charging, all the way up to Ionity levels. (But I have barely looked at it so far)
@@Amund7 yes I believe Amps or kW are similar in this case since the voltage is determined by the level of charge of the battery cells, and W = A * V as you know :)
In the 0-85 kW range only. The absolute maximum for regen power (currently) is 85 kW, while charging power is up to ~250 kW. So the "Max regen power" will still be 85 kW, even if the battery charging power is not restricted and can accept up to ~250 kW.
@@adewouters Yes, but if you have a max charge amp limit of say 400 amps, how many kw do you guess that could be, tomorrow, when you want to charge, after spending 60% of the charge?
In Minnesota, during the vortex week, I saw no Tesla on the road. - 28 must have frozen the battery. You don't see much Tesla up north since the average winter temperature is 10 Fahrenheit. Also those low profile performance tries sucks in the winter.
iirc the owner manual said that model 3 will preheat the battery if plugged in (home AC) and you preheat the car ... can you look at it with OBD and see what the car does if you only have 3kW AC but preheat the car ? (will it fire up the 7kW afterburner and use energy from the pack .. or just redirect the AC straight into the afterburner after the PTC heater is done with the cabin)
@@Brutuslecactus At least if plugged in according to the owners manual (if not plugged in i guess the heating is less efficent than just driving while heating up so they dont do it)
How will it work in freezing rain, Björn try misting it with a water hose 😀 I remember one time in my childhood in the 80’s we went on skiing holiday to Norway, temperatures reached -30C and the car engine had to be heated with a gasburner to be able to start again. How do a californian car cope with -30C and winter weather? Björn you have to test it 😉
I thought the model 3 didn't have a dedicated battery heater at all and just put more resistance on the motors to preheat for supercharging?that's why you here crazy noises when it's preheating for a supercharger but as far as I'm aware it can't do that if you're not moving unlike the Model s and x as part of the infrastructure cost saving?
You are correct in that the Model 3 doesn't have a dedicated battery heater, it is the motors that perform this function. The motors do not have to be rotating in order for them to generate heat. Instead, they vibrate rapidly. In the video, you can see that the front and rear motors are both using 3-4kW of power, just sitting there. They are generating heat, which is then used to warm the battery. You can also see the stator temps climb.
Do you know the philosophy of blue snowflake and blue beam? It will be indicated depending on the charge status...18% at -2degree yes, 80% no, but why not? The battery is cold, that is independent from the charge status...another important thing is that the cabin preheating started per App will not work below 20% charge status, independently if you charge or not and a plugged connector will also not help. The blue beam is approx 4% of the battery that means you need at least 25% charge status for preheating in winter...I‘m disappointed that you cannot keep the battery warm over night without charging only with plugged connector.
Which is faster when charging in winter? model s whith dedicated battery heater, or model 3 with heater from motors? Which will be heated battery fuster?
Finally hit 3 C here today. Cold soaked battery and regen limited for a good 15 mins. No snowflakes yet but it was close. Almost as many dots on regen tonight Wow! FYI: Pins for stores and other places show up easier with satellite view off. I'd like to see how well the Max Defrost from app works this year
The coldest I ever have experienced was -37.5 Celsius. (Winter in Finland). I had a BMW X3 2.0D on electric motor heater during the night. We'll see what our M3 is going to do. Now in Germany we can get -20 Celsius where we live...
It don't need to, the heating is triggered by the fact that it could charge faster than what the batterypack can accept because of the temperature. If your max regen is over the charger speed, the batterypack will not be actively heated.
@@RubenKelevra not true. in the video the battery was hot enough to accept 26kw, yet still spend 7 kw of of 11.5kw max to further heat the stators. The video actually show 36kw regen power when he started the AC session. Its most likely a software bug.
@@stephans4495 the behavior is different if you're charging with the integrated charger via AC. The reason the car do heat up on DC further is, that the car don't know what the maximum charge rate of the station is, the car just reports to the station what it can accept as amp limit.
So dual motor M3 will use both motors to heat battery (3.5kw x 2). Will SR+ that has only one motor heat the battery at half speed (3.5kw only) or will it put more power into one motor?
The way battery chemistry works when its this cold keeping the car at 90% would be fine and then by the time you get to needing a charger the battery should have heated itself up.
The M3 should give the option to heat the battery or not, it should heat automatically to 10 Deg C to allow max regen and acceleration but it's pointless heating more than this if you need the charge quicker than to heat the battery because it might be the case that by the time you drive a longer distance it might heat the battery anyway just from driving. I think I'd be pretty annoyed if most of the energy went to heating the battery if I didn't intend to go to a DC charger so I think this battery heating should be a manual option, turn it on when you want, off when you don't. What if you just wanted to charge the car and not drive ? that would be a lot of energy wasted heating the battery for nothing.
You wait for your car to be preheated and than you wait a little bit more at the charging station. In between you have to tell her where you are going because she gets angry :D. What an ownership expirience... But hey, you have instant torque after that mumbo jumbo
i can pull out only 4 kw from my schuko plug to charge my ioniq and it is getting more than enought range for my daily driving in one night. if i switch my ioniq with a tesla, i can't charge it from schuko because of the battery care... is it true?
