Hello, I'm Professor John Kelly and this is the Weberauto youtube channel. Today we are going to be looking at all of the high voltage components all the power electronics all the high voltage cables everything high voltage on a Tesla Model S the second generation Tesla Model S we have one right here on our hoist the 2018 Tesla Model S P100D the performance version of that Model s and I showed you a video of a motor that would go in the tesla model s about three weeks ago and so I thought while I've got this car on the hoist I want to trace down all of the orange high voltage cables and see everything they connect to and it turns out there are 74 feet approximately or 22.56 meters of this orange high voltage cable on this car there are 11 high voltage components that it connects to and I want to show you where they are on the vehicle and how they connect ultimately to the high voltage battery now these orange cables come in different diameters or sizes on the vehicle this piece of cable that I've cut off here if you look at the end view here the inner copper core I measured to be about an eight millimeter diameter which if you convert that into square millimeters of area turns out to be about 50 square millimeters of area and then it has insulation around it and then you can see in the outer layer there's another conductor that is the shield and that is for electromagnetic interference shielding and it is covered by another layer of insulation now on the ends of these cables the shielding connects to one conductor here on the end of the cable which ultimately connects to the vehicle chassis which is also the 12 volt ground the inner conductor is where the high voltage current moves and provides power for the different components on the vehicle so there are different connector styles this is a connector that connects two pieces together it has a metal terminal in it where terminal meets terminal and tren and makes an electrical connection to transfer current so let's begin our exploration of all these high voltage cables and components with the one that everybody is the most familiar with especially if you drive a Tesla and that is the charge receptacle so right here which is on the left rear of the vehicle is the charge receptacle for the tesla sold here in the united states tesla has their own proprietary shape of their charge receptacle but it actually follows and conforms to the society of automotive engineers j1772 standard as a matter of fact tesla sells an adapter to go from their charge connector to the j1772 the round one that's at any other public charging station so tesla has their own charging stations throughout the country many many of them it's an awesome network but if you can't get to a tesla charging station then you can plug in this adapter the instructions right on it say to plug it into the car first and then you can use a j1772 charge coupler to plug in and charge your tesla this is one of the 11 high voltage components on the vehicle so what i'd like you to see here is there are two large orange cables here these have a 50 square millimeter cable the conductor that allows the current from the charger to go in now by comparison the Model 3 that has a higher charging rate has a 95 square millimeter cable which is gigantic compared to this Model S. I understand the latest version of the model s they just announced
supports the the faster supercharging and it would have to have much larger cables in order for that amount of current to go through them without heating them up but anyway these two cables have to go somewhere and if you look at this video here from inside the passenger compartment you can see that it comes in and goes down under the seat to a part called the onboard charger module so this big long cable here from the charge receptacle to the onboard charger module is seven feet or 2.13 meters in length and there are two of them so there's a big chunk of our 74 feet or 22.56 meters of cable on this car so let's see where these two wires plugin at the onboard charger module by the way these are only two of the five cables that are there uh this green one here is our ground which is the the third one down to the bottom here then there are two little tiny ones and they are over here on this harness there's one that detects when you've plugged in uh the charger that's called proximity detection and then there's one that is for it's called control pilot and it's for communicating between the vehicle and the charger or the charger and the vehicle depending on which type of charge we use okay so we've got this big long cable from the charge receptacle now going to the onboard charger module let's look at the onboard charger module in greater detail next okay this big box right here is the onboard charger module the label on it calls it the accessory charger kit single phase 48 amp and you can see the big label right here that says 48 amp 48 amp means that 48 amps is the maximum power that this can take from the level two ac charger that you plug in the tesla destination charger and 48 amps times the 240 volts at a tesla destination charger will give us 11 520 watts or 11.52 kilowatts of charge that this module can provide to the high voltage battery so
