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Via IEVS:
Tesla Model 3 With CCS Combo Inlet, S & X With CCS Adaptor In Europe
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https://insideevs.com/tesla-model-3-ccs-combo-s-x-adaptor/

The introduction of the Tesla Model 3 in Europe will bring huge changes to Tesla’s charging policy, as the company is leaning towards implementing the CCS Combo fast charging standard.

First of all, the Tesla Model 3 will get a CCS Combo-compatible charging inlet.

The Model S and Model X (which don’t have that much space for bigger inlets) will get an adaptor for DC CCS chargers, just like in case of the CHAdeMO adaptor. It should be similarly priced (around €500), but smaller in size.

That will open the Tesla Model S, X and 3 to use any CCS Combo fast chargers, including the latest ultra-fast chargers, introduced by IONITY, for example.

Another major move is to retrofit Supercharging stations in Europe with CCS Combo DC plugs (ahead of the Model 3 introduction). Tesla will add those to existing Supercharging DC plugs, based on the AC Type 2 plugs, which where used for both AC and DC charging scenarios in the Model S and Model X. Each charging post will be dual-connector.

We assume that this is just the first chapter, as in the long-term, Tesla simply could upgrade Model S and Model X for CCS Combo inlets, and then remove the Type 2-based plugs from Superchargers entirely.

The last major point is that introducing CCS Combo DC plugs at Superchargers brings Tesla closer to an open the network for other manufacturers of electric cars, which now could use the Tesla network (by participating in fronting some costs), without any changes on the car side.

The side effect of equipping the Model 3 with a CCS Combo inlet is that a physically bigger connector should enable Tesla to increase the power level of charging, especially since liquid-cooled cables/plugs have already been developed by at least few suppliers. On the other hand, the CHAdeMO infrastructure at least for now iis stuck for a while at 50-100 kW (despite the standard itself being upgraded to higher power).

AC charging (single- and three-phase) through a Type 2-compatible inlet will remain unaffected by the change. . . .
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CCS in Europe is different than CCS in N. America. Tesla is making a smart move across the pond but I am skeptical that a CCS adapter will be offered (or work) locally. I hope to be proven wrong.
 
As far as I know, if US accepted CCS as "the national standard" then it also means Type1 must be on every vehicle sold.
For US that means that soon all vehicles with a plug must have J1772 as a bare minimum.
And therefore CCS1 for rapid charging is likely.
This is what is happening in EU. ALL cars must have Type2. This is why Leaf2 has Type2 now. Nissan never wanted that.
All new charging stations must have at least one CCS-compatible plug. Or locations. Aww I don't remember the whole story.
The automotive manufacturers supporting CCS have committed themselves to migrate to CCS 2.0 in 2018. Thus it is recommended for EVSE manufacturers to also support CCS 2.0 from 2018 on.
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CCS already knew that there will be a rise of all kind of plugs and if anybody wants to use it, IT must be the one.
So I believe Tesla soon will be pushed to have J1772 onboard soon.
 
The backlog was ~400,000 global deposits for the base car, the long range car, and the performance car with two interior choices each. Six combos.

The Model 3 has only been on sale in the US and Canada up to this point and they’re getting close to 100k deliveries in these two markets. This is with two of the six original permutations available (the medium range car is a new addition and deliveries are just beginning now).

So 100k US/Canadian deliveries of the most expensive 2/6 of the available selections is probably right in line with the ratio of deposits. The other ~300k are for standard range, standard interior, or other markets like Europe and Asia.

Demand for performance or long range Model 3s with the premium interior package in the US and Canada from this point forward will be solely from fresh orders, not the original group of deposit holders from March of 2016.

That’s why nobody’s freaking out.
 
LTLFTcomposite said:
Order by the end of the month and get the car by December 31st? Why isn't everyone freaking out that the backlog has been exhausted?
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I believe that the backlog for the most expensive 3's have been exhausted for a few months now. Easy to do that when they are churning out almost 1,000 a day. The backlog now is outside the US and for the short range version. But just because a backlog is worked through doesn't mean they aren't getting plenty of orders for it.
 
hyperionmark said:
Easy to do that when they are churning out almost 1,000 a day.
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Elon Musk to Prowl Production Lines in Push for Model 3 Milestone
https://finance.yahoo.com/news/elon-musk-prowl-production-lines-131204373.html
The chief executive officer wrote in an email to staff Thursday that he will walk the entire Model 3 production line on Nov. 27 and 28. From battery cells to finished vehicles, all assembly areas need to be able to support making 1,000 cars per day, Musk said.