I‘m really wondering why you have so bad charging power. Today -2degree, I heated up the Model 3 mit my App on 18*C after 5min the windscreen and back windscreen ice was melted, then I drove 5km to DC fast charger with max 50KW. The battery had 19% charge status and a big blue part, the charging startet with 38KW☝🏻and there was no increasing over the charging time. The blue part disappeared after 5min charging time. But still max 38KW. Are you sure that your battery temperature ist correct? I read that the battery temperature will be kept by min 8*C and you can plug in the charging connector (disabled charging) and the car use the power connector to supply the car for stand by and heating current consumption only. Then the battery energy will be saved for that.
Hi Bjørn. It would be fascinating to see what happens with the OBD on the Model S or X in range mode vs pre-conditioning the battery as you navigate to a supercharger vs preconditioning a cold battery from your phone app. Thanks
@teslabjørn Isn’t battery power indicator false? Reports 36kW but 7kW is used for ”afterburners”! Why isn’t BMS pulling that power from charging station? When AC charging, it does, as you showed in this video!
The BMS only shows what is going into the batterypack. That's why it's showing like 22 kW on the charging screen and 22 kW max regen and -22 kW on the batterypack power consumption. The additionally power for heating up the batterypack is drawn from the charger but not displayed. That's why the charging station will report a higher "charge rate" than the car.
Ruben Kelevra, i an not sure you are right. When I DC charge and hit track mode, the car shows increase by about 5kW on screen. Of course this is not energy going to the battery.
The model 3 could charge at least twice faster in cold weather on AC if this was corrected. The car was doing over 26kw charging on DC, but when switch to AC , was only doing 1.75kw because it was burning power in the stators to heat up the battery when the battery was already warm enough to support 26kw+ This makes me wonder... does this also happen always ? If so I would like to have an option to charge without "afterburners" Very soon a million Tesla will be charging every night, I wonder if we are wasting maybe 10kw per charge to heat up the battery when it doesn't need to be heated. A software change could save 1 terawatt a day in wasted electric usage sent to Tesla stators just to heat them when they dont need to be.
@@bjornnyland When you switched to AC (11kw max), the battery had 36kw of regen capacity, and you where charging at >26kw just before on DC fast charger. So why where the stator still in "afterburner" mode on the 11kw AC charger ? My concern is that I come home, I plug the car, and when its schedule to charge in the night the tesla software will run the afterburner on my 11kw charger, even so it doesn't need to ? I'm just dont get why in your AC case the stator where using 7kw .... Is Your model 3 smart that it knew you where doing to go back on AC :)
Topp arbeid Bjørn! Men dette er er jo altfor komplisert for "vanlige folk" som bare skal lade bilen sin.. Hvordan er prosessen sammenlignet med konkurrentene? F.eks e-Tron (vurderer e-Tron 50 selv)
@@bjornnyland It wasn't any criticism to you, buddy! Just saying that to get the best of your electric vehicle demands alot of know-how. Keep doing what you're doing!! And again, waddayathink about e-Tron 50? :D
It takes a lot of time/km... Seems that battery gets warmer only by using the heat from the motors... In normal driving, this battery doesn`t stress too much for it to cause heating... Only by motors...
@@kaasman78 allright. But lets say you'd start in the morning with a fully charged battery on a roadtrip, you'd have enough temperature to supercharge when you need to? Otherwise that would significantly lengthen long distance travel times when its cold i guess?
@@jonepomuk off course...you can drive over 3 hours with a full battery. No problem with charging. Bjorn is driving through anything, hot ,cold, wet...never a problem. I am curious how the 3 will handle real cold, not having a dedicated battery heater...but will be fine most likely.
@@DG-uv3zw It depends. If you do some strong (even if restricted) accelerations it will produce a lot of heat. Current battery heating power is 7 kW. The maximal acceleration power is ~200 kW when it's rather restricted in the cold and 350+ kW normally...
@@hephaistosthesmith2069 I know that it gets up to - 20 to - 30 in Norway and its much tougher for cars than 0°. I live in Sweden so I know from experience
Did you say you heard a lot of “clunk sound” around 14:40 of the video? I hear my floor/battery pop a lot more when I’m driving in cold weather (2-4C). Is that a normal thing in your opinion? Thanks!
@@bobbob123ful Ok. I remember Tesla saying it's the battery pack's steel plate flexing because of heat. But it's just nerve wracking in such a quiet car to hear those.
You can`t generate heat by insulating something. Only if something is warm it can stay warm for longer or similar... Many people(and car manufacturers) used to insulate car battery 12v for the winter but that didn`t actually do anything! It was only insulated from engine heat :)
Bjørn, I have a question. Yesterday I took my Performance 3 to a DC fast charger early in the morning here in British Columbia. The temperature was just about 0°C, and the car had been sitting out overnight. It was a 50 kW CHAdeMO charger. My SOC was about 20%. The charging started at about 28 kW, and stayed that way for about 10 minutes or more. It later increased to 48 kW. What I want to ask you, I heard a number of very distinct sounds coming from the battery area which I thought were because of the change in temperature. Each one was a single, low pitch thunking sound, and quite loud. They occurred two or three times in that first 10 minutes. Maybe if somebody knocked on your door once, loud enough to try to get your attention, it would be that loud. Have you heard sounds like that from your battery on a cold day? I have also heard the sound rarely while driving. Maybe once or twice a month.
