Charging My Tesla Model 3 LFP RWD From 0-100%! DCFC Curve Analysis Reveals Surprising Results

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Please Note: Even though I am charging this LFP Model 3 on a V3 Tesla Supercharger, it is widely known that this battery can only pull max of approx 170kW; not 250kW.
After doing an initial 0-100% charge test on 3/4/23, I decided to repeat the test as I was unsure if I had properly pre-conditioned the battery. This LFP battery needs to be warm to receive the max charge. It also powers the car with no degradation all way to 0%. Truly remarkable.
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#Tesla #model3 #evcharging

[@joshlemons3662]

That LFP Model 3 Branden Flasch rented on Turo held 109kW all the way to 77%, but he was in much warmer Texas. I think your speeds were still limited by temperature.

[@fiehlsport]

I think they were as well. The little "i" icon was showing up on the screen, most likely indicating that the charge speed was limited by temperature. Odd that the car isn't accounting for this during the charge, because it was warm enough to hit peak speeds right at the beginning of the charge, and could have been heating the battery still.

[@walkerdarin2003]

Agreed temp

[@kens97sto171]

Has Brandon posted the charging video? I saw his video about the car, and he mentioned he did a charging test.. But I don't see it on his channel?

[@rempha]

0-50% in 15min, 0-80% in 30min, 0-100% in 50min looks pretty good to me for a 60kW LFP battery that is not in a summer/hot environment. The car is also one of the most efficient in terms of energy consumption, so every kW added to the battery will get you more distance than most other cars.

[@leanderzulu3494]

​@@Fumbiii16 if you can find a working 350 kW CCS station which as RateYourCharge demonstrates is rarely the case

[@olemissjim]

@@Fumbiii16 no it doesn’t. That’s the 10% to 80% best case not the 0-100

[@hblockx16]

@@olemissjim also the ioniq5 is less efficient than the model y

[@gushammerly5345]

Based on this may be better to make more stops and charge to 80%, then top off with level 2, similar strategy used by may with other evs. Definetly looks like the LFP wants more heat. Great info!

[@user-oo3uj5ku9r]

Hey Dave. Don’t forget about the efficiency of the LFP. The LFP is actually the fastest charging Tesla because of its efficiency. Don’t get too focused on the kW being pumped in. Look at the miles being pumped in. I struggled with this too, but look at it as miles, you’ll be surprised. And hey what is an extra seven minutes at a supercharger for a car that’s 40k less! That is a lot of steak dinners for Kathy!

[@r.d.9399]

An extra 7 minutes is a waste of time. That's unacceptable

[@chidorirasenganz]

@@r.d.9399 nah

[@Superman-xr1oh]

Yeah, it's just too bad they don't offer the LFP trim with more range...

[@Superman-xr1oh]

​@@r.d.9399 I tend to agree.

[@chidorirasenganz]

@@Superman-xr1oh I wish there was a LFP RWD LR Model 3 🤤 But with the current lineup I’m fine with waiting 7 min and keeping like 10k lol

[@Wittstock99]

The best info here is 15% to 60% was 15 minutes, this is prefect for road tripping - nice job Dave.

[@mrkymrk99]

Nice observation and I agree! 15 mins to add 45%/120 miles is perfect! That’s 2+ hours of driving!

[@justinguadagno7656]

Absolutely love and appreciate the thoroughness, Dave! Not many people out there would want to recognize a flaw in their own design and then repeat this lengthy test multiple times for integrity’s sake! Very quickly have become one of my absolute favorite creators! Thank you so much for the hard work! I took delivery of a LFP Model 3 in February and have also quickly learned that the battery likes to be very, very warm. Maybe that is a symptom of us both being located in the northeast (NJ), but I will catch my car pre-conditioning over an hour away from superchargers, on a regular basis

[@DblOSmith]

That charge is respectable. 50 minutes from 0-100 is fine, especially for the price and all.

[@catstrator]

Pretty interesting that the difference between the first and second tests were only 2 minutes. Looks like the battery started thermal throttling mid way through the charge which let the first one catch up pretty good. Glad you did a second test, thanks for the video Dave!

