MIC Tesla Model 3 SR+ range test

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[@ArmLiTech]

I bought it since 21/05/21… average consumption after 3700 km 127 Wh/km Majority road limit to 80 km/h and 110 km/h in France

[@martijnlafeber]

That's impressive!

[@bow2zoddgamer478]

I’m getting 118wh/km with very similar conditions - absolutely fantastic!

[@ArmLiTech]

Yeah i succead twice on a trip of 62 km on 80km/h limit road to have 98 Wh/100 km…. Impresssivd

[@b.kwanmin3367]

@@ArmLiTech amazing efficiency

[@ArmLiTech]

@@b.kwanmin3367 thanks

[@pepinoartworks]

I'm gonna get my MIC SR+ this afternoon so this video has calmed me down considerably... Thanks Bjørn! :-)

[@rvst1]

Enjoy your new car 😀

[@Jjengering]

Me too, I get mine next Monday and now I am over the moon haha

[@kasmopaya2676]

In August, SR+ is sold out in Germany. LR too till November. Massive demand for Teslas... They are selling like hot cakes.

[@bluecollardisruptor9584]

Enjoy, CHEERS!

[@pepinoartworks]

Thanks! It was awesome! Such a wonderful car! 😍

[@olyalphy]

Love you videos mate!!! So informative. The cold weather testing will be interesting. It is winter here in Australia, -5 deg c overnight and 15 deg c max during day. I did my first V2 charging session with my MiC SR+ and only got a peak rate of 34kW, so must have been cold battery pack. It only had 15 mins to precondition the battery. So good to see this awesome performance in the summer. Can't wait for a change in season here.

[@iamalmostanonymous]

Those acoustic Pilot Sport 4 tires are the bomb. I just put the 19" versions on my S P90DL and they're both quieter and more efficient than the 19" AS3+ I was running. I'm at 299 wh/mi over the first 700 miles and was running 315 wh/mi before.

[@marklumb]

Picked my one up in New Zealand yesterday I love it!!

[@yosefbayech2824]

Give me a ride

[@reubenmitchell5269]

What's the range? I'm going to buy later this year

[@francescoboselli6033]

Just for curiosity: in New Zealand Tesla use CSS standard, or its proprietary plug?

[@reubenmitchell5269]

@@francescoboselli6033 CCS and mic Model 3 can charge at over 200kW at the new 250kW charger just installed

[@mgist9354]

@@francescoboselli6033 ccs

[@cbromley562]

LFP is looking very good so far.

[@gavinhou3261]

But I saw some Chinese medias saying these model 3 with LFP have worse low temperature performance.

[@cbromley562]

@@gavinhou3261 Media, Chinese, and otherwise, say all kinds of things. I’m confident (from owning a Tesla), that they will have this issue (if there is one), in hand.

[@bow2zoddgamer478]

Had mine for 2 months - 7000km avg 118 wh/km with most driving around 70-110km in the middle of winter, noted Australian winter but LPV has totally impressed me!

[@constructioneerful]

118wh/km is amazing.

[@bow2zoddgamer478]

@@constructioneerful Absolutely crazy efficiency - it's about 0°C at the moment and seeing these numbers! Got it dip to to under 90wh/h briefly on a few drives. Also been charging to 100% almost everyday without a worry and no sign of degradation yet..LPV for the win.

[@andrii6878]

Do you guys mean LFP or LPV?

[@ModPhreak]

According to German nextmove (nextnews): the first M3 LFP deliveries (40% of delivered cars, early this year) was basically a beta test. Issues where sewere charging problems in cold weather. Since then the message was to make sure the battery is always warmer than 10-15deg. Tesla has since changed their ordering information details to state only performance and long range models are suitable for cold weather environments, ie. not recommended for most of europe. Björn is not able to test this, since now it's summer, same for Germany. Tesla might have since changed the M3 with LFP to have higher phantom drain to keep battery warm, but with a heat pump it might not really impact things so much, we will see at the end of the year. For the cheaper models LFP will be standard going forward it would seem.

[@adrianleitch6996]

As far as i'm aware the LFP M3 is still using mainly motor stator heating to warm the battery, rather than the heat pump. Happy to be proven wrong here...