Typical Model 3 clunk sound. A completely normal thing. Happens usually on fast chargers due to quick change in battery temperature and slight increase in size. Till few weeks ago it was causing bugs on Ionity Tritium chargers; fixed by Ionity or a software update. Happens also in other EVs, depending on charging power.
@@pmj_studio4065 Thanks! That eases my mind. Never heard it in 3 1/2 years with my S 85D. Maybe it's a difference between 18650 cells and 2170 cells. In any case, good to know it's common and normal.
Agreed. just before he moved to AC the battery was charging at 25kW so it could easily have used all 11kW to charge instead of wasting time and electricity. Will this car really just heat the battery on a 7kW or less charger and not charge until the battery is warm? Easy test for Bjorn in his garage. I understand Tesla doing this on DC but AC? Surely a mistake?
I found this one confusing; maybe because I don't own a Tesla? For example, in the context of an EV, what is an afterburner? I run an Ioniq EV and don't really understand what this means?
@@bjornnyland thanks for the explanation. I guess that's a trick my IONIQ can't do. I do know that it can warm the battery during charging, and can cool it too when necessary. I guess we don't have such cold weather here in the Midlands of the UK so I haven't experienced that problem. BTW thanks for your excellent reviews - I bought my first IONIQ after seeing one of your reviews and I'm on my second one now.
@Enoch Tse but the egolf is a much lower range car with no proper autopilot and not that advanced safety features. Also no access to a proper fast charging network with 200 kW charge speed.
@Enoch Tse if you're driven a Tesla everything else feels oddly outdated. Just look at the radio, it's looking the same like what? 10 years? 😂 I don't get why other auto makers don't carry on.
@@supernova1976 Basically only when being used does the battery need to be warmed up being stored ice cold is not a problem for the battery. The State of Charge however is very important and if left to go too low can kill a battery.
Frameless windows in freezing conditions always makes me wince!
100% will be stuck when its been snowing a lot and like -20 C.
Use Sonax defroster. It’s good
All the older Subarus I have owned (I live in Vermont) have frameless windows and it's not that bad.
Never had a car with frameless windows, but friends that do don't have many problems. On the other hand, my old beater '06 Sonata had the drivers window pulled off the rail by a little tree sap, so there's that lol
Here's 3 tests i would love you to experiment:
- Same test you did with your Model X when it was -30C (hammering and braking a few times to heat the battery up before supercharging and see the data)
- To look at the data while the car is plugged-in on AC at night to see if the battery is heated when it's cold and the car has finish charging a while ago.
- To see the real effect on battery temperature when you program your charging session at home on AC to finish at the time you leave home for work as opposed to just preheat the cabin 30 or 60 minutes before leaving.
Thank you.
Or, you could buy Scan My Tesla and do your own research :)
@@Amund7 Bjorn is so much better than i am :)
The reason the spot above the front cameras was not frozen is that since Sentry mode was running, at least one of the front cameras and other electrics in the front camera housing were constantly powered, which released some heat, which kept the spot right above them from freezing ;).
Test out what happens when you turn on track mode when the batterypack is freezing cold 🤔
@Philipp Albin why?
Philipp Albin yeah why?
Philipp Albin why
Doesn’t it just warm the batteries up?
Are you serious don't you know that Tesla makes special hardened windows??? 😅
Thanks for doing these tests Bjørn, we really appreciate it!
In GER tonight 0 Deg. ZOE Battery at 10 Deg. Chargingspeed 9kW ;( that's the reason why i like Tesla, they care about the battery
Try to hammer it around the block. Then the battery will warm up and you can charge faster
Ole-Christer Melvold - 20 kW is faster than 9 kW, & the Tesla battery seems to heat up a little faster than the Zoe’s.
Wow, low battery temperatures have quite the impact on charging.
It's interesting to see how far the motors heat up to bring that massive battery up in temperature. Can you make another one of those videos in deep norwegian winter?
@kkthxk" The very idea that people call this the future is ridiculous, who would ever want to deal with filling a gass tank over just feeding the horse "😂😂
Nice engineering feat from Tesla with the afterburners and saving production costs, but i think the missing battery heater will be a major issue in the Scandinavian winter to come. S and X just don't need a supercharger nearby to start heating. Tesla should implement a "active Nyland afterburners" option ASAP.
"engineering feet" lmao
@@gabrielrendon its all ok now, glad i could amuse you ^^
Model 3 heating power is really high! 14 kW at full blast cabing and battery heating. Heat pump and heat exchanger between cabin and drivetrain cooling loop would be a nice add on option for cold climates.
Very interesting! 11:50 the battery limitation already disappeared at 7C at 10:04 when charging with DC.
Battery capacity limitation, the regen was still limited as well as the charging speed.
I was watching the Scan my Tesla data when you switched on the rear defroster, and I heard that hook from Apollo 13 in my head when they're watching the ammeter while coming up with a safe power up sequence.
I wonder what would happen if you leave it outside in freezing cold temps like -30C.
Something like with Optimus Prime (a Model X) at -36C: still works, just somewhat resticted (until warmed up a bit).🙂
th-cam.com/video/capOgUHPz9Q/w-d-xo.html
@@dezz00002 You're wrong. Because the Model 3 has no battery heater (at least the US version), the battery would just freeze. The HVAC would barely keep it warm. If the battery temperature goes lower than 0°C, you would not be able to charge the battery in any way since charging a battery this cold would cause permanent battery capacity loss. And if the battery gets colder than -20°C, it would lose almost all charge (though it still won't be damaged as long as you don't charge it).