[@dontbanmebrodontbanme5403]

25:50 - So looking at the two charts, you can see that your second charge started off faster, but from 50% to 80%, your first charging session was faster. This is why, overall, both charging sessions were relatively just as fast, or 50 minutes. I think the takeaway here is that for daily charging, none of this matters. For road tripping, the faster speeds will only matter if you're charging to like 70% or so, then taking off, because the longer you charge, the more it really doesn't matter.

[@vermontsownboy6957]

20:25 That's my old stomping grounds. I've used that Darien I-95 Northbound charging site frequently. The rest-stop restaurants (Chipotle, Panera, Subway) are family fast-food favorites on the fly.

[@mrkymrk99]

I have a 2024 rwd lfp m3 and it charges the same as Daves and I’m ok with it. I like having the lfp because it’s safer and supposed to be less susceptible to degradation. I drive in chill mode and am thrilled by the torque/quickness.

[@SirSammyI]

If you look in the video the i pops up next to the charging speed on the left side of the display. This states that the battery is cold and charging is slower while battery is warmed. LFP batteries like to be a lot warmer when charging than NMC. It takes a LFP car 45-50 minutes of highway speeds to warm the battery up when it’s colder. I have a LR MY and a RWD M3 and the RWD M3 takes much longer to warm up than the Y on road-trips. Try this again when it’s above 50° and you’ve driven the car harder and it will jump to ~180 kW and hold it deeper into the pack. I’ve learned with LFP it always jumps up super high when you first plug in, but if you watch it start to come right back down it means the battery is coldgating.

[@carsonassociates3263]

Bjorn Nyland’s 5/27/22 M3 LFP charging video showed that surprisingly, faster rates of charge (higher kW) were possible from higher starting SOC, i.e. 39%-100% holds 100+kW much longer than 0-100% fastcharging. Best LFP road-trip strategy (fastest) might be charger-hopping from 50%-90% SOC (cycling the upper half of the battery pack, rather than the lower half).

[@polytech90]

Very good video, Dave. Honestly, I don't see too much difference between the two charging tests. assuming that you are on a road trip and your charging stop requires to charge up to 75% for an x leg, there was only a two minutes difference at 75%. and also a two minutes difference charging to 90%.

[@stin987]

Yep I thought the exact same thing.

[@manoj95dude]

Who thinks Dave is going to sell this car in next month?😮

[@mrstinky2421]

95% chance lol

[@Alexzw92]

Oh yeah, wouldn’t be surprised. I would imagine he only bought this to make video content

[@StayConnectedEV]

@@Alexzw92 I say model Y is coming performance.

[@Gary_Snook]

Dave is going to trade this car in by Summer…

[@lkuhn65]

😂

[@robert5008]

Dave just a FYI in your first test the station was full. The V3 is great but not perfect. The V3 is a load sharing system so at max capacity the station site would not be able to give you max kW. Thanks for the test.

[@dconner9]

Very rarely do I see load sharing at V3’s at the bus level across the whole station throttled; only happens when many cars are all charging with low SOC. It’s possible, but unlikely as most cars are all at different SOC’s; some low, some medium, some high; kind of like the 3 bears effect

[@fbottone]

Just a thought, I think on the cars with heat pumps, they scavenge heat from the battery to heat the cabin quickly - maybe that has some impact when you're using the heat to draw down the last few remaining miles from the SOC? Thanks for all the videos!

[@dmunro9076]

When the pack is warm and/or in warm weather the charge speed will be somewhat better. It should hit ~170kw around 10-15%. LFP doesn't like to charge fast when the battery is coldish.

[@jeremyrom]

Probably has been mentioned already, but blasting the heat to get down to 0% may undo some of your preconditioning as the cabin heat may be drawn from the battery with a heat pump equipped Tesla!

[@drewthompson7984]

So one thing that may have cooled the battery down was blasting the heat right before charging. This is because the heat pump would’ve siphoned heat from the battery to more efficiently heat the cabin, though I’m not sure how big of an impact this would have on the charging curve

[@Marvelofebikes]

Although the battery is LFP, I would still stick with the 80% rule as it took 20 minutes for the battery to get from 80% to 100%, which is about 50 miles more. You'd save time by just following Kyle's idea of spending the time faster charging. Nice videos! I'm from Westchester County, NY and love the area.

