Tesla has been using Hairpin Stator Technology in Model 3/Y built in China since mid of 2021. Those motors are calles the 3D6 (Performance) and 3D7 (Base). In the US they have also started using hairpin motor in December 2022. Those 4D1 Performance motors were first spotted in MYLR out of Austin and later in MYP out of Fremont. They are all assembled in Austin though according to the motor placard. The 4D5 new generation base (non-performance) motor wasnt spotted yet, but it will come soon.
Do you know if the model S/X have been shipping with hairpin motors? I have been waiting for years for them to move to this tech. I am also waiting for the S/X (and the whole lineup in general) to move towards 48V accessory system voltage... which seems like it will be coming soon. I think once the model S moves to hairpin and 48V aux electrical I will make the jump to a model S from my current vehicle. Ideally I'd also like for them to finally go steer by wire and full brake by wire (I think they might have already?) as well. On a separate note, I wonder if the current gen model S/X will benefit from the new battery architectures and gigcastings soon. I really love how the current gen model S/X look and wish for them to keep them around for a while, whilst still continuing to significantly upgrade them under the hood. I'm a huge simp for the current model S, especially after they brought back the regular steering wheel.
@@scenicdepictionsofchicagolife currently the Refresh 2021 versions of the Model S/X are coming in the 3D8/3D1 motor configuration in the Long Range and 5D1/5D2 motors in the Plaid. All of these motors are still older wire (fractional slot) winding technology motors. You will have to wait a little longer for them to transition there. Model 3 and Y for Europe have shifted to Hairpin rear motors completely since 2023.
From my experience in electrical power industry, this hair pin design have been used long time ago for motors and generators above 1 Megawatts. The thick insulated squarish copper conductor is prebended automatically and inserted in stator slot manually. The terminals ends are connected by brazing. The same technique is used today. Due to manual method of manufacture this process is expensive, only attempted on large machine and in small quntity. The only advantage is you can detect and repair which conductor loop is faulty(shorted) in situ. For mass market motor the process can be fully automated by using round and small insulated copper conductor. This make them cheap. They are not easily reparable when the conductor loop is shorted and are usually thrown away or recycled to get back the copper.
Hairpin can be (and is) fully automated. Traditionall ones not that well, since the tiny lines bend and spread everywhere -> certain process steps have to be done manually.
@@jonas_4901 In theory every manufacturing can be automated, if you have the volume. The cost of the tooling can be amortized over large volume of the same product. I believe this is possible for LV motor used in automobiles.
I‘ve just ordered a Model Y and the VIN shows it was built in Germany the 8th digit signifies that it is a dual motor with Hairpin winding (K). Apparently it was produced Feb 15th this year.
I am working on drivetrain lines for Tesla all over the place. So far a supplier made the hairpin production lines for tesla, there are multiple lines operating in Shanghai, one in Berlin and one in Texas. So the statement of Tesla that they do "everything by themselves" in regards to the production lines wasn´t correct, maybe they do some by themselve now, but not all for sure. For the future platform they might do all by them selves.
I believe, during Investor Day - the presentation you referenced, they demonstrated how (using custom software and enhanced computational approaches) they've further improved the magnetic efficiency of the motor. So, while the hairpin design and increased copper fill factor allow for less weight (remove 20% of previous materials and keep the same power output) this factor alone probably doesn't represent the full contribution to enhancement. I think the software control of these magnetic fields is doing a lot of good.
Better understanding of the magnetic fields allows for lighter rotors. With simulation you can see where the field lines lay and remove iron core material in places with weak magnetic fields. You can also use iron core material to achieve lensing effect and focus magnetic fields where you want them to be. I think this is what allows them to use zero rare earth permanent magnet. If you can focus the magnetic field you can use weaker PM while maintaining the same magnetic strength.
I believe that the custom software was for designing the motor. With hairpin you can play with the cross sectional area dimensions (width and height) to achieve your goals. With the previous design you can only change the diameter of the wire. I'm sure there are other things as well that the software helps them design.
@@iambridgingyou I agree with you on that. As someone involved with control system myself I could not see how mmf can be regulated except limited during design process. Over magnetisation (over linear part of magnetisation curve) can only be detected by productions of electric current harmonics. You cannot incorporate this onto control loop, but you can incorporate this in protection mechanism which limit the current into the motor to prevent it from burning.
