Plaid Thermal System Breakdown | Tesla Plaid Teardown
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- เผยแพร่เมื่อ 27 ก.ย. 2024
- Cory and Ben go though the thermal system now that it's been removed from the car.
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Outro:
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#Tesla #Teardown #Plaid
Watching this , as a 59 year old airline pilot… who was once an engineering apprentice!
I recall taking the engine and gearbox out of my 1970 M G 1275cc Midget, single-handedly to swap the clutch. Grinding valves and decarbonising the engine. Who knew, in my lifetime, that I would hardly recognise the parts in a modern car?
I watch this in awe.
PS I collect my MY this weekend 😀😀😀😀
Get yourself a Jimny - none of that thermoblock and octovalve shite 😂😂
Me too! rebuilt a MG Midget engine when sixteen… it didn’t last long… now driving a 2019 Model X… 62 years old… time flies younger people!
I'm NOT a Pilot___was an air cadet for a few weeks ( blind in one eye )
Congrats on MY____some people see the Future is NOW!
Turning 63 this month____waiting for CYBRTRK 4Motor! It will be all my childhood dreams rolled into ONE
One thing in common is interchangeable 🌍😇🌈💚 bit like a old Morris Minor with a Mg engine in 😊🌎 cool wish UK engeenering wake up. #LandRover
Thanks for the replies above ! 🔝 made me smile.
Ben has really stepped up his on-camera presence since the beginning.
Yes been is becoming comfortable in front of the camera. He's became a great asset to the TH-cam team as well as the general tear down and analysis guys.
Both of them did an excellent job. Carry on gentlemen!
Mind blowing progress!
Yes. He is still a bit stiff when he’s not talking but the rest is like night and day. Keep it up, Ben!
A scruffy looking weld is not automatically a bad weld. After all, we are not talking about a steam boiler pressure weld.
As one with over 4 decades in the welding biz those welds are fine, room for improvement on a couple of them but far better than most you'll see on production cars.
Weld penetration looked good too
Layin down dimes at times.
@@donwanthemagicma A couple shorter ones went off course quite a lot in the middle, my only significant criticism, meaning the weld was too much on the beam not enough on the bracket. That should be adjusted but it likely won't matter much it's just not as efficient as it could be.
I expected a monster bespoke thermal management system for the Plaid! I'm amazed at how it's reusing existing parts, and still getting unreal consistency on the tracks and drag strips 🤯
yeah, it only needed to double the radiator and ventilator unit, redundancy, capacity, future planning and integration is what Tesla engineers do, i hope they make some big improvements to the Cybertruck, because there would not be that much commonality with an exoskeleton, and they need to also think about the up mountain towing , that would be much worst to cool then a plaid going to the drag strip.
They DON'T get great consistency at the track.... at least the brakes don't!
@beyerch For that, you have the Carbon ceramic track pack
This kind of cross-model compatibility approach has a lot of synergistic benefits. A lot have been mentioned, but two I especially like are:
1. Allows improvements made in any new vehicle project to easily make their way on to the assembly lines to bring those benefits to other models.
2. Greatly reduces the number of part variations that they need to manufacture, store and make available for service. Just think how many old-style parts from the model S original development project no longer have to be made and stockpiled, now that it shares common parts with 3 & Y.
Also think about the assembly lines for building the cars and training for personnel.
So many companies do the opposite. Old inefficient parts are used in new models because they already have the dies or molds or they don't want to work on new specs with a subcontractor. They also reason fewer parts need to be stocked for repair - but are doing it from the wrong direction. Their engineers are saddled with a lot of old components and can't innovate for overall efficiency. I know Sandy has complained about this more than once.
The commonalities really do share the advantage that Tesla has. Scale. Scale. Scale.
@@donjones4719 very true!
Great presentation by both once again. Ben has gotten even better and more comfortable presenting in front of the camera, well done!
This is my most favorite channel, maybe because I have a Model S and this is only way to find out how it works because Tesla does not provide documentation on their cars to consumers. :)
Thanks for watching!