[@joshreed1216]

thank you so much. this is the video I have been looking for. Now I just need the range test from out of spec lol

[@ArnoldWinters]

Dave, I found out how to determine if the battery is LFP: “Some vehicles are equipped with a Lithium Iron Phosphate (LFP) Battery. To determine if your vehicle is equipped with an LFP battery, navigate to Controls > Software > Additional Vehicle Information. If your vehicle is equipped with an LFP battery, "High Voltage Battery type: Lithium Iron Phosphate" is listed. If your vehicle does not have an LFP battery, the high voltage Battery type is not specified.”

[@greengrass89]

Model 3 LFP is a great charger! Really good out of spec style, 5-50%. Even more impressive is kw on plug in at higher state of charge. I’ve seen 135kw at 65% Also, it never holds peak for very long. Maybe a minute max. Precondition and a 10% arrival, you’ll hold faster speeds a little longer. Still 0-70% in 26 minutes, that’s essentially standard road trip 10-80%. Not bad!!! Every time I plug in at 0%, I see similar results to your first test.

[@berthogendoorn2133]

I have seen over 174Kw charging at 5% or less on a warm day, so i am thinking that you will do better when the pack is warmer.

[@davereeder61164]

I have same model and after have had a Zoe with only type 2 before with a max of 40kw but most chargers only giving 22kw this is heaven to me and makes longer journeys so much easier

[@Jaw0lf]

Both charge sessions were interestingly about the same in time, so I think a winner both way.

[@TheRealMerchyBautista]

LOL the Star Wars text scroll! Great video and insight on your charging experience. Keep em coming, Dave!

[@BrianHoJazz]

Great video! I’m very happy with the efficiency of my lfp 3. It would be cool to see what you think is the most efficient way to road trip the car based on the charging curve. Probably start at 100%, drive as far as you can go close to zero % and then charge back up to 50-60% then take off.

[@BillOBarr]

Thanks! Great video. LFP batteries appear to be a good way to go as for cost/benefit for most people.

[@dconner9]

Thanks Bill!

[@simoningebrand]

As some others have mentioned, the battery was likely still cold. I have the same spec car and took it on a road trip the other week when it was around 0 degrees C. The car started preconditioning the battery immediately when I left until the first charging stop almost 2 hours later, even though I had set the departure time in the app so that the car was somewhat preconditioned when I left. So I would guess it’s not enough to start the preconditioning shortly before arriving to the charger if you want to reach the optimal temperature for DCFC. I would assume that with only RWD, the car cannot heat up the battery as quickly as an AWD since it only has one motor to use to generate heat. (Edit: Missed the last part of the video initially, I see now that you got a better result the second time around 🙂)

[@TechnicalLee]

Wow, two hours of preconditioning! Did you have the cabin heat cranked way up or something so there was none left for the battery?

[@DiabetesReversalJourney]

That car is good for road tripping. Look at 1000km Bjorn challenge and it complete it in 10.05 hrs in winter. I’m guessing that another 10 to 15 minutes can we shaved off in the summer. That would make it quicker than an Ioniq 5.

[@TinkerTry]

Great work here, yet again Dave, such a pleasant on-screen demeanor. Having done a bunch of Supercharging videos, I have utmost respect for how difficult this is to do correctly. My July testing had me cranking up the heat with my windows open many times, reminding me of my youth, and my numerous scrapes with overheating gas cars. My wife has a 2020 Model 3 SR+, and she took delivery Dec 2019 at $38K sticker, also getting federal tax incentive and CT's CHEAPR rebate to offset most of the CT Sales tax, so about $40K in total. Funny to see you land in the same trim/color car (this month anyway;), only with newer with LFP instead (and a bit more weight). Here's is definitely more nimble in turns, you can feel the ~400 lb weight loss when taking turns, compared to my 2018 Model 3 LR. Seeing how the LFP charges is interesting, and has me thinking about what an OBD device would say your battery pack temperature was at before, during, and after those DC fast charges.

[@felixklusener5530]

I charged my Model 3 SR+ with the 60 kWh LFP battery from 0 - 100 % last December. I warmed up the battery before by accelerating to 200 km/h (125 mph) and using full regen to go back down to 100 km/h (62 mph). I reached 50 % after 14 min. and 50 sec. and 80 % after exactly 26 min. So my charging session had a 10 min. lead after recharging 50 % compared to your first test. That battery was definitely too cold. Greetings from Germany and have fun with your Model 3!