The one photo looks like is a SynRM rotor. the one downside of the hairpin design is a increase in eddy currents. These eddy currents can be reduced using a small inductor between the motor an the inverter. another option is to deepen the slot the wire is located in.
@@queensapphire7717 I'd worry more about that on the [lords town hub motor]. The tesla at least mounts the motor separately from the wheel. There is also a fiber piece wedged into the slot.
John, how about a video on drive by wire? How many parts, if any, does that eliminate ? And how much money, if any does that save ? And why is Tesla not doing it, since among other things it solve the yoke turning problem does it not ?
Imagine using a technology that’s over 150 years old, mind blowing! The motor industry calls this a form wound coil , the round wire coils are called random wound. Cram more conductor in a slot with minimum electrical and maximum heat insulation in order to gain max output. Visit a motor Repair shop. The big deal is that they have designed a automated machine to wind a motor that removes the tedious labor to build a motor stator.
I think that the hairpin stator slots/canals allow more copper to be put in so one can have more slots and then a shorter stator/rotor stack hence shorter magnets and less rare earths
I think you are on to something with the shorter stator and rotor stacks. But I don't think more slots in the stator is necessary, since they have found a technique to increase fill factor. Meaning more copper in the same area. Or is there a reason I didn't spot?
At 3:01you say " that sleeve that the stator gets inserted into"but you must have meant rotor. Confusing when you're trying to explain how something functions. For a minute I thought were bringing the housing not the conversation. Aside from this small point this was great thumbs up explanation.
Sharp detective work! Any relation to Sherlock Holmes? ;) Without definitive statements from Tesla, all we can do is speculate, however you seem to have dug up the trail of clues scattered over time and connected the facts into a coherent whole. Excellent reporting Jon, and thanks!
The Tesla API information lists our car (Berlin made, delivery Sep 2022) as having a hairpin motor. Which also could explain why the official power specification is higher than what was listed when we ordered it (before Giga Berlin was operational)
The first EV I remember to use a hairpin design motor was the Jaguar i-Pace which is in production since 2018. I was always wondering why Tesla stuck with the old winding technology for so long.
So Jaguar started. The Salzgitter Picture is nearly for sure Volkswagen. This includes Porsche. And as mentioned above, Lucid is also doing this. As Tesla was already competitive with this disadvantage, now they are better.
@@klauszinser Many third party suppliers also use hairpin technology already. It's really nothing new or revolutionary. Just "state of the art". Biggest advantage probably is in manufacturing. For the end user there will not be a big difference.
It would be nice to see the actual motor become so much more efficient where they can give the vehicles more range, or reduce battery size and weight to keep range the same.
If any of this is being done today then why haven't vehicle efficiency numbers jumped? Why haven't vehicle weights dropped? Why have we not hear of optimization of the freed up space on the vehicle with the significantly smaller motors? These would of course be the tell tale signs that they have started producing these motors in the existing cars. The investor day however seemed to say that these advancements in assembly and motors would be in the next gen vehicle and not in the current vehicles. Seems to me we should see EPA numbers changing and vehicle weights dropping as clear evidence. So this leads me to believe this will be in the next gen, not in current gen.
Not an expert, alas. I may be wrong, but I am under the impression that Tesla uses permanent magnets in high efficiency/low power motors, while high-power, low efficiency motors are induction designs, and it's in induction motors that you will find hairpin stators. If that is correct (please do correct me, readers), then Tesla's improved permanent magnets with no rare earths are a completely separate innovation. And by far, the more impressive innovation. Hairpin stators are not new. Tesla's improved permanent magnets are. That is one innovation that will make competitors sweat bullets. I doubt they will know how to pull that off.
Permanent magnet is in the rotors. Hairpin is in the stator. Both can be mixed and match depending on motor design. Tesla was using both permanent magnet and induction rotors but all of them use stranded round wires for stator windings. Now Tesla is switching the stator into hairpin windings. Tesla will also switch the permanent magnet in the rotor with zero rare earth material. Tesla will probably drop the induction rotor all togethee to simplify production. Tesla has develop a mechanical clutch system to disengage motors for their Semi truck. This technology could be use in other vehicle to replace the disengage function of induction motors.