Exactly. These teardowns are great consumer advisers. Allowing to have more in deep known about the car. Specially with many Automakers not supporters of the "Right to Repair".
@@RogerM88 many automakers not supporting right to repair starting with tesla! Lol…..
Same here! Would be great if Munro Live could also do some overview videos explaining the systems of an EV top-down - rather than cost/competitive analysis - for those of us who aren't in the auto industry. I think that could significantly grow the viewership.
I'm 75--waiting for my Model X Plaid. You guys are pioneers, leading us from the world of my grand dad's model T and rich men who did nothing but sell parts of our earth to burn and pollute---- to a better world for all. Well done...and SO interesting. Thx.
Great video. Couple things:
At 17:16, you can still drive it. You don’t “have” to wait. It just means to have peak performance, wait.
18:28, they make about 1,700 Model S’s per month.
Maybe they mean Plaid version, extra cooling.
In my field (high-speed semiconductor design) one of the most power-expensive things we can do is distribute high-speed clocks. Anything we can do to cut down capacitance on the clocks (most often proportional to wire length) pays off in spades. The best designs are those where the circuitry that generates the clocks is close to the circuits where they are used, where both pieces of circuitry are compact, and where everyone paid attention to the wires that connect the two to make sure that they take priority over everything else. In EV's I already knew that the high-current/high-voltage conductors were analogous to my clocks, but your videos have convinced me that the thermal system is an even better analog. As always, excellent content.
You must've thoroughly enjoyed the Dojo chip design explanation in that case.
I see that tesla is trying to use a MUX bus philosophy (multiple uses from one component) into their systems design and integration. Octo valve is one system that comes to mind.
@@MADMAX7330 Oh, yes, that got a lot of attention in the office...
I'm pretty sure you're talking nonsense.
@@TheJazsa80 You base that off what? To me it sounds perfectly logical.
Love the videos! I'm not an engineer, so I really appreciate the parts of the videos when you guys don't use special engineering words and explain methods and concepts in plain english. Love from Austria
Awesome, thank you!
Space x fingerprints all over these designs. Did not go to school in Detroit.
?? Gwynnes from Chicago and she runs all of SpaceX. The mid-west creates a lot of great engineers.
Cory and Ben - I appreciate you two so much! You two show that Tesla vehicles are the best engineered autos in the world.
@the bronze james don't you know? Tesla engineers use different engineering principles. 🤭😜😝
@the bronze james reliability, reusability, maintenance. Do you think much of what’s in a Porsche Cayenne will fit into a 911? Or Mercedes’ G wagon parts into a S600?
I used to work at Northrop Grumman as an engineer and the Tesla circuit boards I saw (Sandy took them apart) look just like the ones in our aircraft. Same density and redundancy. Then look at other OEMs boards and you can see a dramatic difference in capability and single use application vs Tesla (same parts useable in all their cars). The integration of systems is also aerospace engineering level of work.
@the bronze james well look at the actual integration and engineering of the car itself. It’s more than next level. No one in the industry has single piece front and rear clips. No giga presses with aluminum designed to be melted, injection molded and no heat treat required…..in 180 secs. There is no one that can do firmware OTA upgrades. No one has come up with a charging infrastructure by themselves, that’s reliable. I don’t know of any OEM that make their own batteries. That’s a lot of firsts and exceptions.
@@davidgrisco1939 you do realize that most of the Tesla engineers, are former NASA engineers that were laid off and re-hired by Elon?
The same engineers that made rockets reusable, and now they all work for Elon, reusing rocket boosters. Some of them have been used 11 times.
That’s a paradigm shift, so yeah they use different engineers and principles. I pretty sure there’s not a OEM out there that has aerospace engineers working for them.
Always a nice surprise to find a Munro Live video waiting in your YT feed waiting to be watched. Great work guys, hope you will be going to the Giga Texas event next month!
The welds look like to me that they are puls mig. TIG to MIG, MIG is production (fast) TIG gives appearance (slow). How the wealds are not visible on this part, no-brainer. Speed is the name of the game. Puls MIG is perfect for structure. Good penetration an good deposition. Right choice.