[@ManfredvonHolstein]

Congrats on the new car. Clearly the way to go for the world. Yes I think the preconditioning didn’t bring it to optimal temperatures and you should repeat this test when it is warmer. One clarification: Tesla recommends charging to 100% because with LFP batteries voltage hardly changes with charge level and so the BMS needs the 100% experience for calibration. However, this doesn’t mean it is healthy to charge to 100%. It is not. So if you can live with the fact that the SOC indicated may be somewhat off reality, it is best to charge to only 80 or 90%. (My home batteries are LFP and so I know from experience…)

[@vlad2838]

Dave, I see you got Kyle’s memo on rocking the hoodie on all charging content!

[@JavierPerez-xc6kg]

I had a small Road trip from so cal to Las Vegas, super charging experience was solid. I was pulling 170 or even higher sometimes. Pre conditioning is everything. I had the same results of slow charging on a “cold” battery.

[@JamesThompson-fb2bc]

Dave, Since this was a 0 % to 100% test, I would very much appreciate if you could indicate the total KWh the vehicle took in, both as indicated by the car and the app. if you retained that data. This would give us an idea of the real world usable size of the Model 3 LFP pack and how much energy is lost between the charger and the car. My wife has a new 2023 Model 3 RWD and I've been very curious about the pack size and characteristics in comparison to my Model Y LR. BTW, thanks for doing the test - your vids very informative.

[@REBooner30]

Interesting info. Not sure I understand the excitement with the second session vs the first given it was only a max of 3 minutes faster to a certain state of charge but faster is faster and that's a good thing. Thanks for these videos.

[@mboiko]

So 23 minutes to go from 55% to 95%...sounds good to me.

[@TechProGabe]

I have a 2022 lfp and I've never really had a problem with supercharging being slow. Usually the car is done charging by the time I can go to the bathroom. That's just me though.

[@robbristow]

Perhaps the more significant stat is that all that driving to get the battery really warm, so that the you could achieve the higher charging rate initially, only resulted in 2 mins less of charging time overall.

[@undrachvrsage]

TFTC, and good on ya for double checking your initial results.

[@guyg2005]

Time to trade in the 3 for the S. Tesla just lowered the price on the S and X.

[@tmorcos21]

Great video as usual. Try charging between 10 and 80% with a preconditioned battery and check that speed, as this is most common.

[@scholz222]

Great demo. I bought this car for my daily commuter - perfect when overnight charging. For the reasons you showed if i was using this as a long-travel vehicle i'd opt for a long range. Overall for the price of the car minus the rebates/tax incentives you can't beat the value.

[@gushammerly5345]

The first test was not flawed, we learned something from it in comparison. Great info!

[@jmleon92]

You should get an obd sensor to see the battery temps.

[@williamsmith8432]

Would love to see an updated video for the 2024 RWD LFP, if that is relevant. I have been seeing 90 - 115 kW with preconditioning with a battery level of mid 30s upon arrival, charging to 80%.

[@clipsonplextorfield3230]

Nice test and thx for the info. This confirm my previus curvers and finding. This Model starts tops around 67% charging from there on Time vs charging crosses. where other cars time and speed cross around 80%

[@elawford]

Dave, did you notice there was a little ‘i’ button next to the charging speed until ~52%. Any idea what it said? EDIT: looks like it appears a number of times throughout all your charging sessions, but less so on the last one (although it did appear briefly). I for one am REALLY curious what it says :)

[@UberDude]

It’s my understanding is that if you park side by side to another Tesla, you will split the kWh. During the 2nd charging session, there was no other Tesla parked next to you.

[@matthewwiemken7293]

LFP batteries are great:) I charge these regularly at the 1c rate and don't discharge at more than 2c rate. Life cycles on LFPs is also the best:)

[@txxthie]

I want a father like Dave.😊I appreciate the EV content, but your enthusiasm and good nature is why I keep coming back!

[@epcalderhead]

Always find it interesting to monitor ScanMyTesla when Supercharging to see the pack temps before, during and afterward how long it takes the pack temps to drop back down.