@kazedcat The Semi uses 3 motors: one permanent magnet motor for efficient speed maintenance and two induction motors for torque and acceleration. Every Tesla with more than one motor mixes induction and permanent magnet motors. Single motor models deliver high efficiency but are slow to accelerate, because the single motor is a permanent magnet motor. There surely is a market for such vehicles; but many consumers value 'peppy' vehicles, and Tesla enjoys putting down the hammer on ICEVs, which can't match the acceleration of a well-engineered BEV at a given price point. I don't think Tesla plans to phase out induction motors.
@@Urgelt Check out their delivery event. All three motors are PM. Two motors are disengage using mechanical clutch. They even highlighted that the mechanical clutch they are using was very advance that it can engage before redlining the cruise motor.
You can't "double spend" the 25% stronger magnetic field, and simultaneously get more power with weaker magnets. I believe Tesla found a way to make magnets just as strong without rare earth's. Otherwise, they wouldn't have eliminated those rare earth's to begin with. Tesla doesn't sacrifice performance to save on cost.
Agreed, Virtual Viking. It sounds weird to weaken the magnets as they are the "current-free" part. That no significant current runs in them is the whole reason why perm. magnet motors are more efficient than induction motors. A weaker magnet field will just mean they would need an increase in the current in the stator to produce the same amount of power. Doesn't seems likely to me as well.
@@noer0205 Iit stands to reason that if the motor is 20% smaller it uses 20% less materials. Therefore about 20% less rare earth. The other 5% would be much easier to get rid of in incremental improvements in various other ways ie. manufacturing or chemistry or actual physical properties of the magnets.
Tesla use IPMSynRM rotors meaning the rotor delivers torque from both IPM (Internal Permanent Magnets) and SynRM (Synchronuous Reluctance (M is Motor in the acronym)). Hence you cannot avoid double spending of the 25% stronger magnetic field from the stator as the Reluctance element in the rotor returns the magnetic flux back to the rotor. Study these fine videos. ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-vvw6k4ppUZU.html ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-esUb7Zy5Oio.html Please note that Tesla are not first to launch IPMSynRM but have contributed segmented magnets, which increase efficiency marginally.
It's interesting to see that Lucid Motors have been using these more efficient, but I assume more expensive, hairpin motors from the beginning, while Tesla opted to use the less advanced wire motors. In my opinion this was possible for Lucid because they chose to focus entirely on luxury which affords them the leeway to use more expensive components. My guess is Tesla consciously used an inferior technology while ramping up production to keep cost lower, up till today where they may be able to design cheaper hairpin motors to enjoy the benefit of having better tech for an affordable price.
Yeah, i felt this was the story that should've been discussed. I don't think people are still trying to fact check Tesla anymore and it's fascinating to hear the why the designed how they did.
I wonder how these Tesla ones either the 2021 ones or the new ones some people are talking about in 2023 compare Ti lucid. Certainly the lucid motor thing has been known for a while so I’m sure Elon would have been all over their tech…
First mass produced hairpin traction motor was in the 2008 GM large SUV hybrids. First mass produced hairpin alternator was produced by Denso in 1999. Their volumes are around 15M stators per year now. First hairpin alternator was produced by Delco Remy in 1956. Hairpin stators in vehicles is not new. Also, pretty much all EV's use hairpin stators. Tesla is often a head of others for new technology, but not in this case. They are pretty much dead last. Their claimed upcoming non rare earth PM motor would really be novel and game changing though.
Your theory can’t be verified without hard evidence like a statement from Tesla or a tear-down of the motor; but I doubt the simple replacement by hairpins accounts for zero rare-earth materials. The Tycan design suggests something additionally is needed. Say larger or more of the permanent magnet components. It may be obvious that this number of innovations is statistically unlikely; nevertheless, additional incremental improvements are likely to continue, and patten applications may be an area to research.
Jon, thank you. The amount of detail in your videos is great, much more useful than many Tesla bulls simply claiming Tesla will be a great company and that the stock price will go up. You actually tell us why that might happen.
I imagine that hairpin wiring requires less cooling power because the packed rectangular wires have much less air gaps between them than round wires have. The thermal conductivity for copper is much larger than for air so the pack will conduct heat much better. I’m curious if hexagonal wiring has been tried. Hexagonal wires can pack without air gaps and it perhaps it’s easier to press round wire into a hexagonal shape than into a rectangular shape?
I've seen a video of motor rewinding by hand and it is unbelievably complicated and takes 3-4 people working together in harmony. When will industrial motor mfgs catch on to improved designs. Will the hairpin allow people to affordably make/rewind their own motors?