“If you can’t see a way to get there, please let me know as soon as possible, so that I can help solve for this outcome,” Musk wrote in the email. “This is extremely important for our prosperity.”
...
“Last quarter was great, but now we need to prove financial sustainability,” Musk wrote in a separate email to staff. Tesla needs to produce 1,000 Model 3s a day on a sustained basis in the next few weeks to achieve “a financially healthy quarter,” and then the company will keep increasing output in early 2019 as it starts shipments to Europe and Asia, he said.
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I am curious. The intermediate range battery has a 200 mile range. The basic car has 200-230 range. Is the offered car a scam? It sounds like to me that the intermediate range car is a way for Elon to sell;,l a car that is profitable. At least the 9K LR is gone for most people.
 
GlennD said:
I am curious. The intermediate range battery has a 200 mile range. The basic car has 200-230 range. Is the offered car a scam? It sounds like to me that the intermediate range car is a way for Elon to sell;,l a car that is profitable. At least the 9K LR is gone for most people.
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The base car hasn’t been certified by the EPA but is said to have 220 miles of range. The Mid-Range car has 260 miles of EPA certified range. The long range cars have 310 miles of EPA range.

There is no Model 3 offered with 200 miles of range.
 
mtndrew1 said:
The Mid-Range car has 260 miles of EPA certified range.
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Out of curiosity, do you have a source about the EPA certification of that range rating? I realize that Tesla is stating 260 miles EPA estimate on their web site.

Hope you realize that the EPA actually does not actually test the fuel economy of most vehicles. I assume this holds true of EVs, as well.
https://www.fueleconomy.gov/feg/how_tested.shtml states
Fuel economy is measured under controlled conditions in a laboratory using a series of tests specified by federal law. Manufacturers test their own vehicles—usually pre-production prototypes—and report the results to EPA. EPA reviews the results and confirms about 15%–20% of them through their own tests at the National Vehicles and Fuel Emissions Laboratory.
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Electrek: Tesla Model 3 is starting to show some important flaws in cold weather
https://electrek.co/2018/11/14/tesla-model-3-cold-weather-flaws/
 
lkkms2 said:
In winter time there is a phenomenon that occurs if you park your car outside.
It is called “ICE Happens” ;)
One solution, get a car cover.
Click to expand...

Not many people have to worry about not being able to get into their cars just because it's cold outside. This isn't just an icing issue.
 
TL;DR - For me, icing is more of an annoyance than a huge problem. The big problem is range loss.

No disrespect towards Electrek, but I believe the biggest issue will be the same one we experience in the LEAF: range loss. My 2012 SL with its very thirsty heating system lost about 30% of its range on my typical routes in Ohio’s winters which are pretty mild by Canadian standards. That was made worse year-on-year as the battery itself lost capacity (but not enough to get a free replacement). Now living in North Carolina and with that LEAF’s range of only 45 or so miles, winter isn’t as much an issue.

In my Model 3, I’ll be making a trip to Michigan for Thanksgiving and all the trip planning services that I use (EV Trip Planner, A Better RoutePlanner, and the Go Anywhere website from Tesla itself) ALL have me stopping at at least one and mostly two additional Superchargers for the exact same trip made in early September. The assumptions are that the heat is used, and electron consumption will increase from my normal 240-or-so Wh/mile to just under 300, with a 310-mile range reduced by about 90 miles. That 90-mile loss is greater than my LEAF’s entire range when it was brand new, and adds a couple of hours to the duration for the extra stops. For me, that’s a much bigger problem.
 
SalisburySam said:
TL;DR - For me, icing is more of an annoyance than a huge problem. The big problem is range loss.

No disrespect towards Electrek, but I believe the biggest issue will be the same one we experience in the LEAF: range loss. My 2012 SL with its very thirsty heating system lost about 30% of its range on my typical routes in Ohio’s winters which are pretty mild by Canadian standards. That was made worse year-on-year as the battery itself lost capacity (but not enough to get a free replacement). Now living in North Carolina and with that LEAF’s range of only 45 or so miles, winter isn’t as much an issue.