let's look at the connections around on this thing we have a coolant inlet port here on the passenger side if you look at this video from under the passenger seat on our tesla you can see we have a low voltage logic connection right here we have a coolant hose coming in actually from the inverter assembly on the on the motor the drive unit underneath the vehicle and then that goes through the big heatsink in here and comes out on this side and then goes up to the front of the vehicle on this driver's side of the onboard charger module we have of course our coolant outlet we have a connection to chassis ground of the vehicle, we have the inlets for our two cables from our charge receptacle the inlet on the left here is used for ac level 1 charging where the neutral wire would connect ac level 2 charging where the line number 2 would connect and then for dc fast charging this is actually the positive terminal from the dc fast charge that would connect to this onboard charger module over here this input on the right for ac level one charging is the line number one or l1 terminal for ac level 2 charging it is still line number one and then for dc fast charging, it is the negative cable from your dc fast charge so multiple uses for these same two cables that plug in from our charge receptacle now we have two orange caps here that we're not using and that's because this module housing is used in some European countries where they have three-phase AC power coming in so we'd have three phases and a neutral and we would use all four of these terminals this blue connection off to the side here on our tesla model s just has a cap over it but this is just simply dc out from the onboard charger module so we have ac or dc voltage applied here from the charge receptacle and whatever charger you happen to be connected to that's ac this is a DC output at the full 400 volts so it's for an accessory i don't know what car uses this possibly a Model X with rear air conditioning I'm not sure because this electrical connector here is the exact same one used on the front of the tesla model s for the air conditioning system okay well before we connect these cables from the charge receptacle let's take the take the lid off of this thing there's two lids we've got this cover right here that in order to remove we have to peel off some warranty void if removed tape and as we lift this up there's a magnet right here and that magnet is there for a circuit called the interlock circuit so there's a little reed switch down in here if I open up this plastic cover right here there's a little electromagnetically closed reed switch in here that opens up a circuit called the interlock circuit the high voltage interlock circuit and basically all you need to know about the interlock circuit is that if the interlock circuit opens anywhere on the vehicle and it's in every high voltage component you're going to see here today then the big contactors the big relays inside the battery should open and cut off power to all of these high voltage cables that we're talking about here so when you're when your car shut off the high voltage contactors should also shut off in an accident they shut off if the interlock circuit opens then they're supposed to shut off also all right well we've got a plastic cover right here for making the connection from our charge receptacle cables into this charger module and then this is the output where we have dc cables coming out dc power coming out so I've got all the bolts out of this cover let's lift this cover off and see what's inside here so the two cables from our charge receptacle comes in and get bolted down there's a nut right there and a nut right there where they get bolted down and since that can have an ac voltage on it or a dc voltage this module has to be prepared to convert the ac voltage to dc or to skip the conversion and just send the dc from the dc fast charge right to the battery so let's talk about the path for ac current so with the two wires that come from our charge receptacle they come in and go to these two bus bars and they connect right here on these two screws and right here on these two screws and those connect to parallel circuit boards here each of these is a 24 amp converter from ac to dc our power coming in being ac voltage is typically only a maximum of 240 volts but we need it to charge a 400-volt battery so not only do we have to convert it to dc voltage we have to step up that voltage and so between this end of the board and this end of the board and there's a bunch of stuff underneath it also all of that happens so if this is a 48 amp charger I suspect that 24 of those 48 go through this board 24 go through this board, if it was a three-phase ac power input I suspect there would be one down the middle uh in European countries and then they all connect down here on the other side where we have 400 volt or whatever it is up to 430 I think DC output where they connect together in bus bars and come right over here to these two terminals there's two holes right here where the dc power leaves this onboard charger module after it was converted from AC so that's the AC to DC conversion that we're talking about here but what if it's already DC now I do not know and maybe you could tell me in the comments if it's the onboard charger module that decides is it ac or dc or is there some external computer that decides if it's AC or DC I just don't know i don't have access to wiring diagrams for our car if it's DC I do know this if the two cables that plug in here have dc power on them from a supercharger, a Tesla Supercharger then we have two contactors we have a negative contactor for supercharger DC power down here and a positive contactor right here and what that means is the power coming in if it's DC already these two contactors which act like giant switches close and send connect that power directly to the output bypassing all of this ac to dc conversion the voltage is already high enough from the supercharger supply voltage and so we don't use the AC to DC conversion at all we just turn on these contactors or high voltage relays as some people call them to just transfer that high voltage right out of here so let's connect the two cables coming in from our charger receptacle and then we'll connect the two wires going out and see where they go next okay here come our two high voltage cables in this demonstration for this video I should have explained there's no high voltage on anything so I'm not wearing high voltage gloves or personal protective equipment I'm not using insulated tools but if I was doing this in the vehicle on a real vehicle there's all kinds of personal protective equipment