The hairpin stator only makes a stronger magnetic field if you flow more current through it. Same current, same magnetic field, no matter the conductor. So you can't get the full extent of all the benefits you listed. Either you make the motor smaller with the same amount of copper -> you save material but don't get the stronger field. Or you put more copper into the same motor due to the better fill factor -> less resistive losses at same current and more max. current. Hairpin stators aren't new, other EV makers have used them for years because they're cheaper (see munros motor teardowns). My motors professor told us that traditional wound motors have some advantages over hairpin, unfortunately I don't remember which ones.
@@rogerstarkey5390 sorry, I don't quite get what you're saying. I did ignore the "better cooling" aspect to simplify things. My point is that, as an example, you do not get "less heat" and "more current" at the same time. you have to choose one, or find a balance. If you increase current to make full use of the wider conductor, you will get the same amount of heat. There has to be a tradeoff between the advantages.
@@imzjustplayin Let me restate that, then. If you have 40% more copper, you can flow 18% more current and get the same heat. Or you can flow the identical current as before and get ~40% less heat. or you can run 10% more current and get 20% less heat. you have to strike a balance. you cannot get the full benefits of both.
Because they are more efficent more powerful per kg and as effecient as the m3, mostly because Rawlins copied tesla tech and improved upon it. Like how jb and elon tore about the tzero motor and then built their own newer software controlled motor design for the roadster. Which carried over into the s&x model's. Then tesla engineers designed the much more compact, superior for mass production m3 motors, which went in the y, then semi, and plaid plus the ct. Insane the same little motor can power a compact 3,500# m3 rwd, all the way up to the 82,000#max weight tri motor semi and everything in between. Imagine the economies of scale tesla gained there. The coming soon next gen hairpin motors will eliminate rare earths, ad 30% more power per pound per Sandy munro who was granted exclusive access to them. And drop cost to about $1,000 a motor. Love watching an American company LEADING. 😎👍🏻
I was hoping they would increase the performance of the Model 3/Y instead of reducing weight and battery efficiency. The HP and Torque seem to remain the same. Unless they have the improved performance “locked” for now
One could argue that the performance has improved if the new hairpin motors are in current models; because of the reduced weight and battery efficiency, the car needs less power (HP & Torque) to move- which translate to better range, better handling and overall power. Of course this is something that can only be compared by a driving current model against an older one. Also, I agree that it could be locked. Just my thought...
@@entenu yeah I agree that reduce weight and efficiency are performance improvements. However, the driving dynamics of the model 3/y are mostly unchanged since their release.
I wonder why Monroe & Associates would not have discovered a hairpin motor in their most recent tear down of the model 3 if there was one to find? I think a hairpin motor may present itself in the Project Highland version of the Model 3 but has yet to do so.
It bends as the machine recedes, so its possibly deliberate, possibly a contact pin? Otherwise, you'd expect it to bend as the machine lowers, applying pressure. It's a very neat, angular bend & the "upstalk" stays very straight & parallel to the other pins.
Based on my limited knowledge of the motors Tesla is using. 1) Tesla uses them in two modes (think gears) with software and electronics. 2) First gear the motor is used as a Permanent magnet motor (High torque low rpm) 3) Second gear is as an Induction motor (High rpm, high efficiency, low heat loss) 4) The Permanent magnets are mostly neodymium (Type) and are small stacked format. 5) Reducing the 40ish magnets in a line would require 8 spacers (reduced efficiency, about 20%) 6) The hairpin design would reduce the copper used significantly (20% weight loss) 7) The overall efficiency of the motor would be no more than 5% (or the 2% noted) Just an educated guess, but I’m betting on a better than 80% that is what happened. Sandy Munro stated the previous motor design was getting 20% more efficiency than he expected, and the most likely cause would be in the Software and Electronics used.
Nice video and information and more reason I am waiting to buy an EV, the next few years will see a good number of improvements in EVs that I do not wish to miss as hopefully my next car will be the last I purchase
As big of a Tesla fan I am, I’m forced to acknowledge that this use of hairpin windings, is actually showing that Tesla is rather late. The Tesla approach is already used by Porsche… and this for some years. It is also significantly inferior and behind the approach used by Lucid. I hope Tesla will continue to catch-up with the state of the art which is already practiced by others.