[@ModPhreak]

@@adrianleitch6996 happy to let you know that is not the case from what I know. But there are very good videos on the topic of octo-valve: part 1 kzbin.info/www/bejne/qJjQc6N7htl9Z9U Specifically maybe heating condition 6 in part 2 kzbin.info/www/bejne/oXutc6CHYpqVhNU

[@ModPhreak]

@@abraxastulammo9940 should really not be the case, but it's all up to how Tesla controls it, so thorough testing can show how it performs.

[@TschingisTube]

According to nextmove the model 3 lfp can only charge with 40 kW and cannot be fixed because of reasons. They should just rent cars, thats how far their knowledge reaches.

[@TschingisTube]

@@abraxastulammo9940 so you say we should not care about what they say because if they are proofen wrong they will revert their expert opinion? Its basically what i say, don't listen to them.

[@dwylhq874]

Thanks for making this video Bjorn! Helped us to stop worrying about range and buy the SR+ 👌

[@alem8853]

Great video. Are you going to do the 1000km test? Based on what you shown, it should need < 10 hours, may be even going close to the etron gt if you charge only on V3. Or am I dreaming? 🤣🤣🤣

[@peterchua9952]

buddy, love your commentary, makes me laugh and highly entertaining ! Thanks man !

[@rychu1978]

ABC - ''Always Be Cleaning'' windows :)

[@PaperCoffeeTable]

Wife got her new Model 3 Long range last week and i was impressed by how quiet it was compared to how noisy it was when we tested one 2 years ago. I even feel its noiselevel is very close to my previous 2020 Model S long range.

[@Langseth88]

LR is still US made

[@dwalster7538]

Thank you so much for that intensive testing! Every time you mentioned another test you will potentially do I got stoked more and more because they make so much sense to do. Please do every test you teasered in this Video!

[@svfun5263]

Had mine for a month, 138 Wh/km in 1500km. Considering that it’s my wife’s car, and most of those km is me fooling around (it’s such good fun to drive!) it’s insane. This car is a must have, costs half of my Volvo, but double the fun. Electric for me too next! Forgot to mention, the car has the 19 sportswheels on, which only makes it more impressive.

[@Taraquin83]

Good test! I wonder how the battery performs in cold weather vs NCA?

[@tkermi]

I think for dischargeing the LFP should be close to equally good with NCA in cold weather (when high C rate isn't required). But for charging it's noticeably worse.

[@fjalics]

@@tkermiSounds like a heating problem, particularly once you are mainlining 150kw. Warm that baby up, then charge it. Hope they insulate the pack a little so if it's really cold, it's not too hard to keep it happy.

[@tkermi]

@@fjalics Yes, agreed.

[@Taraquin83]

@@tkermi after the 4.11-update the regen i cold weather allowed about 15-20kW regen even at 1C batterytemp. Would be interesting to see how the lfp behaves at that low temps. I also wonder how the heat-pump would work. Can it exchange heat from air like the Leafs heatpump or only transfer from octovalve? If the latter this can be inefficient as the motor has to produce waste heat to the heatpump. At 0C an air-pump is most efficient while a 0C battery is not efficient and gas no charging/regen.

[@tkermi]

@@Taraquin83 Yeah, I have read that the minimum speced charging temperature for LFP is -10°C, but only with up to 0,02C (at this rate takes 50h from 0% to 100%). For anything close to usable charging speed the LFP must be over 0°C. But I haven't seen any exact graphs. Only that some people are saying LFP charging is quit bad under 5°C. I totally agree that would be highly preferable for the heat pump to be able to use outside air heat for warming the battery. I assume that must be the case, but don't know for sure. Here are some efficiency values of my basic level Mitsubishi air heat pump (by our national / state owned testing lab). Inside temp +20°C Efficiency at outside temp: +7°C 4,9:1 +5°C 4,7:1 +0°C 3,6:1 -5°C 2,7:1 -10°C 2,5:1 -15°C 2,4:1 -20°C 2,1:1 -25°C 1,8:1 -30°C 1,6:1 -32°C 1,4:1

[@chriss2295]

It’s worth waiting for the model Y to get the 4680 battery pack here in the USA? Transition from 2170 to 4680 should see a huge jump in range and battery pack life.

[@thatshowtoroll]

It's normal for LFP batteries to maintain power even at a low battery level. They are great!