Basically, without the dedicated battery heater you wouldn't be able to sleep in your car unless you're hooked up to AC. The way the Model 3's battery heater works is also strange. I wouldn't want to sleep in -30°C in a Model 3.
@@one_step_sideways Rather, you are wrong. Did you see the present video? The Model 3 can use the stators to heat up the battery, just like the Model S/X use the dedicated battery heater. Also, did you see the other video I linked? After a night at -36C the driving power was limited to 100 kW. That's plenty enough to power the stators by 7 kW to heat up the battery. Even if it wasn't used, the car could start off and a few accelerations would heat up the battery fast.
Interesting to watch the Max Regen Power number from 12:20 and when you moved back to the DC fast charger. 16 degree battery temp seems to be the sweet spot for good regen return
Legend has it Bjorn is still out there and it hasn't hit 50kW yet.
It would be great if there was the option to turn on ‘afterburners’ manually when you’re heading to a fast charger that isn’t a supercharger. Bjørn please bring attention to it to make it happen!
Bjorn! I'm excited to see your cold weather ID3 testing. I live in the north of the US and am very interested in how it handles the -30F days! Though we would get the ID4.
Hopefully he will get to test id3 before winter ends but I doubt it ;)
Good to see that the TM3-battery tolerates the Cold way better than S and X. If batterytemp in my S is 3C I would get 5kW-regen at best, TM3 gets 25-30kW. Wonder how low the temp must be before regen is disabled? In S and X anything below 0C disables regen. Nissan, Kia and others tolerate some regen below 0C. Care to check Bjørn? :)
Model 3 has better coolant loops so the fluid flow helps heat or cool the cells better.
@@CoolSilver no. It's not about that. Look at the temp. Many li-ions disables regen completely of cell temp is 0C or below. S and X does that, Model 3 does not. 3C of temp giving that much regen has nothing to do with coolant loop. S and X has an excellent coolant loop aswell, bit different battery chemistry. 3s chemistry is superior :)
There's no sensor for the wipers in AP2 cars.
I think it's a light sensor for setting the screen brightness and turn on headlights etc.
Ruben Kelevra I'm also going to argue that it's not actually producing heat, but the black material is absorbing light energy and storing it, melting the ice.
@@bobbob123ful nope, the AP cameras are actively heated, but the heat will rise in this enclosure and the top portion will be the hottest. If the outside temperature is too cold, the part above the camera will freeze again, since the heater is not heating excessively if you're not driving.
This has nothing to do with sun light, you can clearly see other black materials, for example the lip around the roof glas, which is not melting any ice/snow at all.
@@RubenKelevra I'm not trying to be rude or anything, but do you have a source to prove that the cameras are heated? I still disagree.
@@bobbob123ful th-cam.com/video/rUg4sVGJbD0/w-d-xo.html
@@bobbob123ful Googling "Tesla autopilot camera heater" gives you plenty.
Tesla has a 24/7 battery cooling system when it's hot and a heating system for when it freezes. The Tesla batteries should stay around the same temperature when driving and parked in any condition to maintain its own batteries for years. Every tesla fanatic should know this.
How about testing 2 Teslas at a supercharger.
First one..really cold like your Tesla.
Second one really hot..ready for full speed charging.
Mission: The cold Tesla, first one at the stall.
The warmed up one, second at the stall.
Question: Will the speed for the second Tesla drop, when the first one accelerate charging while warming up???
will the second Tesla get arround 130 kWh at the start, while yours is getting 20 kWh???
Greetings from Hamburg-Germany. Hang in there....
Elon Musk in the boardroom; "once again, check Bjørn his points over and over again".
2:00 that's clearly not the rain sensor, since the wiper doesn't reach that area. it's probably the brightness sensor.
Is it where the sim LTC / 3G data connection is located?
2:11 only Norwegians understand "hææhehe"
Awesome man! Could try how fast your model 3 heats up when launching? at least 3-4 to 120km/h!
I'm mostly interested on the performance curve, seeing how much the performance degrades on those worst-ever cases, as heat doesn't seem to affect the model 3 with hard launches (as you have shown us!) :P
(thanks for the awesome content btw!)
Hi Bjørn, thank you for all your videos. I have used your referral code for your hard work to order my model 3👏 keep it up and nice with all the nerd info👌 take care✌️
Thank you for using my link :)
@@bjornnyland how much money do you get from that? or can you do a video about this because its a pretty smart marketing move from them so people link their website etc
Please re-do the same test and do it in a Tesla supercharger. Also, see if battery actually pre-heat once the car start moving toward the supercharger
You know that this can be fixed with OTA software update, right?
th-cam.com/video/L5mCdIMnS3c/w-d-xo.html
Oh. Man. The window. SHIIIEEET! After a few years, 10+ this could become the Achille's Heal of this car, from what we experience here in QC, freezing windows are commonplace. You will want to maintain this joint impeccably for it not to freeze at some point in time...
Bjørn, at home could you try to set the current limit to 10 Amps, and then see how long it will pre-heat a cold battery before it starts to take any charge? I know the pre-heating is to protect the battery, and make it possible to charge faster. But if you live in a cold place where you can only charge with 230V AC and 10 Amps, then it will properly pre-heat for a long time before it starts to take any charge. And if you live in a country like Denmark where electricity is expensive (compared to most other countries), then it's not very convinient to also pay for a lot of battery heating.
