Agreed...the pictures were from Sandy Munro's video and to me it was a decent design. I would like to see a more active design on the big areas of these packs from someone eventually for performance cars...but really the whole pack will heat somewhat evenly as it's taxed since it's all packed...
I tend to have a feeling this is something like the charging curves if it's really software limits and they have some very conservative full power request parameters and are maybe gathering data on how much deg and heat buildup and all the rest are occurring without anything fully dynamic based...
I had figured some of the media had seen these threads and would ask about this point blank as part of the media drive to get an official Ford response. I guess maybe they did, but are getting strong armed somehow into not publishing anything about even asking and getting a no comment.
Listening to some of them this morning...noticed a comment that the acceleration drops off after 40mph from the out of spec reviews guy from Colorado. But so far nobody seems to have got a comment from Ford on the acceleration drop offs over 80mph and sad trap speed vs normal AWD.
Maybe someone can find a dyno to goto? That could give insight into what is happening.... Even if it looks normal for EV and doesn't it'd be new thing to discuss on the topic... Haha.
Well like I said I don't design motors or sparky control systems for them, and don't have tons of time to devote to understanding all the ins and outs of the different control regimes you are forced into with the two different motor designs. But Wally was was into this stuff and seemingly is...
Not sure you caught this in other thread...but I finally came across and OLD Wally Ripple write up that suggest induction may tend to be better for "performance" for awhile. I hadn't read this in ages and could remember all the particulars of his reasoning as I don't design electric motors.
But...
Whew! Finally found the article I read long ago that gave me the idea induction was for performance in the Tesla world causing some of my back and forth with brofessional had came from as I knew Tesla had kept Induction for the higher performance drive...
2c is most unlikely. 2a is much more likely.
I actually suspect the weird not at all tied to Temps funky canned charge profile is for similar reasons, but will be updated later as they get better data on deg with this sorta keep the charge rate constant early in deployment thing and will...
Haha... I agree to a degree on Sandy skeptical view you have. But he does make very good points from a wholistic design philosophy standpoint usually... Even if his design agendas seem a bit cost/reliability focused and serviceability and such getting less attention since it's often a weight...
That's interesting. I guess that is the higher output one, but Sandy Munro HATED that one. That doesn't really mean it's bad or not a great unit for use to go fast...but it really seemed to be more of a hodgepodge design than the front. The Ford gal said they were two different suppliers...
The problem when comparing to normal mustang is that it's 1-1.5s faster in 1/4...it's looking like we get that same range in raw time....just all gained early in run and never gets much more speed than the other by the time it's done.
Technically that could mean almost anything. May just be some upgrade to the cooling regime that allows it to be fed more juice or something and otherwise be mostly the same motor, but with different capacity for cooling. But if the motors are just some general design/winding that is focused...
Ok...so as far as gearing and general point of which motor is doing what, which motor is probably drawing the most power and providing more of the acceleration on a Y/3 after 60mph? I just have a feeling the IM with more ability to do flux management allows it to be the better choice at some...
You are repeating basically what I said...Induction is heavier, less efficient, and hotter. But as long as the design allows it you can rev an induction motor as high as the design allows and still generate decent or even max power at high RPM. A perm mag motor loses power at a good pace after...
Yeah...I lose track of which Model 3/Y's that were promised ever end up existing and which initially existed and still exist for more than some token timeframe.
This just isn't true...the magnetic field on a perm mag can't be tuned dynamically as much as an induction motor so the design usually means there is some RPM range where the constant torque ends and you can maintain power as the revs increase sorta...but loss of torque as you speed up...they...
The silence and guy that showed it probably is a stop light king vs the MYP has me thinking Ford went for that to get a comparable 0-60mph rather than 1/4 and has only Perm mag and not gear change so had to compromise somehow. So I suspect they have the gearing setup for 1/4 mile and the perm...
I wouldn't count on it being software when one has all perm mag and the other has perm mag and induction. This could be a magnetic field/RPM and gearing used thing that can be changed dynamically on and induction motor getting rid of need for a couple speed gear box like Porsche uses.