[@Klemeq]

I think the world is going to be shocked when Tesla shows off a fully loaded LFP 4680 with all the bells and whistles promised from battery day. It's the cell I'm most excited about, above even the super high performance high-nickel.

[@Two4OneMusic]

Could you please Test the battery drain of the LFP Tesla ? Would be so nice if it would decrease slower (like kona 1% in 10days)

[@nikitakrasikov5741]

I left my LFP M3 stationary for four months, (started at 90% because was afraid of the vampire drain). When I got back, it had 83%... totally reasonable considering this was dead middle of winter and I checked the app/woke the car 5 times.

[@b.kwanmin3367]

@@nikitakrasikov5741 that is not bad at all !

[@Two4OneMusic]

@@nikitakrasikov5741 Damn. If that is true, you just eliminated the only reason not to buy a tesla. If there wil be an option in future to integrate a solar roof, instead of the glass, i would do anything to get a SR+ MIChaha

[@jorgbochow494]

It would be interesting to see how this battery type performs in the winter.

[@tkermi]

It would be great to have a very good heat insulation around the battery pack. Obviously it can't be too thick and take too much space, but it's really needed for cold climate.

[@tkermi]

@@Psi-Storm Yes, having LFP is also good for V2H / V2G use.

[@nxhx9352]

I got 14%-98% SoC in 63.3 min at 6°C ambient temperature with my pre-Refresh LFP SR+ (no heat pump). The battery was at something like 12°C-ish. Though the car was only preconditioning for ~64 km / 45 min Autobahn. 54 kW peak at 44 % SoC.

[@tkermi]

@@Psi-Storm But every little bit of extra insulation helps. Here it's typical to have between -15°C/5°F and -30°C/-22°F during long winter. And it's needed to park outdoors when running errands. So after 1-3h in shops etc. it would be preferred to have kept as much of the battery temp as possible. Also already with medium quality insulation the battery that weigh many hundreds of kilos will keep its temperature quite long. Not days, but easily half a day. Here in my climate the cooling is only needed very, very rarely.

[@tkermi]

Actually, now when thinking about it, the heat insulating of the battery pack also helps in hot climate when the car is parked / charging in hot sunshine (on hot tarmac).

[@xmtxx]

Wow, I built a LFP (we called it LiFePo4 at that time :) ) battery for my bicycle 6-7 years ago. I was pretty disappointed with it. Half the price, but twice the weight and more volume (critical on a bicycle). A shitty BMS added to the fact that I had a very bad impression of this technology. Went back to NCR, with programmable BMS, and promised myself I would never go back to that cheap LFP. I was very sad knowing many EV were going LFP... I have to say, that this tesla and your testing is starting to change my mind! Thanks for the good work, as always!

[@maximilianholland]

Automotive LFP has developed a huge amount over recent years. It has now over taken NCM in china bev market.

[@Andrebirkeland]

And im picking up mine in 2 days.. Cant wait for more results

[@dennisaskeland7603]

So 3 days later. Verdict?

[@Andrebirkeland]

@@dennisaskeland7603 picked up friday after diatec treatment. Done around 200km around Bergen. So far most fun car ive had. Made my kids car sick ::p Charging to 100% all the time and it says 423km.

[@chrisness]

@@Andrebirkeland It's not healthy for the battery to charge it to 100% often. Limit to 80 or 90%

[@Andrebirkeland]

@@chrisness this is LFP battery. And tesla told me todo it. I was thinking the same, but there is no snapping to 90/80% and no warnings.

[@jimporter7418]

Maybe the big bottom buffer is to compensate for the shape of the discharge curve - more like a cliff than the normal US battery

[@michelcote]

Maybe efficiency come from better (lower) internal resistance of the batterie. less heat loss. Note : I did saw 139kw @ 53% on my 2019 Model 3 Dual Motor 60 000km odometer on a 150kw supercharger. I believe that supercharger throttle back also. Connector resistance heat it up and I am sure that there is a thermistor inside. Also the Transformer may derate too if back to back use in the day. (the 2019 150kw stations had 115kw rated transformer with big fan) Those were just unlocked from 120kw and I almost prefer 118kw it battery make almost no clunk compared to 150kw which distort the sheetmetal like crazy. I know that this is fixed. I notice those details when road trip 5000km in 3 days. (2019) Charge rate were better with new and still cool plug and even better in the morning and evening when the superchargers were less used.