I would love to see how the one motor model 3 does in cold weather. Heating up the battery probably takes twice as long.
Or that one stator will be loaded at 7 kW.
@@dezz00002 It might, but I would love to have that confirmed for the SR+. Anybody know?
The interesting point I get from this is that charging faster is more efficient, at least up to a point, because you aren't expending as much energy just keeping the battery warm, over an extended period of time. Sort of like the way a more powerful rocket can expend less fuel because it's not fighting gravity for as long an interval.
Try to navigate to a supercharger while having cold battery again, but this time, put the car in drive so it simulates driving. Should start warming up the battery.
Didn't work. Already tried on my way to IKEA.
It depends on the battery temperature. Here it started 31 km before:
th-cam.com/video/L5mCdIMnS3c/w-d-xo.html
11:50 I see the "3" for 3-phase. Very nice, too bad we don't have 3 phase AC charging in North America.
It's expensive to use Fortum, use Grønn Kontakt With Cold battery you saving more of the half of the price :-)
Would be interesting to see if the car stops heating the battery at a lower temperature on AC, I really hope it does :-)
For sure it will stop at "healthy" temperature for driving around 25°
@@kjeldvloemans9868 discharging the battery at cold temperature isn't a big issue. Charging is the issue.
I know but thats why it will stop at that temperature to heat when charging ac there is no need for more temperature
@@kjeldvloemans9868 would still be very interesting to know at what temperature the car stops the heat up process and uses all available energy to charge the battery.
I agree i would like too see it
BMW i3 heats the battery to only 10 Deg C to allow max regen and power it's not designed to heat it enough for max charging power on DC. It only works when plugged in on AC with a depart timer set 4 hrs or more in advance but when setting off from 100% on a long drive and the battery heated to 10 Deg C by the time you need a charge it should be warm enough for max charging power.
You were in park not drive, that's probably why no battery preconditioning when you picked to navigate to SuC...
He said that he switched to drive
I really enjoy seeing those live readings as the car is actively making changes to heat r cool components. But I'm sometimes a little lost when you refer to a specific reading. Have you considered highlighting items when you talk about them? Should be pretty easy to add a callout of some kind when you're editing. Keep these cold weather videos coming. As a Canadian, I'm really interested how EVs perform in winter conditions!
-edit... I kept watching and I did see some highlighting in the app as you tapped certain readings while you were stopped and charging. I guess I was referring to when you're actually driving and can't always tap the phone screen to make those same highlights.
th-cam.com/video/x7NJIkOirVE/w-d-xo.html
@@bjornnyland Oh believe me, as a numbers nerd I watched this one too :-D The more you use the app, I'm sure I'll get used to where to look. Thanks for your reply, Bjørn!
Scan my Tesla = Chuck Norris Tool for all Videos.
0:16
A rare wild Citroën C-Zero appears.
Citroen C-zero
Agon You're right 😅🙈
Simple physics, a cold battery is physically not able to take a high rate of charge due to increased internal resistance which reduces when the battery is warm, the BMS isn't limiting anything, I have observed this numerous times with my DIY Ebike batteries with no BMS and I did an experiment, the batteries I had in the house performed normally, those in the shed saw much less acceleration and voltage sag, again, no BMS to limit anything, no temperature sensors to limit current from the charger due to the internal resistance of the cold batteries the chemical reactions in the battery slow down.
Correct.
Good reminder to start the home charging earlier at night now that it’s getting cold as it’ll spend energy heating the battery this will take longer to charge
Björn thanks for this interesting video. It seems that charging at home before leaving will preheat your battery as well. However if the "after burners" are started as well at AC charging as while DC charging you don't see the information about the preheating!
Could you do a test in which you simply begin driving and see what happens with the various temps?
Preheat works only when it’s in Drive.
I'm surprised at how little heat energy is transferred from the staters to the cooling loop. The temperature rise across the stators isn't very large.
@@GregHassler My point is that there is not a large temperature change of the coolant as it passes through the powertrain. If it was efficient heat transfer I'd expect to see the stator temperatures be closer to the coolant temperature.
@@GregHassler And that 7kw was totally unnecessary when the car was on AC. The battery was already warm enough to get 26kw.
Tesla could have used the entire 11kw from the onboard AC inverter right to the battery VS sending 7kw of it to the stators. It seem like a software bug.
You can follow on the "Max regen power" how much power the battery accepts at any given time, even if it's beyond what the charger station can provide, up to the maximum power the motors can provide back. Or am I wrong ?
Latest version of Scan My Tesla now shows battery charge and discharge limits in amps, it seems the BMS is concerned with amps, not kw, and the limits are set there. That charge limit seems to be the deciding one when charging, all the way up to Ionity levels. (But I have barely looked at it so far)
@@Amund7 yes I believe Amps or kW are similar in this case since the voltage is determined by the level of charge of the battery cells, and W = A * V as you know :)
In the 0-85 kW range only. The absolute maximum for regen power (currently) is 85 kW, while charging power is up to ~250 kW. So the "Max regen power" will still be 85 kW, even if the battery charging power is not restricted and can accept up to ~250 kW.