[@Sidewinder1009oli]

I don't have the data, but I do know our M3RWD (picked up march 2022) was keeping 172 to about 30% last time I used it on a super charger. We had driven about 160 miles beforehand.

[@cybrtrkguy]

I've got an OG Model Y SR, and my charge curves are not as good as yours. I see over 165kW maybe once every 3 charges. I've only seen 170 once or twice over 60k miles, and it tapers off down to 130kW within 60-seconds of the peak rate. Fascinating!

[@arnold00784]

I got the exactly the same car and I’ll say those numbers are very accurate

[@evquietcornerct3210]

if we can get another cold snap here in CT, very interested to see what the range reduction you see is, off the +/- 270 miles you are seeing now. going back to your first video, the EGPM platform cars added basically the identical amount of KwH's in 18-20 mins. differrent battery chemistry, and different charger output, but interesting comparison. the LFP model 3 with the reliability and ease of supercharger network proves that it's not always about the technology, but often the access.

[@maximemineault8117]

To know the real charging speed you have to check de C rate of batteries. Having a bigger battery mean having more “space” for more energy in the same amount of time. Tesla peaks at ~ 3.05-3.18C depending on the packs. E-GMP platform maxs out at ~ 3.1 C, so the same as Tesla. For example, the hummer EV, which can accept 350 kW, (not like E-GMP platform that stops at ~240) only get to 1.75C, and yet have double de capacity in the same period of time.

[@harrychu650]

Blasting the heat in cold temperatures would likely scavenger heat from the pack. Possibly part of the issue, but 51 mins for a full charge is well within reason.

[@tomm1359]

I would like to see the charge curve from 10% to 80% state of charge. I don't think I would ever let the state of charge go down to 0% and would always charge between 10 to 20% state of charge. I would also like to see the diffence between a precondition battery pack and a battery pack that is not precondition; what's the difference. Thanks.

[@zguy95135]

The lower speeds are okay because the pack is so small in comparison (~40% smaller than the LR cars) I usually SC at 10% and get to 60% in around 13 mins, 80% in 22ish mins. Thats very good IMO. Its been cold though in the entire time Ive owned the car so we’ll see what it looks like in the summer.

[@Superman-xr1oh]

10 to 80% in 22 minutes isn't really all that bad. The SR, LR, and Performance Model 3 trims all charge from 10 to 80% in 18 minutes, so you're only really losing about 4 extra minutes between the two.

[@tonyn3227]

Incredible tesla with such smaller battery pack, you can go 272 mikes on charge. No other mfg, can even come close.

[@zguy95135]

The efficiency is incredible, I get over 4mi/kWh without even trying and not driving slowly.

[@tonyn3227]

@@zguy95135 I believe it

[@TheAdventureAuto]

One more advantage to the LR. Being able to add 100 miles in 8 minutes is nice.

[@GraysonCarr]

Keep in mind, Teslas with LFP batteries don't just have a single charging curve. It changes depending on what battery level you start charging at, so you can't just say something like "it charges at 100 kW at 50% charge", because if you start charging at 10%, it might only charge at 100 kW by the time it gets to 50%, but if you start charging at 40%, it might still be charging at 130 kW when it gets to 50%, or if you plug in at 50%, you might be getting the full 170 kW at 50%.

[@karluk]

Great review just got the same Model 3 RWD in the UK this week, I also noticed that I definitely need to get my battery much warmer in this weather for ultra rapid charging, I am using a local non-tesla 350Kw charger until I have a 7KW home charger installed, and the car is too cold to make use of much of the output.

[@ksmith660]

Great test! But looking at the data the biggest difference in SoC time is only 3 minutes between the first and last charging sessions, at and SoC point. In fact from 20 to 80% SoC the difference is only 1 minute between the charging sessions! I can live with such small differences in my LFP car. Actually, most times the car is charged before I'm read to drive again after stopping for coffee, etc.

[@jingboyuan8522]

hey mate like your test. just remend you that in your 1st test you had a full station, and the car next each other share the power.

[@N31FFA]

When you share with another car on the same charging station it will half the power it can give. To get peak charging power keep it one car per charging unit.

[@robertnicholson6686]

Super useful informatipon. Thank you.