[@MichaelSmith-px1ev]

Great vid Bjorn is it possible to test other LFP battery EV like BYD? It will be interesting to compare with Tesla LFP.

[@olivetom1410]

"I think it's time to say..... IONIQ GO HOME!!" 😂😂

[@NoelBarlau]

With the 120kg extra weight in batteries being between you and the road, I'm wondering if that has anything to do with the noise level. LFP batteries take extra space and weigh more, but their charge/discharge characteristics are amazing. And it's easy to make a case for their being safer than the other Lithium chemistries. I'd be surprised if other manufacturers didn't explore them for their EV's. As far as cold performance, the charging is an issue because LFP doesn't like to be charged when it's below freezing - but I'm sure Tesla has taken this into account and will keep the batteries above that temperature with some form of heating.

[@tkermi]

I read that VW is considering to use LFP in its cheaper EVs, the ID.1 and ID.2.

[@dragosmihai3489]

I think I have my answer for my SR+ vs LR decision, thanksfor the test! The Lithium Iron Phosphate cathode doesn't have any inherent weakness at low temperature. The separator is the issue. In motorsport we had used LFP initially because they could take up to 200C discharge, which NCA couldn't. The trick was to use a separator that only became conductive above 60degC to enable the peak discharge rate. It's OK, as in race cars you can pre-heat and the LFP were just amazing - on top of it there was no fire risk of any kind, even if thrown in fire, they'd just melt. Problem was they were heavy and were eventually super-seeded by NCA. For road cars LFP separators need to be developed such that you loose some peak discharge rate and gain low temp performance. I trust Tesla can do this, after all what's being used in this car is based on off-the-shelf CATL cells, so there's lots of margin.

[@kasmopaya2676]

I think Mercedes is using LFP too in the future.

[@chevalde31]

I need a -30/-40 *C in 1000 km winter challenge to check usability in our weather before going LFP

[@NoelBarlau]

@@chevalde31 They have to have some kind of heating system built in, as you can't charge LFP below 0C.

[@oliss10]

Really wanting to get this one, but my 2011 SuperB 1.9tdi is still in too good shape and good to drive to justify getting a loan for a Model 3... What should i do 🤔

[@oliss10]

And now i own one. Finally pulled the trigger 😅

[@Hiltsuk1]

Brilliant really interesting thank you . Definitely seems quieter

[@ubermenschen3636]

Made-in-China Model 3 uses LiFePO made by CATL, the largest Chinese battery maker in China. CATL has decades of experience making and improving this battery, hence, no surprise this Model 3 performed so well. Sound mitigation improvement probably comes from better fit and finish made at the Shanghai plant than at the Fremont Plant.

[@jlpkbrb1086]

Fremont plant has implemented QC to fix this already

[@philipl1990]

Can you do a new headlight summertime test with the new headlights? 🙃

[@DouglasJMark]

MIC Model 3 for the win!!

[@amanahluwalia7013]

Just bought my first USA Model 3 SR+ with a LFP battery! They are now available as of today, and they are with a quicker delivery, with my wait of 4 months turning into 2 weeks. I live in a fairly cold state, where for 4 months of the year I can expect temps below 50 F. Is the LFP battery that much worse in cold weather?

[@bayerbear6770]

If the outdoor air pressure is low, the weels will be harder at the same in-wheel pressure. Also; low air pressure reduces air-drag at higher speeds a bit.

[@mariomotorcyclediaries]

Can't wait for you to make the 1000km challenge with this one. IMO, It will break the wall of 10hrs with this charging curve and the efficiency it carries

[@bv3700]

Great video again Bjørn! Have you ever thought of another video topic dealing with battery degradation after 1 year, 2 years, etc, with all models, as a comparison? Keep up the amazing content!

[@aites100]

Try charging at soc 20 %,. I had 164 charging speed with 2021 Mic with LFP

[@manfredo4287]

ABC ... the best stories from the founder Björn!

[@Porkonfork]

A Bjørn Nyland "Good Shit" recommendation is good enough for me :)

[@cachem11]

Interesting fact. In Chinese market, black paint is standard and white is around US$1200 extra.

[@moggebobo5512]

My T3 LR 2021 Freemont is also much less noicy than my old SR+2019. Big diff!!!