@@adewouters Yes, but if you have a max charge amp limit of say 400 amps, how many kw do you guess that could be, tomorrow, when you want to charge, after spending 60% of the charge?
always entertaining, plus informative. Go Bjorn- You Tube's best of the Best.
Yup winter is coming! At 7:03 morning i think in my country i saw ice grass!
In Minnesota, during the vortex week, I saw no Tesla on the road. - 28 must have frozen the battery. You don't see much Tesla up north since the average winter temperature is 10 Fahrenheit. Also those low profile performance tries sucks in the winter.
Hold my beer... th-cam.com/video/capOgUHPz9Q/w-d-xo.html
The sensor at the top is an ambient light sensor, not for the wipers.
iirc the owner manual said that model 3 will preheat the battery if plugged in (home AC) and you preheat the car ... can you look at it with OBD and see what the car does if you only have 3kW AC but preheat the car ?
(will it fire up the 7kW afterburner and use energy from the pack .. or just redirect the AC straight into the afterburner after the PTC heater is done with the cabin)
@@Brutuslecactus At least if plugged in according to the owners manual
(if not plugged in i guess the heating is less efficent than just driving while heating up so they dont do it)
Hei; Please demonstrate Sentry mode and Dashcam; how to install and how to use it and energy spent.
3:10 "Im a noob" ahahhahaah wtf xD
How will it work in freezing rain, Björn try misting it with a water hose 😀
I remember one time in my childhood in the 80’s we went on skiing holiday to Norway, temperatures reached -30C and the car engine had to be heated with a gasburner to be able to start again. How do a californian car cope with -30C and winter weather? Björn you have to test it 😉
I was for a short trip at the Baltic sea coast on weekend. It was 2 ° over night, the car lost 6% of range when I looked the next morning...
I thought the model 3 didn't have a dedicated battery heater at all and just put more resistance on the motors to preheat for supercharging?that's why you here crazy noises when it's preheating for a supercharger but as far as I'm aware it can't do that if you're not moving unlike the Model s and x as part of the infrastructure cost saving?
You are correct in that the Model 3 doesn't have a dedicated battery heater, it is the motors that perform this function. The motors do not have to be rotating in order for them to generate heat. Instead, they vibrate rapidly. In the video, you can see that the front and rear motors are both using 3-4kW of power, just sitting there. They are generating heat, which is then used to warm the battery. You can also see the stator temps climb.
Do you know the philosophy of blue snowflake and blue beam? It will be indicated depending on the charge status...18% at -2degree yes, 80% no, but why not? The battery is cold, that is independent from the charge status...another important thing is that the cabin preheating started per App will not work below 20% charge status, independently if you charge or not and a plugged connector will also not help. The blue beam is approx 4% of the battery that means you need at least 25% charge status for preheating in winter...I‘m disappointed that you cannot keep the battery warm over night without charging only with plugged connector.
M3 Hammer would be a great car name
Which is faster when charging in winter? model s whith dedicated battery heater, or model 3 with heater from motors? Which will be heated battery fuster?
Great video!!
You probably have to shift the car to Drive for the preheating to start. I think you were in Park when you tried navigating to the superchargers.
9:45 thought that was an AD!
Finally hit 3 C here today. Cold soaked battery and regen limited for a good 15 mins. No snowflakes yet but it was close. Almost as many dots on regen tonight Wow!
FYI: Pins for stores and other places show up easier with satellite view off.
I'd like to see how well the Max Defrost from app works this year
The coldest I ever have experienced was -37.5 Celsius. (Winter in Finland). I had a BMW X3 2.0D on electric motor heater during the night. We'll see what our M3 is going to do. Now in Germany we can get -20 Celsius where we live...
Tesla model S vs Porsche Taycan drag race from TopGear; what do you think ?
Have you noticed any rust from road salt in the winter?
What would happen on Schuko or 7.4kW? Would it just sit there warming up?
It don't need to, the heating is triggered by the fact that it could charge faster than what the batterypack can accept because of the temperature.
If your max regen is over the charger speed, the batterypack will not be actively heated.
@@RubenKelevra not true. in the video the battery was hot enough to accept 26kw, yet still spend 7 kw of of 11.5kw max to further heat the stators. The video actually show 36kw regen power when he started the AC session. Its most likely a software bug.
@@stephans4495 the behavior is different if you're charging with the integrated charger via AC. The reason the car do heat up on DC further is, that the car don't know what the maximum charge rate of the station is, the car just reports to the station what it can accept as amp limit.
Question, does warming your cabin from the app warm the stators, or the afterburners as you call them?
Sometimes
So dual motor M3 will use both motors to heat battery (3.5kw x 2). Will SR+ that has only one motor heat the battery at half speed (3.5kw only) or will it put more power into one motor?
The way battery chemistry works when its this cold keeping the car at 90% would be fine and then by the time you get to needing a charger the battery should have heated itself up.
The M3 should give the option to heat the battery or not, it should heat automatically to 10 Deg C to allow max regen and acceleration but it's pointless heating more than this if you need the charge quicker than to heat the battery because it might be the case that by the time you drive a longer distance it might heat the battery anyway just from driving. I think I'd be pretty annoyed if most of the energy went to heating the battery if I didn't intend to go to a DC charger so I think this battery heating should be a manual option, turn it on when you want, off when you don't.