[@taylorbisig6149]

Any chance that by charging at a V3 Tesla Supercharger that is full could cause you to not get full power from the cabinet?

[@YungAnt7]

51 minutes is good. 45min would’ve been great. Only thing that matters in this specific test is overall charge time, rate of charge is irrelevant. All EVs taper. It’s a really small battery so it’s going to taper quickly. Going from empty to full in any EV in around 45 min it exceptional

[@jb3246]

Dave - you should get a OBD dongle with the Scan My Tesla app to view the internal data. The Battery temp makes a huge difference with the LFP battery, and Tesla only gives minimal info on the battery temp. (best guess comes from viewing regen bar). The LFP battery won't charge at all below 32F (will heat battery until it is warm enough to take a charge - which makes L1 almost unusable at cold temps). It seems to take a full DC fast charge at when battery is over 80F. Even when cold, 0-100% in 51 minutes is great. The only problem, it finishes before I can finish a meal at a nearby restaurant.

[@dconner9]

Need to research exactly what setup will work. Will def get the right solution

[@jb3246]

@@dconner9 interesting how we are all looking for the exact ideal setup to charge, while the Tesla seems to be saying "don't worry, I got this". There was only a 2 minute difference in 0-100% charging time between the 1st time (not so warm battery) and with the toasty battery. It has been interesting to use the Tesla M3 LFP this winter. amazing to see full power, even at -5F, but the regen and charging are definitely limited. It's great having you guys run these tests, so we can all understand how the charging works in different conditions. Then we will all have the confidence to go electric.

[@bostjanrobeznik8252]

I agree a temperature makes a huge difference. I often travel with Tesla 3 LFP around Austrian Alps in EU, a lot of elevation, it can be way below freezing temperature. Even with preheating set the max charging speed is < 90kWh in this case. Takes ages to charge.

[@selbyjohnson5986]

I didn’t even know Teslas have OBD ports haha. I never looked down there.

[@jb3246]

@@selbyjohnson5986 sorry, Tesla's don't come with the ODB2 port. you have to buy a splitter adapter that plugs in behind the center console. That provides an ODB2 port. then get a dongle and the "Scan my tesla" app. You can then view lots of data about the performance, speed, temps, hvac, battery, bms, etc.

[@marksimons4147]

A far more pertinent test would be to charge from 5%. Almost nobody would drain the battery to 0%. At 5%, the battery would probably precondition properly, and therefore have a more consistent curve. Can’t say I learned a whole lot from this video, since going to zero % charge isn’t most people’s habit, and the battery preconditioning likely shuts down at 5%.

[@PRES-gi4le]

Nothing wrong with your first charging session. This is exactly what people will face when charging without a fully pre-conditioned battery, which happens all the time. The fact that you only gained a few minutes of time to 100% still doesn’t make it a road tripper.

[@wgroentje1]

Nice video tx Dave regarts from the Netherlands 😊😊

[@marksimons4147]

I think it highly likely that under say 5% charge, Tesla decided that preconditioning would turn off, prioritizing range over charge speed. After all, it would be very inconvenient to run out of juice and be stranded than having a slow charge speed.

[@jorgecintron9674]

Very interesting indeed. I’m curious to see this same exact test at a 350killowatt EA station using the CCS adapter. If you find an EA station next to a Supercharger you can still precondition the battery for a proper test. Great work!

[@MH-Tesla]

Tesla model 3 is limited by the car, not the charger. 170kwh is the highest you'll ever see.

[@davereeder61164]

I am in Ireland with the same model. All the newer Teslas here are fitted with CCS as are the Superchargers. I have had my car since Sept and still haven't used one yet.

[@tnutss]

What’s the lowest you should run LFP battery to and still keep it healthy?

[@anthonymacharola5893]

Interesting thing is that the battery pack voltage doesn’t change much. If I plug my LFP in at 70%, it will pull 130kW+!… and then follow the same curve.

[@STRET24]

Chart: Left side should be SoC %, Bottom would be Time (0-51minutes). Then two line showing charge rate and SoC over time.

[@BatteryBoi]

Thanks for the amazing data set! Could plot temperature as well?

[@denault3985]

OOSDAVE...great license plate! Since I havn't been here in a while, what happed to the Ioniq 5 & Genesis GV-60?