insulated tools and service procedures for safety that you would need to follow all right as I plug these cables in I forgot to show you there's a little switch i don't know if you can hear that that is an interlock switch remember we talked about the interlock circuit so if either of these cables gets unplugged it opens the interlock circuit and kills the the high voltage to the entire vehicle all of these nuts and bolts have specific torques I'm not going to torque them in this demonstration so we now have our two cables from the charge receptacle plugged in all right now let's look at the output here of this charger module okay so these two holes on this side of our onboard charger module is the output for our DC power and they remember we just plugged in an external charger to charge the battery they need to somehow connect to the battery so let me show you the next uh two cables that plug in here and how they connect to the battery and then we'll make the connection okay the two cables that go from the onboard charger module to the battery to charge it have to go through here are the two cables they have to go through this part right here called the rapid splitter split splitter the rapid splitter brings the two cables in from the onboard charger and it connects them directly to these two big terminals right here that plug into the top of the battery now if you look at this photo right here from a used battery on ebay you can see right where they plug in there's a guide pin right here there's another little tiny pin right here it's probably an interlock circuit or maybe a common chassis ground between the two i don't know i once again i don't have a schematic in the tesla service information that I've seen doesn't show schematics this box just think of it as a giant junction block it has it it has the connection to the battery so think of these two terminals as being connected directly to the battery this one here on the left is battery negative one on the right is battery positive so those two connect to these two cables the one with the black tape on its battery negative the one with the red tape on it is battery positive and so that comes directly from the charger but then here on the other side of the rapid splitter we have a big long connection that goes to our rear drive unit the rear electric motors inverter and then we have a really long uh set of cables that goes clear up to the front of the vehicle where there are all kinds of parts up front that we have to go look at and connect them to this same cable assembly but I just wanted to quickly take this cover off to show you that this is nothing more than just a junction block there's no fuses in here so we have battery negative coming in over here on the left, it comes right up this insulated uh bus bar and then goes back out where we have battery negative over here and battery negative down here and it goes straight out the back to the battery negative going to the onboard charger module and then battery positive comes straight up back behind connects right here to this cable for the inverter to the lower cable to go up front and straight out the back to go to the onboard charger module so this is called the rapid splitter I think it's because it allows the battery to be lowered down and rapidly split or disconnected I don't know that's just my best guess as to why it's called the rapid splitter but I know when you go back up in everything has to be aligned just perfectly from some of the videos I've seen with disastrous results if they weren't aligned so that is the next high voltage component here the rapid splitter so we have two cables from the onboard charger module to the rapid splitter they're about 41 inches long just a little over a meter 1.04 meters in length now let's connect them to the onboard charger module and then we'll move down the line and connect everything else the negative cable output goes in the bottom hole over here okay now that we've got the cables from the onboard charger module to the rapid splitter connected I'm going to put the cover back on the onboard charger module because these cables actually fold and go back over the top of the onboard charger module in the vehicle so I'm just going to set this on here I won't bolt it down I broke my little cover here headed on and off too many times we'll put this other cover on this big cover does not need to be removed to change to disconnect and reconnect these cables just this little cover and the little plastic covers inside so that's going to sit just right there so I'm going to position this the way it is positioned in our vehicle under the back seat so if this is the front of the car this is the back and our rapid splitter right here actually sits sideways like this behind that, you can actually see in this video right here these two cables going out of the passenger compartment into the rapid splitter assembly okay the next two cables that we are going to connect are the ones that go to the inverter for the rear electric motor the rear drive unit the inverter in that and if you look at this photo photograph and video from underneath the car, you can see that the inverter is on the passenger side on the passenger side of the drive unit now I have right here the empty shell of the inverter assembly on the vehicle that we have right here our performance rear drive unit and the two cables that we're going to plug in go right down these holes and bolt to the inverter right there and that's what you're seeing here in this photograph is where those two bolts will connect so let's plug those in looks like we have battery positive on the left battery negative on the right and then our low voltage logic connector right there so we will put in battery negative connection right from the rapid splitter and then our battery positive connection and then there's a bracket that holds them in place and you can see the two terminals right there down inside where bolts