What if you just wanted to charge the car and not drive ? that would be a lot of energy wasted heating the battery for nothing.
Which chemistry is this? I haven't seen "blue bat" on my cobalt stuffed E5D yet (price to pay at super chargers, I know..)
What’s the App you are running?
You wait for your car to be preheated and than you wait a little bit more at the charging station. In between you have to tell her where you are going because she gets angry :D. What an ownership expirience... But hey, you have instant torque after that mumbo jumbo
Incorrect. This is not normal scenario. Normal scenario is to charge after a trip. Then the battery is already warm.
i can pull out only 4 kw from my schuko plug to charge my ioniq and it is getting more than enought range for my daily driving in one night. if i switch my ioniq with a tesla, i can't charge it from schuko because of the battery care... is it true?
I think you can charge a Tesla from any power outlet, as long as you have right adapter.
You didn't put the windscreen demist on.
I‘m really wondering why you have so bad charging power. Today -2degree, I heated up the Model 3 mit my App on 18*C after 5min the windscreen and back windscreen ice was melted, then I drove 5km to DC fast charger with max 50KW. The battery had 19% charge status and a big blue part, the charging startet with 38KW☝🏻and there was no increasing over the charging time. The blue part disappeared after 5min charging time. But still max 38KW. Are you sure that your battery temperature ist correct? I read that the battery temperature will be kept by min 8*C and you can plug in the charging connector (disabled charging) and the car use the power connector to supply the car for stand by and heating current consumption only. Then the battery energy will be saved for that.
Bernhard Leopold Thank you. I will try what will happen if the connector is plugged without charging overnight.
Bernhard Leopold I tested to plug the car without charging overnight at -3degree...the battery will not be kept warm...
I wonder what it will be in winter, with minus 10 degrees or so
What will happen if you aktivate Trackmode on cold battery?
Hi Bjørn. It would be fascinating to see what happens with the OBD on the Model S or X in range mode vs pre-conditioning the battery as you navigate to a supercharger vs preconditioning a cold battery from your phone app. Thanks
Nice experiment. 😎👌
Good morning! :-)
interesting, that "max regen power" ist dropping during dc-session and it is higher while charging on ac.
@teslabjørn
Isn’t battery power indicator false?
Reports 36kW but 7kW is used for ”afterburners”!
Why isn’t BMS pulling that power from charging station?
When AC charging, it does, as you showed in this video!
The BMS only shows what is going into the batterypack. That's why it's showing like 22 kW on the charging screen and 22 kW max regen and -22 kW on the batterypack power consumption.
The additionally power for heating up the batterypack is drawn from the charger but not displayed. That's why the charging station will report a higher "charge rate" than the car.
Ruben Kelevra, i an not sure you are right.
When I DC charge and hit track mode, the car shows increase by about 5kW on screen.
Of course this is not energy going to the battery.
Battery indicator is correct. Listen to Ruben. Or watch this video to understand more:
th-cam.com/video/jTiy5Nse7jk/w-d-xo.html
The model 3 could charge at least twice faster in cold weather on AC if this was corrected.
The car was doing over 26kw charging on DC, but when switch to AC , was only doing 1.75kw because it was burning power in the stators to heat up the battery when the battery was already warm enough to support 26kw+
This makes me wonder... does this also happen always ? If so I would like to have an option to charge without "afterburners"
Very soon a million Tesla will be charging every night, I wonder if we are wasting maybe 10kw per charge to heat up the battery when it doesn't need to be heated. A software change could save 1 terawatt a day in wasted electric usage sent to Tesla stators just to heat them when they dont need to be.
Nope. Normal scenario is to charge after a trip. And then the battery is already warm and don't fire up the stators.
@@bjornnyland When you switched to AC (11kw max), the battery had 36kw of regen capacity, and you where charging at >26kw just before on DC fast charger. So why where the stator still in "afterburner" mode on the 11kw AC charger ?
My concern is that I come home, I plug the car, and when its schedule to charge in the night the tesla software will run the afterburner on my 11kw charger, even so it doesn't need to ?
I'm just dont get why in your AC case the stator where using 7kw .... Is Your model 3 smart that it knew you where doing to go back on AC :)
Topp arbeid Bjørn!
Men dette er er jo altfor komplisert for "vanlige folk" som bare skal lade bilen sin..
Hvordan er prosessen sammenlignet med konkurrentene? F.eks e-Tron (vurderer e-Tron 50 selv)
You're missing the point. This is for people who want to know about all the technical stuff behind it. For regular noobs, just drive and charge.
@@bjornnyland It wasn't any criticism to you, buddy! Just saying that to get the best of your electric vehicle demands alot of know-how.
Keep doing what you're doing!! And again, waddayathink about e-Tron 50? :D
How long would it take the battery to heat up while driving?
It takes a lot of time/km... Seems that battery gets warmer only by using the heat from the motors... In normal driving, this battery doesn`t stress too much for it to cause heating... Only by motors...
Over 1 hour! And when navigating to supercharger, I can see preheating kicking in about 20-30 mins before arrival. Maybe even longer in real cold!
@@kaasman78 allright. But lets say you'd start in the morning with a fully charged battery on a roadtrip, you'd have enough temperature to supercharge when you need to? Otherwise that would significantly lengthen long distance travel times when its cold i guess?