[@douglaswatt1582]

Hard to interpret all this but it is disappointing at least when the pack is not warm, and it becomes an argument for getting the long-range dual motor car because even if you just charged 80% you're going to get a quicker charge cycle and essentially the same range.

[@gregorysims3697]

What a relief! Don't have to trade it in yet!

[@JasonTaylor-po5xc]

I'd try the test again in warmer weather - like 70F - the cold might be impacting both the battery and the charger.

[@scotduckrow8524]

Also, Tesla sets the charging profile and may be limiting this model to create a performance gap in order to differential the other models. If the zero to 100 time could actually be 40 minutes than people might not opt for the more expensive models. CATL will soon be making M3P batteries with energy density 20% higher and therefore with greater range. Thanks for making me covet a Tesla even more!

[@FrankLowe1949]

Lessons of life if you buy cheap you get cheap.

[@Padie600]

I knew Dave was not going to like the 3. It was written all over him when collecting it. Test another model 3 with a different battery.

[@kottuning3294]

Going from a Model S to a Model 3 is a HUGE difference. They gave me one for a loaner car when my MSP was in for service, it really is a very underwhelming vehicle. I could see it being a great car for like your 16 year old daughter, no self respecting grown man should be driving this crap box

[@L3x4Pr0ne]

@@kottuning3294 highest efficiency, cheaper by a significant amount, nearly the same interior/features as the more expensive sister cars, still a 5.8s 0-60. This is the smart play car for 90% of the folks looking to get into EVs.

[@chidorirasenganz]

@@kottuning3294 nah the m3 is miles better

[@marksmith5696]

The dude is like 6'10''. How he could ever think the Model 3 was the right car for him I have no idea

[@kottuning3294]

@@L3x4Pr0ne nearly the same interior, it’s comparable to like a Honda civic. The seats are terrible, the interior literally looks even more crappy then my MSP. Lemme tell you, this is a car for teenage girls or blue haired libtards. Like i said, no self respecting man. I’m surprised Kyle let his pops even buy this thing. SHAME ON YOU KYLE!!!

[@wpherigo1]

It’ll do better in warmer temps.

[@pkerry12]

i feel for you; guys in the U.S. you dont' have the ultrosonic sensors on the 2023 model 3 as they do in Australia.

[@GaryPigott]

The “flawed” session was still only 3 minutes slower than the final optimal one. That’s nothing in the greater scheme of things.

[@GregySVK]

That's interesting. Maybe it's setup for not going on full speed within first few charging cycles.

[@dnadarsh]

We got the same exact spec car. I did a same charge starting at 2% and saw exactly the same curve. I thought it was the cold weather but I had drove over 50 mins non stop before we got to the super charger and it was V3 as well by IKEA in long wharf, New Haven. I'd like to mention, the station was EMPTY. I was the only car for about 30-35 mins into the session. I wanted to saw the car charged to 100% in about the same time it took yours. I am curious to know how much miles you're able to drive in winter with 100% charge. Looking forward to see a range test

[@entertainment72]

I want to see Dave do the NY CA cannonball run in Kyle’s Leaf. Would be the absolute funniest video ever!

[@abcxyz123]

I'd say don't go to 0% (test fun;)) nor 100% too often. Yes, Tesla says daily full charge is fine, but it'll still cause some unnecessary range loss over time (not as bad as nac batteries). Do weekly or biweekly full charges for the calibration that LFPs need to understand their own capability.

[@steveroper8733]

That's really a pretty consistent Tesla curve....80% at 30ish minutes and 100% at 50ish minutes.

[@shaneslaughter1719]

Can you rerun this test on a 70 degree test to show that data and compare. One thing I don’t see reviewers doing is giving more info. Revisiting this on a warmer day would be interesting to see. I understand that preconditioning should help with the temp difference. I love the 70 mph range test on vehicles, but I would also like range test at different speeds.

[@berthogendoorn2133]

Model S almost has double the battery size of RWD model 3

[@pkerry12]

this car in Australia is 68000 aud (45811 USD) Drive away including taxes etc base model no options

[@briang896]

I’ve noticed too when my says calibrating, it takes forever, I end up just stopping charge, and it then shows 100 percent