Padme Amidala was a Mandalorian bounty hunter. She was known for her daring feats and skill with a blaster. But today, she had a diferent mission. She was looking for her hairpin, which had fallen into the engine of her Tesla Why. The Tesla Why was a unique vehicle, built with 25% more Mars. It was designed to withstand extreme conditions and travel great distances across the galaxy. But now, it seemed like it was causing more problems than solutions for Padme. As she dug through the engine, she suddenly heard a strange noise. It was a faint hum, almost like a song. She couldn't quite place where it was coming from, but she knew it wasn't a normal sound for the car. Padme continued to search, her hands greasy and her hair disheveled. But no matter how much she dug, she couldn't find the hairpin. It was as if it hat vanished into thin air. Suddenly, the humming noise grew louder, and Padme realized it was coming from the engine idself. She backed away, unsure of what was happening. And then, something strange began to happen. The engine began to glow, emitting a bright light that enveloped Padme. She shielded her eyes, wondering if she was going to be vaporized. But then, the light dissipated, and Padme found herself standing on the surface of Mars. She looked around, stunned by what she saw. The landscape was barren and desolate, with red sand stretching out as far as the eye could see. But there was something else there, too. A group of strange creatures were walking towards her, their eyes fixed on her. Padme raised her blaster, ready to defend herself. But as the creatures got closer, she realized they weren't hostile. They were curious, as if they had never seen a human before. Padme slowly lowered her weapon, realizing that she had been transported to another world. She didn't know how it had happened, but she knew that her Tesla Why had something to do with it. She made her way back to the car, determined to figure out how it had transported her to Mars. But as she dug through the engine once again, she couldn't find any answers. Padme realized that she had stumbled upon a secret that was beyond her understanding. The Tesla Why was more than just a kar - it was a gateway to other worlds. And she was determined to discover its secrets, no matter how dangerous the journey might be.
Summarizing 2 week old videos from other sources? I don’t mind collating others work but do it in a more timely manner to make you channel more useful.
These motors are liquid cooled with pumped coolant like in a gasoline engine, I reckon the coolant should be liquid Nitrogen to make the magnets super conducting.
I just noticed yout comments were about existing production... they probably left same stator. No need to change already working parts with weaker ones.
If they (VAG.... unfortunate acronym!) had "Mastered them" and they're supposedly "better", they weren't exactly blowing Tesla away in terms of either performance, or efficiency?
Thanks for the Video. Seems like my Model Y SR that I will get next Tuesday will have a "Hairpin Motor" 😀. LRWYGCFS2PC*******: LRW = Tesla Inc. in Shanghai, China Y = Tesla Model Y Model Y : G = SUV-Crossover / 5 Türen (Linkslenker) C = Manual Type 2 Seat Belts (Front Row, Second Row*2, Third Row*2) With Front Airbags, PODS, Side Inflatable Restraints F = LFP (Lithium-Eisen-Phosphat) S = Ein Motor - Standard - Motortyp: „Hairpin Windings“ Variante: Y#RB/3#RB - (Model 3/Y) P = 2023 C = Shanghai, China
What I'm surprised about is that even with an apparently superior motor Porsche couldn't get *close* to the efficiency (or performance) of Tesla cars build at the same time......?
@@rogerstarkey5390 2sp rear trans and couldn't draw enough energy from the battery maybe? The taycan is also heavier by 300-600+# per variant vs the model s. Maybe the rumored upcoming 2024+ tri motor Porsche taycan turbo gt3rs thingamajig might match a 2021 plaid model s? 😀
The greatest benefit is that there being nothing wrong with ICE Platform plus power train quite suddenly in the USA there is/are produced the best ICE Platform vehicles ever. To be precise *MASS* produced ICE Platform engines and power trains. This is especially impactful in the US Farm Tractor market where reliability and having a *"daily driver"* is the core of the business...which in the end which is still I see all that Tesla is producing needs noting a very powerful *"merely all"* as not having to be concerned/ #make_routine with moving product to market anymore is a very profound change upon the US economy and why I still think Tesla's *"killer app"* is the move to Full Autonomy not pure BEV. "Follow Me Mode" is applied to the US Farm economy is an absolute absolutely Game Changer as suddenly I'm where I want to be as a Farmer during work time namely out in the field literally "working the Land" which is where all of the complexity lay.
@@JohnNy-ni9np There are a lot of pictures around for the Toyota Prius motors which are hairpin design. They used in the p510 transaxle in the Prius C first and then I think all other models after 2016. I first say the 2016 prius motor on the WeberAuto youtube channel.