@@jonepomuk off course...you can drive over 3 hours with a full battery. No problem with charging. Bjorn is driving through anything, hot ,cold, wet...never a problem.
I am curious how the 3 will handle real cold, not having a dedicated battery heater...but will be fine most likely.
@@DG-uv3zw It depends. If you do some strong (even if restricted) accelerations it will produce a lot of heat. Current battery heating power is 7 kW. The maximal acceleration power is ~200 kW when it's rather restricted in the cold and 350+ kW normally...
I believe it only keeps the front camera warm
That's not the front camera...
Bjørn Nyland I know, it was only warming sensor, weird
@@bjornnyland So no sentinel mode in winter?
Looks like it is preventing the cams from fogging.
It's only 1°C. Try it again when it's - 20/30 °C
water doesnt freeze until 0°C so the night was pretty cold
@@hephaistosthesmith2069 I know that it gets up to - 20 to - 30 in Norway and its much tougher for cars than 0°. I live in Sweden so I know from experience
Can anybody explain why M3 needs high Temp for MAX -Charging Rates VS Nissan Leaf does have the opposite behaviour!!??
Did you say you heard a lot of “clunk sound” around 14:40 of the video? I hear my floor/battery pop a lot more when I’m driving in cold weather (2-4C). Is that a normal thing in your opinion? Thanks!
黄梓豪Eric Huang I think Optimus did it too
@@bobbob123ful Ok. I remember Tesla saying it's the battery pack's steel plate flexing because of heat. But it's just nerve wracking in such a quiet car to hear those.
Tesla should insulate with aerogel, as I can leave my gas car outside just fine. dont know if it starts though
You can`t generate heat by insulating something. Only if something is warm it can stay warm for longer or similar... Many people(and car manufacturers) used to insulate car battery 12v for the winter but that didn`t actually do anything! It was only insulated from engine heat :)
The same would have happened if SC?
Bjørn, I have a question. Yesterday I took my Performance 3 to a DC fast charger early in the morning here in British Columbia. The temperature was just about 0°C, and the car had been sitting out overnight.
It was a 50 kW CHAdeMO charger. My SOC was about 20%. The charging started at about 28 kW, and stayed that way for about 10 minutes or more. It later increased to 48 kW.
What I want to ask you, I heard a number of very distinct sounds coming from the battery area which I thought were because of the change in temperature. Each one was a single, low pitch thunking sound, and quite loud. They occurred two or three times in that first 10 minutes. Maybe if somebody knocked on your door once, loud enough to try to get your attention, it would be that loud. Have you heard sounds like that from your battery on a cold day? I have also heard the sound rarely while driving. Maybe once or twice a month.
Typical Model 3 clunk sound.
A completely normal thing.
Happens usually on fast chargers due to quick change in battery temperature and slight increase in size.
Till few weeks ago it was causing bugs on Ionity Tritium chargers; fixed by Ionity or a software update.
Happens also in other EVs, depending on charging power.
@@pmj_studio4065 Thanks! That eases my mind. Never heard it in 3 1/2 years with my S 85D. Maybe it's a difference between 18650 cells and 2170 cells. In any case, good to know it's common and normal.
@@garthwoodworth3558 Rather it's a difference in charging speed. Model 3 charges 2x faster and has different temperature algorithms.
Not sure I like the M3 using 7 out of 11 kW to heat up the battery on AC. Doesn't really make sense in my view to waste all that energy.
Yes i agree that is silly 11kw is a very slow charge rate compared to the battery capacity and should not be a problem even when ice cold.
Agreed. just before he moved to AC the battery was charging at 25kW so it could easily have used all 11kW to charge instead of wasting time and electricity. Will this car really just heat the battery on a 7kW or less charger and not charge until the battery is warm? Easy test for Bjorn in his garage. I understand Tesla doing this on DC but AC? Surely a mistake?
10:42 What`s with the melted ice color? Why is it like that?
I found this one confusing; maybe because I don't own a Tesla? For example, in the context of an EV, what is an afterburner? I run an Ioniq EV and don't really understand what this means?
Afterburner is a slang for when the front and rear stators run in inefficient mode to generate heat for heating the battery.
@@bjornnyland thanks for the explanation. I guess that's a trick my IONIQ can't do. I do know that it can warm the battery during charging, and can cool it too when necessary. I guess we don't have such cold weather here in the Midlands of the UK so I haven't experienced that problem. BTW thanks for your excellent reviews - I bought my first IONIQ after seeing one of your reviews and I'm on my second one now.
My doorhandles got stuck at -4 :(
Rain?
wd40 is your friend.
@Enoch Tse but the egolf is a much lower range car with no proper autopilot and not that advanced safety features. Also no access to a proper fast charging network with 200 kW charge speed.
Can happen with every car..
@Enoch Tse if you're driven a Tesla everything else feels oddly outdated. Just look at the radio, it's looking the same like what? 10 years? 😂
I don't get why other auto makers don't carry on.
0:14 it looks like your windshield is cracked in. I know it is just the ice though.
How cold would the battery get if it was left in -20c for a week
-20c 😜
:D nice one
@@maximemineault8117 wow that's amazing 😝. I mean doesn't it heat up the battery in some certain point ?
@@supernova1976 Basically only when being used does the battery need to be warmed up being stored ice cold is not a problem for the battery. The State of Charge however is very important and if left to go too low can kill a battery.