[@raychow5419]

It’s more quiet because it has a better build quality than The American version.

[@monkeyman2233-g9o]

Damn now that's one hell of a thumbnail

[@mrdjposso]

You are honest EV

[@luisag763]

When you finish all tests it should be interesting a video to recommend EEUU or China version, depending on your EV experience ;)

[@electrodacus]

I can not quite figure out the number of cells they used. Best guess is around 108 cells that will correspond to 341V / 108 = 3.157V when it showed 3% left but then there will really be no more than 5 to 8% left in there so not much of a bottom buffer. Then if that is the case at 96% you showed 363V / 108 = 3.36V and that could be OK since above 3.4V the voltage will just increase super fast and cell is full. No top buffer is needed for LiFePO4. Discharge can be done safely even when battery is below freezing but internal resistance will increase so maybe there will be reduced performance and for sure reduced range but charging is a problem so I guess battery will just be heated before charging is performed thus you may need to wait more to charge if battery temperature drops below freezing.

[@seze5931]

So the real range for that car is 400km not 490km as tesla has on the website. Or maybe because they tested more in city driving (max 60km/h )

[@bjornnyland]

450 km in summer for previous version. 500 km is possible with 60 kWh. kzbin.info/www/bejne/hoelemyvf7JsaM0

[@emilwinther5238]

Bjørn! u do the best car review video's!! please make a review of the new Audi Q4, before i'm signing up to one next weekend xD

[@steinmar2]

Finally I knew it that it would be kick-ass!

[@groundless1238]

You brainwashed me to order a red model 3 sr+ today!

[@Blackwaterification]

Bjørn when will you redo the Tesla Model 3 Performance 2021 0-100? I have had a hard time finding any relevant material after the software update that should heat the battery. I'd would be concerned buying it over the long range due to what you showed 4 and 5 months ago by being so slow at 20% and 10% battery left.

[@smartorder4997]

best test/review on youtube

[@hooplehead1019]

How can you recommend the MIC model when you havent tested it in cold weather and discovered the coldgate? This has been discussed elsewhere and you might have a look at those tests. Id withhold a recommendation for now until you test it in winter.

[@adams3411]

Tesla has fixed the issue already, charging should be fast in winter as well according to reports. The only question is the preconditioning time needed, might be a lot.

[@hooplehead1019]

@@adams3411 Thanks. Do you have any links to (winter conditions) tests? Even if its fixed, I find a long precon time or a sizeable energy consumption in order to preheat (thus reducing range) still a negative point.

[@Hitman006xp]

Would be great if you could park the car in a cool warehouse and do a cold weather charging test ;) it's still unclear if the updates, that already improved LFP Charging a lot, also helped for winter conditions.

[@OenkePoenke]

Speaking of "Ioniq go home" ;-) I'd really appreciate if it could be re-tested (only range / consumption) in today's and summer conditions, cause both (28 and 38) have been tested in cold and even rainy conditions only. I know charging Ioniq 38 to 100% is Schmerz im Arsch, thus you'd get my triple kudos for that for sure!

[@ModPhreak]

Not sure if it's true, aparently you should charge the LFP at least once a week to 100%. Could be just until the software is mature enough or it's actually best practice I have no idea.

[@adrianleitch6996]

From what I hear that is true, maybe they haven't got the SOC tracking algorithm quite locked in yet. Whenever you charge to full it likely 'resets' to an accurate 100% SOC based on a certain voltage point as current acceptance tapers. SOC tracking is quite complicated, there's temperature, self discharge, efficiency loss under high charge and high loads to keep track of, probably early days and they need more data. I heard it's already improved a lot. Probably the same reason they are keeping a higher buffer on this battery likely to allow for the discrepancy in calculated vs actual battery SOC so you aren't caught out and left on the side of the road.

[@mrdjposso]

Which winter tires do you use can you share 😊

[@DFCad1]

The use of LifePO is very very strange because in my experience it's twice the cost and twice the weight of lithium ion. It has a few advantages like much higher cycle life, more even voltage curve and it basically can't catch on fire but the weight and cost seem like impossible handicaps yet here it is.