Depends on the parts to be welded, consistency results, and the Environment exposure. Tesla isn't know for their welding quality. Bad welds not consistent, could be more prone to bad structural integrity due to residue deposits of infiltration of humidity.
@@RogerM88
Seems we have a choice?
Listen to those who seem to have expertise in welding.... Or a troll.
🤔
@@RogerM88 it’s not a structural weld that’s holding a lot of weight. It’s fine.
@@rogerstarkey5390 😊
@@rogerstarkey5390 if I didn't had any understanding about welding procedures, I wouldn't be talking.
Thank you Cory and you Ben.
🤗THANKS CORY AND BEN FOR THE BREAKDOWN in terms we can understand 🤔😍😍😍
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EXCELLENT tutorial video AGAIN! THANKS guys! If one thing I may say, or request, its this: You guys put SO much energy, effort, time and finances into your work, I think IF the videos would cover less per video BUT would INCLUDE diagrams and closer up-videos (maybe even high quality still pictures) of how the various systems work, were engineered and conceptualized, your videos will be in another league! 20-30mins per tutorial videos, covering e.g. just a part of the Plaid's thermal system BUT with more graphics, diagrams close-ups etc., to explain to all the viewers of whom probably 99% are less experienced than you, what each part does, why it does it and how it does it, compared to other manufacturers etc. would be VERY illustrative and provide s steep learning curve for the viewers. So, e.g. this video, amazing as it is, could be split up into at least 3-5 videos, each 20-30 min. with a deeper dive into each topic, supported by diagrams, graphics and more close-ups etc. I guess that the overall cost for such videos will not be that significantly higher, compared to the overall cost of the Tesla S Plaid project. BUT the OUTCOME, the learning and the importance of your channel (resulting in far more subscribers...) will be immense. However, KEEP on doing what you do, your work and engagement is HIGHLY appreciated and as a faithful learner of your tutorials I am looking forward every week to your new videos.
Yes to diagrams. But well thought out, good graphics, not sharpie scribble.
24 minutes well spent - great insight and clear explanations!
Thanks Paul!
Brothers,
Just brilliant engineering for producability and cost!
Cheers,
Eric
A great team presentation. Good work on that, guys.
Thank you 😊
Just imagine a tear down of the Cybertrack, It will a new holiday!
Y'all are excellent. I loved your closing thoughts. They had enough foresight on so, so many things for this car, and the structure of their company hierarchy has helped them with thinking ahead, too, so that all the systems work so well together, efficient with cost, weight, and everything else!
My thought after this was: man I hope this means parts that are shared with MY will also be cheap to replace on the Plaid and CT, too! No reason one they have engineered mass- market parts for them to reinvent the wheel unless they want to do so!
So did they finally get rid of the need for a traditional 12V battery?! That's amazing! The small Li-ion battery should last significantly longer than the old super heavy Pb-Acid batteries.
I have a ‘22 built model 3 and it has one too
Better still, unless I'm mistaken, the lithium 12V battery won't suffer as much parasitic energy loss from the need to have its charging system constantly fight against the lead-acid's tendency to become sulfated.
They suck in cold weather, genius
@@vidznstuff1 are you sure you’re not confusing the lithium ion 12v battery with the lithium iron phosphate main battery?
Need is the wrong word. Traditional 12V vs. Li-ion is mostly a cost decision. You can get a Li-Ion battery for pretty much any car, but they cost 5-10x more.
What does it tell me when they are able to use so many parts from Tesla model Y or 3 is not only that it is a smart move because of cost savings and so on, bla, bla bla but also that those parts like octovalve are so technologically advanced that they CAN be used - simply able to keep up with the pace and needs of the Tesla Plaid, which must be pretty high. They are not using those universal parts only because somebody has told them to do so. The the whole trick in this is that those components are such a beast that they are probably doing the job the best what the engineers can think of right now. I wouldn’t be much surprised if it was done even the other way round - while working on Tesla Plaid somebody could invent ocvovalve and they could decide to put it also into their lower cost vehicles. Something like steel for cybertruck was originally meant for rockets... Either way, it is just amazing.