In my Model 3, I’ll be making a trip to Michigan for Thanksgiving and all the trip planning services that I use (EV Trip Planner, A Better RoutePlanner, and the Go Anywhere website from Tesla itself) ALL have me stopping at at least one and mostly two additional Superchargers for the exact same trip made in early September. The assumptions are that the heat is used, and electron consumption will increase from my normal 240-or-so Wh/mile to just under 300, with a 310-mile range reduced by about 90 miles. That 90-mile loss is greater than my LEAF’s entire range when it was brand new, and adds a couple of hours to the duration for the extra stops. For me, that’s a much bigger problem.
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Not sure how 90 miles of lost range translates to 2 additional supercharges, but please let us know how that trip goes?
 
Well, I admit I do not really follow Tesla. I am one of those holding out for Elon's word. I was told that the intermediate range was 200 miles. I really have no first hand knowledge.
 
GlennD said:
Well, I admit I do not really follow Tesla. I am one of those holding out for Elon's word. I was told that the intermediate range was 200 miles. I really have no first hand knowledge.
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Per https://web.archive.org/web/20170731003139/https://www.tesla.com/support/model-3-reservations-faq, the base "$35K" is supposed to have 220 miles of range but was supposed to be available to order in Nov 2017. :) :lol:

If you go through the order process at https://3.tesla.com/model3/design#battery, you'll see it claims the mid range battery version that got surprisingly introduced has 260 miles of range (EPA est.) That mid-range car started at $45K but the price went up $46K a few days later. The forced features of the mid-range battery and premium package are what make the price what it is.

I wasn't able to find a mid-range 3 at https://www.fueleconomy.gov/feg/Find.do?action=sbsSelect yet.
 
cwerdna said:
Electrek: Tesla Model 3 is starting to show some important flaws in cold weather
https://electrek.co/2018/11/14/tesla-model-3-cold-weather-flaws/
Click to expand...
And that's why I'd never buy any car with 'Falcon-Wing' (or any other power-operated) doors/handles, that have multiple extra seals, power actuators and joints that can all freeze up in cold weather, will be inherently less reliable, and will cost an arm and a leg to repair out of warranty. Flush door handles, while providing the lowest drag, are going to have this issue regardless.

While preventing freeze-up isn't an insurmountable problem, it does demonstrate once again that Tesla's pre-production testing falls short of the major automakers. They really need to get a full-time testing site outside of the Bay Area, instead of just using one on a temporary basis. Engineers who live in these conditions full time have already experienced the problems that can occur, and learned how to deal with them. This is reminiscent of Tesla's initial SC site design, where no thought was given to the need to provide access to snowplows during the winter - it took cold climate Tesla owners to point out the issue to the company, after which they introduced a new site design. Same goes with the need for pull-through spaces that don't block access for other vehicles when pulling a trailer.
 
^^^
Agreed, however the 3 doesn't have "falcon wing" doors and the door handles aren't of the pop out/retract via motor kind that were on the S. You push on the larger end and pull on the handle.

Regarding pre-produciton testing, I started https://teslamotorsclub.com/tmc/threads/automotive-reliability-and-durability-testing.56176/ over at TMC, it's just crickets. :? :roll:

From example stats at https://teslamotorsclub.com/tmc/threads/hypothetical-question-life-span-of-a-3.109823/page-3#post-2601186 (several S drivers that were on their 7th+ drive unit), and the DU replacement rate early on of the S at https://teslamotorsclub.com/tmc/threads/two-thirds-of-early-model-s-drivetrains-may-fail-by-60-000miles.58763/page-2#post-1279598, it's always had me wondering about Tesla's long-term durability testing. Ditto for X drivers who've got their half-shafts replaced numerous times: https://teslamotorsclub.com/tmc/threads/acceleration-shudder.74184/.

Seems like their vehicles are always a rush job to get them shipping. And, it could take years for them to finally get some of those issues under control. And, I question how well they validate (for long term reliability and durability) changes they're making.

For the X, it seems like a lost cause from the FWDs, front doors and other stuff.

Oct 2016: https://web.archive.org/web/20170101002409/http://www.consumerreports.org/car-reliability/10-least-reliable-cars/ - X was middle of bottom 10
Oct 2017: https://web.archive.org/web/20180806100836/http://www.consumerreports.org/car-reliability/10-least-reliable-cars/ - X was dead last
Oct 2018: https://www.consumerreports.org/car-reliability-owner-satisfaction/10-least-reliable-cars/ - X was 2nd from the bottom
 

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