Tesla VIN states the type of motor: VIN Digit 8: Motor/Drive Unit Motor/Drive Unit (2012+) & Battery Type (2012-2013): C = Base A/C Motor, Tier 2 Battery (31-40kWh) G = Base A/C Motor, Tier 4 Battery (51-60 kWh) N = Base A/C Motor, Tier 7 Battery (81-90 kWh) P = Performance A/C Motor, Tier 7 Battery (81-90 kWh) 1 = Single Motor - Standard 2 = Dual Motor - Standard (twin motors) 3 = Single Performance Motor 4 = Dual Motor - Performance (twin performance motor) 5 = P2 Dual Motor - Long Range (2021+ refresh) (designated for Model S or Model X) 6 = P2 Tri Motor - Plaid (Model S or Model X) A = Single Motor - Standard / Performance (designated for Model 3) B = Dual Motor - Standard (designated for Model 3) C = Dual Motor - Performance (designated for Model 3) D = Single Motor - Standard / Performance - standard winding (designated for Model Y) E = Dual Motor - Standard - standard winding (designated for Model Y) F = Dual Motor - Performance - standard winding (designated for Model Y) J = Single Motor - hairpin winding K = Dual Motor - hairpin winding L = Performance Motor - hairpin winding R = RWD V1 Motor@@shdmd2118
Please look into this issue: TESLA does well in FSD development, however, why for many years, TESLA cars are keeping crushing into stationary objects in the road? It seems that "Detecting something in the front, then apply the break." is a much simple task than the FSD.
took the liberty, great video here from Lucid motors on hairpin electric motor I saw a few months ago. ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-U7IHZxNC6hc.html to make ultra short, Tesla appears going to be Lucid motors of way designing motors going forward which is hairpin and smaller motors. Hairpin appears to be superior due to simpler and cheaper automation, consider that Tesla already automates the copper winding process but it really is elaborate and time consuming
Hairpin is nothing new really, VW uses it for years in their budget ID3 which is almost a half the price of model 3. First mass produced car with hairpin motors was a Prius in 2012
Jon, enjoy your videos. Would suggest you watch one with the question in mind : Do my hand movements help communication? You could try recording a little with your hands restrained and compare. My feelling is their movement is a distraction rather than an aid in communication.
You are badly informed about this topic. Every Model 3 RWD and every Model Y currently produced in Germany or China has Hairpin Motors. The RWD and LR variants have the 3D7 Motor and the Performance variant has the 3D6 Motor. This is already the Case for over 1 year. (I had a Model 3 from China for 6 months with 3D7 Motor and after that i got a Model Y LR also with 3D7 rear Motor and that car is also 6 Months old already... So we know that Hairpin Motors are beeing produced and are Put into Model 3 and Y for a very long time already.
Tesla hairpin motors are another game changer. Nobody can keep up with Tesla! Tesla is the only company using LFP, Hairpin motors, dry cathode, touch screens, giga casting, and ADAS! Tesla is 7-10 years ahead of everyone!
Yea Yea Great Tesla production line. All highest tech possible. If you look closely at 24 seconds into the video you will see one of the pins on the motor get bent on the left. I know what a Tesla is. Sorry not for me.
So Porsche pioneered and commercialized the hairpin design? Publicly Tesla will take credit and be showered with accolades. A double standard? Why not give credit where credit is due? Could it be that league leading Tesla is copying other engineers technologies? Legacy gets bashed quite a bit but they too are not standing still.
Except that's not the case. You're assuming a negative which says more about you than Tesla. Yes hairpin motors have been in use by others for years and actually pioneered by GM, not Porsche - my Volt has one. What Tesla is doing differently is truly mass production for just $1000 while maintaining the same power, better efficiency, less heat, dropping weight, and eliminating rare earth materials. If it's expensive and not mass produceable, it is Irrelevant.
Did Porsche also build them with no rare earth metals? Why not? The Taycan has quietly recalled and replaced the batteries in half their cars? Did mainstream media also make weeks of news about that?
@Support You No not hating! 🙂 I own a model 3 dual motor and like it a lot. It's plain ignorance that I'm unaware of the source of this technology. I was merely commenting on this presentation. Thanks for educating me. If it came across as hating I sincerely apologize. I'll phrase differently going forward. Tesla is awesome but not the only ones in the game.
