Tesla Model S and X Get New Drivetrain for 370 mile Range

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Model S and Model X now come with an all-new drivetrain design that increases each vehicle’s range substantially, achieving a landmark 370 miles and 325 miles on the EPA cycle for Model S and Model X Long Range, respectively. This is about 14% more than before.

Using the same 100 kWh battery pack, these design and architecture updates will allow drivers to travel farther than ever before, charging less frequently and getting more range out of every dollar spent on charging.

We’re also introducing a brand-new adaptive suspension system for Model S and Model X, along with a few other improvements for the best range, acceleration, and ride comfort ever, plus a Ludicrous Mode upgrade for our most loyal customers.

4 thoughts on “Tesla Model S and X Get New Drivetrain for 370 mile Range”

  1. Yeah, on a sunny 70 degree day, on a FLAT road, with the windows up, no headlights, no AC, no radio, 1 person in the car (your mileage may vary)
    The problem with EV’s isn’t so much the range, as it is the TIME required to recharge them and the lack of EV recharging stations.
    Get the range to around 400-500 miles between charges and, if you have to charge, 15 minutes max. Either that, or EASY to swap out charge packs.

  2. I read about the same as well for the motor, switch from VFAC motor to their wierd, switched reluctance hybrid BLDC motor that is substantially cheaper to make and lighter. its kinda sad in my mind because it leaves open the ultimate question about efficiency (I suspect VFAC is cheaper on long haul stretches because the field current can be minimized, and thus horsepower can be equal to what is demanded at that speed, near instantaneously following the load). but combined cycle driving it is much more efficient because the permanent magnet keeps the field, rather than an electromagnet, always sucking down battery power while in motion. (but with more heat loss due to a fixed, maximum strength back EMF)

    I suspect the reasoning is mostly to do with with being cheaper, such that expensive models are a little more profitable while base model 3 goes a little thinner on their margins as costs drop. and

    I had not heard about the suspension. that is a nice development if true.

    My final mystery apart from their cycle of improving parts as they pass through engineering phases is why they stick with 18600 sized cells on the S and X and not go with the newer 2170 cells, which would be both lighter and cheaper to make. My guess is that relations with panasonic are becoming strained and they need to keep open the already operating capacity at the gigafactory to make the 18600 cells and it would cannibalize model 3 production to do a re-design of the S and X battery modules.

  3. I suspect more efficient motor (or how power is delivered to it), and they had raised the car to avoid objects that could puncture the bottom in response to a car that caught fire by striking junk. I suspect the changes to the suspension make it go lower when on the highway and rise as it moves slower and slower. And with the mass not vibrating much due to the new suspension, efficiency is increased.
    There might have been ways to reduce weight as well. These are heavy cars.

  4. Is this backporting Model 3 parts then, particularly the new Model 3 battery pack design as well as the change to a different battery cell size? That seems like the easy explanation, cutting legacy pack manufacturing and using Model 3 parts as the basis due to cost reduction from manufacturing at scale.

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