In 20 years, since there were so many of those components made, you will be able to get cheap parts for your Model S plaid. Using highly engineered parts where it counts on your lower volume product makes the parts system way more efficient for generations to come. Tesla will be a huge cash cow when the warranties run out for years to come.
Highlight of the day these strip downs, tons of info,
Easily the best channel for a genuine, in-depth analysis of a new vehicle. You don't get this anywhere else!
Just more evidence why the competition is F'ed.
I am soaking these videos up, especially the ones about Tesla. I am picking up a Model X Plaid this Saturday and this and other videos are very informative. I was a design engineer and I am currently a quality engineer in Aerospace and appreciate the engineering.
My take-away is that if the Plaid is able to use essentially the same thermal management components as the 3 and the Y, then the 3 and the Y have extremely robust systems for what they are called on to do in those cars.
I test drove a long range model Y. That car is the fastest accelerating car I have ever driven (0-60 in 4.8sec). And it was not even the performance model. For the performance model Y and 3, they need a higher performing robust cooling system. They are super cars in their own right. Comparing back to a 2008 Ferrari f430 that cost $277K, it would go 0 to 60 mph in 3.9 seconds. The model Y performance goes 0 to 60 in 3.5 seconds with 554 hp. (The model S plaid has over 1020 hp). The model 3 performance goes 0-60 in 3.1 seconds.
It's such a sleeper car. Looks like it would be as fast as a Toyota camry, but when you step on the accelerator a smile comes across your face as the blood rushes out of front part of your brain from the dizzying acceleration. All I could say was wow! I got back in my toyota avalon hybrid with the busy dashboard and not too comfortable seats and had to make a decision.
@@greggmcclelland8430 It's called the Tesla smile. Still have it after 3 years in our S.
My father was a heavy equipment repair welder. He would weld and repair giant catarpillar mining equipment and had his own shop repairing this equipment and was known to be one of the best around. His welds looked just about the same. And we’re just as solid and reliable as you could get. He taught me to weld as well and I can say without a doubt that if your complaining about these welds on the model S your a joke. They are perfectly fine. There is no need for fancy “perfect bead” welds. If your complaining about that your out of your mind & I’d like to see you weld 100 of these in one day with picture perfect beads. If you can do that and show proof than I will eat shit. Literally.
Consider a spot at the end for Sandys color commentary and context relative to auto and other mfr sectors
For the welds people have to remember that the main thing that matters is that the welds hold up. It does not have to t look pretty, it just have to be structurally sound. Especially when it is under the hood, under a beauty cover and on the bottom side of the unit. You are never going to see it. Why spend time and money making it look nice when no one is going to see it?? I guess since I am an engineer I see it from that point of view
Very true, a nice bead doesn’t necessarily make it strong. It’s just a nice bead.
Agreed. This is such a low volume car that it's pontless to go into little details which don't affect performance or sales.
@@alexnutcasio936 wonder what many would say if was Ford doing such welds. Since it's Tesla, the excuses are great.
@@RogerM88
"Excuses are great" .... and YOU know them all!
Tesla cares about their welds the same as their gaps and wind noise!
man tesla is freaking impressive the interchangeable parts are god sent
Just like all other automakers! You’re welcome….
@@carholic-sz3qv Yep, it's called "parts bin engineering"...every design team does it. It saves design / development money.
Well thought out explanations and supposition on why Tesla may have done certain things.
Fantastic analysis! A great watch, thank you!
Thank you
Awesome stuff, very interesting to listen to the both of you! Thank you.
We missed Sandy’s thorough and enthusiastic explanations! Don’t leave us Sandy
So interesting to hear super smart engineers taking us thru all the good stuff
Thank you!
You're welcome!
Nice breakdown.
Ben is really doing fine nowadays in front of the camera. Super! I thought all Americans were "elevator pitch" guys but maybe not. Well done!
This is just awesome to watch. Amazing level of engineering and hard to reach for the competition. Thank you for sharing!
Nice presentation guys. Vertical integration has its advantages.