[@guidoballesteros5315]

Hello Im here for Alejandro Perez from Spain

[@paul_null]

I recently swapped from a Nov 2020 Fremont SR+ to a March 2021 MIC SR+. Another difference I've noticed is that the electronic motor sound when you accelerate hard is louder in the MIC version. Just my car or is there some reason?

[@fornfeistj]

same with my MIC SR+. It was delivered yesterday. Till last week I had an M3 LR AWD (03/2019) and this car didn't make that high frequency sound when flooring it. But overall, the quality of the car is so much better than my "old" M3. And it is really quiet. Looking forward to figure out the charging curve on my own.

[@adams3411]

@@GenericKG any source for that? I’d really love to read more!

[@bjornnyland]

It's louder but very pleasant listening to.

[@chrisvalamiou7206]

@@adams3411 I have purchased an SR+ , apparently it’s a unicorn. Has the 62kwh battery and the 3d6 motor which is from the Performance model. I’m in Australia

[@BHBeckenbauer]

That roof cover looks terrible 😂

[@bjornnyland]

I don't care. It blocks the sun.

[@ErikMeike]

I am curious what the battery degradation will be like on the LFP model 3s since most LFP cells are rated to last for 3k-10k cycles depending on usage rather than the 1k cycles Tesla thinks they can get out of the NMC batteries.

[@viktorstorelv]

How is the speaker-config in the new sr+ ? Subwoofer? I read somewhere it was done some changes recently. Living in norway btw, and concidering a brand new sr+.

[@sokinnlife259]

Bjorn try and get your hands on a BMW i4 asap :D

[@kimediamond]

One question Bjørn: when using regen, is it more efficient to gradually regen over a longer distance until you come to a stop or to regen intensily for a short distance?

[@dwalster7538]

Definitely longer distance!

[@spaltyy9794]

I'm thinking to buy a Tesla Model 3 Preformance Long Range 2021. Is this a good car to buy?

[@DJRaffa1000]

I'm really looking forward to the Winter Tests with the fixes from Tesla and maybe improvements when they get even more data from the Fleet Looking vera promising at the moment

[@thvestergaard]

You claim American models give only around 60kw at 55%. Now I can’t attach a picture here, but my new M3P from March 21 get 105kw at 55% at a V2.

[@DJRaffa1000]

@@thvestergaard where did i say that ?

[@thvestergaard]

@@DJRaffa1000 sorry the comment is misplaced and not related to your post. I now added it as a general comment to the video. Bjørn claims it around 9:25 and I think that statement is not exactly true.

[@DJRaffa1000]

@@thvestergaard Ahhh. I think byorn had the model 3 SR with the new (LG ?) Pack in mind. . The charging speed of those is drastically slower than the "old" packs prior to the pseudo facelift

[@thvestergaard]

@@DJRaffa1000 exactly. If he mentioned the M3LR with LG cells then it is / or was true. I’m not sure if Tesla increased the speed since then. But I have a video with my “old” nov2020 LR where this was the case. But my new P model newer had that battery pack and the new LR too.

[@purnoruz]

Model 3 SR+ LFP or e-niro?

[@AAA-zf4ob]

How many miles do you think the air conditioner would take off from range

[@atleyri]

The charging on a 50kW charger must be slow with this low voltage on the battery?

[@akacicaa]

Yeah I want to know too

[@adams3411]

Most likely. If you take 125A * 354V = 44kW. Minus losses you get 42kW only :/ but still a great car.

[@hadtobe4502]

Is that a clumsy clip in plastic sheet under the glass roof?

[@leanderdiedrich4610]

Winter test needed!!

[@deblynne9440]

If MC Hammer was a 2018 or 2019, did it already have the dual pane windows? That may be some of the difference here.

[@deblynne9440]

I meant the noise :-)

[@Quickicecarreviews123]

Glad u have official sponsors now! Too bad u prob won’t see this :(

[@peterjeyakumar4331]

I have a model 3 LR 2019 model, is it worth to change to a SR+ 2021 or shall I keep mine?

[@thomasjacques5286]

Could tires influence noise and efficiency

[@SripalTAD]

LFP is best suited for summer in winter it will perform much worse than NMC

[@rempha]

LFP battery is only for the SR+ or it should be inside the LR that is made in China?

[@kasmopaya2676]

LFP doesn't fit for the big battery's like 82 kWh Versions. Because its heavy and needs more space. That's because Elon made it the new standard battery for all entry level Tesla's. No cobalt FTW!

