Whoopsy:
https://insideevs.com/electric-gt-tesla-model-s-overheated-after-just-lap-and-a-half/
Expanding on that race track overheating story.
It clearly illustrated that Tesla didn't come clean with the race series about the engineering deficit on their battery system.
Well they can't, cause if they do, the word would get out to the public and the 'trust' that the public has for Tesla being a 'performance' car image will be destroyed.
The battery system in a Tesla isn't engineered to be used in a high stress environment. As in constant high drain/high charge cycles. Public sort of know that they they do repeated launches and the car goes into limp mode. During normal drag strip times it could be 30 mins between runs or more so the car has time to cool off. Not on a race track lapping though. It can however do the occasional high power launches.
There is no quick fix. It's bottom neck in their electric system, it simply cannot handle the high current for sustained periods of time. To do that stye will have to scrape the whole system and start over.
What Porsche did in the incoming Mission E is completely different. They had been racing a hybrid for the longest time, the 918 project also gave them insights into engineering an electric system that can stand repeated high drain/high charge environment without problems. Then there is the constant lapping of the Weissach track during testing. One knows for sure the Mission E will be just as capable as their petrol engine counterpart in high stress environments.
This is yet a litany of issues resulting from a rushed and ill-thought out development program. I've read enough messages from the numerous Tesla cult sites that they believe everything can be modeled on the computer without real world validation. Testing, testing, and testing are needed for any product entering commercialization; Tesla skipped this step.
Lately the Tesla cultists have mocked Audi for 1) creating vaporware as the e-tron is being rigorously tested, 2) having a less-than-aerodynamic shape when compared to the Model X, and 3) having old-fashioned air vents in the interior compared with the hi-tech Model 3. Audi is shrewdly making public its testing program to stress how its first mass produced foray into EVs differs from Tesla, where the purchaser remains the beta, if not the alpha tester. That so-called less-than-aerodynamic shape of the e-tron is because Audi, and Porsche, understand the need for proper battery thermal management. These large batteries require significant cooling and heating systems that are more complex than many of the systems found on ICE vehicles. Tesla, when compared to the Nissan Leaf, appears as the paragon of battery thermal management, but in actual service conditions, Tesla still fails short of what consumers demand from their automobiles. Finally, with regard to the interior air vents, if something works, why change it for designs that increase complexity, leading to multiple failure routes.