I am amazed at the complexity of a great EV. It seems almost as complex as an ice vehicle, potentially having same mean time between failures. One major saving grace is far less heat than an ice vehicle. Thanks for showing me what’s in my LR - mS.
Cory can take his time when moving these parts around, I'm worried he's gonna break something he's in such a hurry. Remember we don't see the parts often, so getting a longer look at them is just fine with me.
"Thermal System Breakdown"
What an excellent thumbnail. I like the unintended double meaning.
I love the teardown. I grieve to see that fine car taken to pieces, but you've learned so much. I'm looking forward to a motor analysis of that unique laminate.
Thanks guys!
Our pleasure!
I appreciate some of this engineering elegance.
Parts commonality means increased economies of scale. Noice!
When Cory talks about ribbing the Ford Mach E and its having 4 pumps for the coolant, Ford is listening. Jim Farley, CEO of Ford ..."If I showed you our cooling system for the Mach-E it has four motors probably needs to be two. It has 60 or 70 hoses probably needs to be one-third of that. And those are the opportunities we are going after." This is the information Sandy and the Munro team talked about during the Mach-E teardown. /cheers ScrapBongo
My take on the welds, I work for the navy as a weld inspector.. I think that the fillet size is massively oversized for the function. I think those welds will hold for the lifetime of the vehicle and then 20 years. I can see a few weld attributes that might fail a navy inspection depending on follow on higher level inspections like liquid penetrant and a little weld spatter but frankly i think they are just fine! my concern is the brazed aluminum backing, if its a silver braze, it very easy to have alot of failure points along the entire length of braze as the braze temp has to pretty much be in a 10 to 20 deg corridor and its easy to mess that up(especially with the geometry of the part being so non uniform controlling the temp might be difficult).... I have a model 3 so ill keep an eye on that as time passes, thanks for the insight....
Word of the day " Space Age technology " .
The welds are fine structurally, and that is what really matters.
WOW. What amazing engineering. Particularly when compared to the Mach E Mustang, which illustrates how far Ford needs to go to compete. I am, as usual, very impressed with how y'all have figured out how it all works. Kudos guys.
Totally worth the $20 sticker. Love this stuff.
Good job guys! Love the teardown. Tesla is doing an amazing job reusing parts. And you are doing an amazing job documenting and concisely sharing this wonder of our lives.
I use to spray aluminium paint on the mig weld for the appearance.
As a Manufacturing Engineer / Quality Manager, if you did that in production you would be terminated.
Many years ago i used to read articles in Motor Trend authored by Jean Lindamood.
Just wondering if Ben is related?
BTW, the Munro Live videos are always interesting and informative. Great stuff.
Wow… You guys are amazing! All of you would definitely be a great asset to an EV company ⚡️👍
Y'all need to actively search for an inside source at Tesla that would be willing to give an opinion on the critiques offered up in these videos. It would be interesting to get the feedback, and i'm sure there are enthusiastic internal engineers willing to give non sensitive commentary. My guess for those cheaper lines, may be the whole supply chain shortage issue. Same way they've been substituting chips to maintain output, they may have also had to substitute other components as well.
Fabuloun engineering design analyses and presentations by Ben and Cory. Thanks for the user who provided 2 URLs explaining the octovalve (parts 1 and 2). Another comment below stated that there are 13 variables that are use to control the octovalve.
You're talking about how the present (whatever) for the Plaid is somewhat different than what is on the Y. What you may be missing is that the Model Ys coming out of the factory today share the exact same parts as the Plaid. You are looking at a Y from the past.
Tesla makes changes daily. (You know that.)
@@wendeltech pots or cots?
Parts off the shelf.
What would the C stand for?
Not necessarily true. Even Tesla needs time to implement/roll out changes.
Not implausible either, mind you.
Unless you have specific evidence for your specific claim?
@@golfish8589 Commercial.
@@wendeltech
No, the guys were pretty clear that these are add-ons apparently due to the Plaid's need for additional cooling.
@@golfish8589
Components off the shelf.
That’s why Tesla “overengineers” their parts and opt out for higher quality and cost components. That way they can reuse them in all their vehicles.