[@Josrifly]

Please do a test until 0%!!!!! :)

[@CryptoNut82]

When Y?

[@suvari225]

120kg more weight is a joke compared to flatter charging curve and consistent power output. And, you have 7kwh buffer? Are you kidding me? This is so much better than the normal SR+. Can’t get over it. I wish I could buy this car in US. We need more LFP Teslas. PERIOD. Be aware guys, the charging speed is everything. The range is overrated. This car will crush 1000km test. Unbelievable.

[@suvari225]

If LFP is this good, Tesla need to make LFP Model Y. There is an insane Model Y demand in US. I feel like Model Y SR might come back from Texas/Berlin with LFP 4680 batteries. Can’t wait. If I had an option in US to buy Chinese car, I would have bought it. Assembly quality from Fremont is really suck.

[@jacquelinerieder2228]

After 6 months waiting for a software update which Tesla store promised me my Tesla Model 3 MIC ist still charging at a max. 80KW charging at the suc at warm summer temperatures. Anybody any news? I m worried my new Tesla mic will loose worth through this defect.

[@ntmoucn]

6:25: „Watt the heck?!“

[@sharonherrin]

Did the test car have insulated glass, so making it quieter than the other one ☝️

[@scottwills4698]

Cannot wait to see this car from Berlin with a structural LFP battery. 😍

[@kinglee9004]

Test the version without radar

[@thorbjrnhellehaven5766]

a new episode of "another explanation of ABC"

[@omega11333]

Alejandro Perez brung me here

[@Ryorr]

What MIC means?

[@tarbandi]

Made In China.

[@73henny]

Why is the MIC heavier? I have one on order.

[@bjornnyland]

Heavier LFP battery.

[@73henny]

@@bjornnyland Shouldn't that make it less efficient?

[@MrDkchin]

LFP battery is more efficient round trip (charge-discharge cycle) than NCA. It also has the Performance model motor probably tuned for efficiency.

[@HandyC]

Yooooo What's up!! Are you / Can you get hold of MIC 2021 M3P and give it your suite of tests and compare it to older models, especially regarding the way it delivers power as battery reduces capacity.. (Yea I've bought one haha) 3 days til pick up *Cheesy grin

[@martijnkosters9024]

122, good shit.

[@jordizaragosa2154]

hi, can somebody tell me, what is about these numbers below the 75%andsomething columns? thx, appreciated

[@Pedrodemio]

75% range is range from 65% of the pack (from 75% down to 10%) 75% charging is the time to charge from 10% to 75% 75% km/h is the average charging speed when charging from 10% to 75%

[@jordizaragosa2154]

@@Pedrodemio thank you.. I got it

[@simulacrae]

The most annoying this is this, when I order my TM3SR+, how do I make sure I get the Chinese one? I could technically refuse delivery but who knows how that is gonna go with Tesla.

[@thesure1]

265 lbs more than U.S. build?

[@dejanmilovanovic2413]

Chinese is indeed better?

[@nicksportster8711]

I'm curious.... does the model 3 get exceptionally hot inside in warm/hot weather due to the all glass roof.? What is the black 'stuff' on the glass panel above your head... is it needed to keep the inside of the cabin cool.?

[@cbromley562]

When you leave the car sat in the sun all day, it will keep the temperature down to 'safe', car preserving levels. If you have dogs, you can leave it in 'dog mode', and keep them nice and perky. We've experimented with 'camp mode', which keeps the car down to your set temperature, when sat in sun. And while driving, you can freeze, or toast, your nuts off...any temp.

[@Arpedk]

Bjørn is using the cover a little for the heat and a little for the acoustic feeling you get from all glass roof. You will notice the heat in +30°C but it have never annoyed me. If you live in a very hot place you can always get more tint or a deflector like Bjørn does. The cabin have no problem being cool no matter how how it gets.

[@adrianleitch6996]

While maybe not applying on really hot days one of it's tricks is It can actually use waste heat in the cabin from a parked car in the sun to heat the battery, instead of having to heat the battery solely from resistive electricity.

[@ronniebrown806]

Very good sh.t! 😎👍

[@teslafudge1585]

LFP got that badonkabuffer 🍑🤣