Overengineers what exactly?
@@vidznstuff1 the fact their model 3 motor components and inverts power the worlds fastest production car and also the semi is a start
Great video Ben and Cory. Ben is becoming quite the star. Well done. Great to see Tesla's forward thinking approach to engineering.
great work as always. gets even better as you have more teslas to compare to eachother 👍
Really enjoying the channel 😊
Outstanding video as always. To a regular person, seeing a Tesla vs another EV, Mach-E for instance, they only see "two cars that are both EV's, vroom vroom." To anyone who cares to pay attention to the real technical differences they see a car, Tesla in this case, that is light years ahead of the competition and, when OEM's get their act together, these components will become the new norm, granted Tesla will already have moved on to innovating the next greatest thing.
Great explanation.
There was a question on LR vs. Plaid as far as the extra two external coolant pumps. I can confirm at least one of the pumps (not mounted to the manifold) resides in the 2022 LR. I couldn't find the 2nd one, but without ripping it appart, the 2nd pump may be there as well. Oddly, I was unable to find either pump in the Tesla parts catalog, but I've noticed other occasional parts missing from the current catalog. Thanks for the great teardown!
Nice job
Thanks!
Really insightful and informative commentary Cory and Ben - many thanks from an engineering layman
Great vid, thanks. I’d like discussion on heat pump coupling to refrigerant-coolant heat exchangers - what prevents them being mounted on heat pump (close coupled). I’m real impressed they’ve gone this far, minimised volume of refrigerant and length of vulnerable refrigerant hosing. That’s still incredible complexity!
I’d like to know if this is applicable to domestic HVAC. It’d reduce installation cost / complexity.
EDIT. I watched the untangle club vids. They answer my question peripherally. Wow it’s complex!
My guess they choose EPDM hoses for the flexibility needed during installation
I agree and the fact that EPDM will perform better with minor chaffing at the firewall vs nylon tubing.
Kudos guys, your presenting really well thanks
Keep the information freight train rolling! Great job everyone.
You guys did a great job on the video. Very interesting. Thank you!
This just in... Model 3/Y have Plaid parts in them from the fastest production car on earth. just add a few COTS parts and your 3 can be cool like the plaid
Another excellent video. Indeed it was treat :-)
The engineering is more than excellent its also forward thinking and compatible with both older models but planned to be compatible in the future as well. The cost savings and the time saved that can be used for new projects is an important advantage Tesla has over other EV manufactures when it comes to cost control. To have such heavily engineered parts being used across all models and many years is just not done by any of the other companies. It's also why they can redesign a new model or update an existing model so quickly.
Great video. Keep up the good work guys!
The heat pump is a great device and Tesla makes the most of it. This design would do well in stationary applications in buildings for instance. Chilled and heated glycol could circulate throughout building distributing heat and cool where needed and eliminating significant amounts of expensive refrigerant and potential refrigerant leaks as well as eliminating expensive and leaky ducting which is also space consuming. It appears the system would allow electric valving in each room or other consumer allowing individual temperature control for each consumer.
Might be nice to see an overview of what the difference is in core components between this and the Model 3. Looks like the bulk of it is identical, give or take, and the performance gains are coming from upgraded motors, beefier inverters (same board, extra components?), and maybe battery improvements? It's just really neat to think that their affordable car has so much in common with their top of the range performance model.
I would say that the components were built to the highest common denominator where required (over engineered) then produced in such high members that the nett difference was (or will be) a cost reduction, with the added benefit of reliability in the low stress applications.
Ben has an excellent memory!
Thanks for a good report guys!
Nice
Tesla's "super manifold" is the same concept as something NASA did around 1976.
The cooling system, since it has to go to so many places is quite complex. In most cars things (electronics) are "air cooled" because the do not generate as much heat. All the electric motors and computers need cooling.
I like that they use non metallics in most of the water glycol system. Where I see potential problem is where that water glycol touches the aluminum heat exchangers. AL and water are a "slow problem", the more corrosion inhibitors and glycol content the better. Problem is that the water is the heat transfer fluid, glycol is a lubricant, lowers the boiling point and raises the freezing point. Same as with anti-freeze in regular cars.
The refrigerant in the super manifold works really good as long as you make sure that the moisture is close to zero. Most fluorocarbons are not a corrosion problem, until you add a little water. Just like your regular evaporators and condensers.
Essentially they use water glycol to reject to the environment and have refrigerant to water glycol heat exchangers (condenser, other fluid lubricants and just water glycol direct cooling [probably motors and cold plates]).
My BMW R1200 bike I had an 800 gram (about 2 pounds) 4AH LFP starter battery that replaced a 14 AH AGM lead acid weighing 5kg (12 pounds). It worked just as well but never needed float charging as there is no degradation and minimal charge loss.
My guess is a lot of these parts are going to show up in the cybertruck. Scale wins the race as long as you can keep the input costs down.
And to a degree, the Semi's and Roadster too.
As a racer at heart, I can't wait for the 4680 Roadster 🔥 next year as the Plaid has disrupted the ice supercars!
@@larryc1616 bullshit, the plaid has disrupted zero super cars, it’s basically a 0-60 machine, the rest is insignificant, why does the plaid need 1100hp to reach 200mph!? A similar sized tuned gas car with 1000hp goes well over 230mph( not top speed) let’s not forget the handling and other capabilities too.
@@carholic-sz3qv If you want to know why the Plaid has 1100 hp, take a look at the lap times on your favorite road race course, Pike's Peak, etc. People pay millions for Supercars because they are the quickest in the world. Bragging rights have just become a lot less expensive! They don't pay that much because the owners like to drive over 200 mph.
Tesla Plaid has definitely taken the shine off some of these supercars costing a million and up because they are no longer the quickest in the world.
@@ZipZoomZip stop talking nonsense!!!! It’s not just about speed but sound, design, handling, premium materials like carbon fiber(wheels/body), titanium, racing heritage….. I never said that driver likes to drive over 200mph.
Great job but that super manifold is no semi-solid forging. The semi-solid forging/casting process was shown to be unreliable and prone to internal cold shut defects that are not detectable with normal aluminum inspection techniques. My guess is that it is another high pressure vacuum die casting just like the gigacastings.
It’s also not a complex part as they were saying because of the flat welded back plate.
As a Manufacturing Engineer I concur with your assessment.
Sandy your adopted son Cory did a wonderful job 🤣
Would it be possible to draw a principle sketch on the whiteboard and explain the Thermal System? A picture .....
Thanks for all this very interesting insight!
These are definitely MIG pulse welds. Can be recognized quite well by the black deposits in combination with the "cold weld" at the beginning and covering of the end grater, all with the few weld spatters.
The margin they are making on the Plaid must be pretty tasty with all of the common parts with the high volume 3/Y.
Very well done, guys. I'm still looking for the perfect place for my bumper sticker. This was very interesting.
BTW Ben & Cory, when the CYBRTRK gets into your hands, l will be up late at night 🌃 just to see the 'Tear_downs' l'm expecting tear of joy! The CYBRTRK 4Motor has my heart beating! My Day 1 reservation will be configured as a CTX4 from the TRl as l will be Drag Racing like back in the '90s
Great info/video! A subscriber!!
Thanks John
just curious on how little R134 you now need as the lines are so short using glycol as a secondary refrigerant. I love this technology. making the likelihood of loosing gas from the ac due to stone chip puncturing the front heat exchanger. glycol is a lot thicker so wont leak as fast and will pinpoint the leak itself . fantastic work guys keep up the fantastic work
Stone chip failure? You must live in the sun belt. No, the most common failure for these parts in the US is from road salt corrosion.
@@davidgrisco1939
Australia and the uk get condenser stone damage. but having glycol in the system is a major improvement in heat transfer.
@@waynethefridgemanosborne8984 Yeah, but look at the size and length of the glycol loops. That's a lot of single points of failure.
@@davidgrisco1939 but only about 15 psi as apposed to 120 to 180 psi depending upon the ambient temperature
@@waynethefridgemanosborne8984 a leak is a leak...