would go in and bolt to the inverter feeding dc power to the inverter that then creates an ac power to drive the induction motor in this in this vehicle so these cables are about 41 inches long and a little over 1 meter 1.04 meter in length each so that's the rear of the vehicle now so here in the rear of the vehicle, we have our charge receptacle for charging that goes to the onboard charger module that then feeds power to the battery at the rapid splitter the rapid splitter can take battery power and send it to the rear Drive Unit inverter and then it also can send it along, let me see how long these are, 151 inches 3.84 meters each of high voltage cable to the front of the vehicle to all the components that are up front and if it's an all-wheel drive vehicle there will be a front motor up there besides but there are high voltage components up there whether or not it's front-wheel drive so before we go up there one of the cables that I purchased had this this tag on it and it says for use with pyro fuse pack pyro fuse pack and I thought what's a pyro fuse pack and then I realized uh from reading about the release of the p90d in 2015 that they went from a standard battery fuse to a pyro switched computer controlled fuse so there's the standard fuse that's rated for a maximum of 1300 amps for a certain duration of time and then according to the press release, these fuses weren't predictable enough as to when they would go open or not go open and so they developed what they call a pyrotechnic battery fuse the pyro fuse and this particular one if you look at the label there says that it is a pyro technic circuit disconnect and it says powered and it says 2000 amps 2000 amp fuse and I thought wow that's impressive so I read up a little bit more on it I also recognized this electrical connector right here on the side of it if any of you do work with airbags that's the same airbag connector that's used in passenger vehicles for many things and so I thought well I wonder if I dare take this thing apart so I pulled the cover off and looked I thought I don't want this thing exploding in my hand but the more i thought about it the more i thought well it's even if it is self-powered which the press release said it has its own battery but I didn't see one when I disable or took it apart disassembled it has two additional 30 or 50 amp fuses at the top here depending on if it's AC or DC and then this blue and black plastic piece that you can see the back of right there is a part made by Autoliv and I don't have the exact I looked up I've got the part number for it here on the tesla pyrofuse but part of the pyrofuse is something called a battery disconnect switch a pyro switch from auto leave and I found one that looks just like it it has a high peak carrying capability of 2000 amps it's suitable for voltages up to 400 volts but it has a maximum continuous current of 300 amps at 85 degrees celsius so I'm not sure that well it's not even the right part number but it's it's very similar uh i uh this information is at pyroswitch.com you can go look at the different pyro switches that are made by auto leave but anyway I thought it was very interesting i totally disassembled this yesterday and then put it back together as you can see in these photos it has a little circuit board it has a shunt circuit a parallel current circuit uh where it appears to be watching the amount of current going through the pyro switch so this is a pyroswitch made by auto leave there's a circuit monitoring the current going through it and once the current going through it reaches some predetermined level I don't know what that is uh on the press release for the p90d it said 1500 amps but the P100D is even more powerful so it it probably has a higher rating but as soon as it gets to whatever rating tesla has decided it's going to cap it at then it'll apply a voltage and it gives a a certain voltage to fire it's 1.75 amps for half a millisecond and then it physically breaks open this high
voltage DC circuit and of course there'll be an arc flash at that high current but it has a little area to contain the arc flash and anyway it's an impressive impressive little unit I understand there's one for the Model 3 and the model y uh also okay so these what that means why should you care about the pyrofuse or a fuse is that any of these cables here any of these high voltage cables if you were to get in an automobile accident and pinch any of these cables to the vehicle chassis pinching just one of them won't do anything other than trigger trouble codes for something called loss of isolation and i have different uh training videos on those but if both of them get pinched through to the chassis or if they get pinched to each other then that creates a short circuit and rather than creating a short circuit that could cause say a fire they open the circuit very quickly this opens within 0.5 milliseconds 500 microseconds so that is to try to prevent fires from starting from high voltage circuits and possibly from fuses that don't open at a predictable time okay well let's follow the the cables now to the front of the vehicle and see what they connect to okay I'm on a different workbench now to assemble and connect all of the high voltage components from a tesla model s that are in the front of the vehicle on the second generation tesla model s so i have the positive and negative cables that are coming from that rapid splitter assembly on the other table here and I want you to see it's a little over 12 and a half feet long but the cables go all the way over to the other workbench where we were before 12 and a half feet which is approximately 3.84 meters of high voltage shielded cable so where does this go up front it goes to what's called a high power distribution block or module so there are the two cables coming in from the front of the vehicle right here and then we have two cables going out to the front Drive Unit front electric motor and then a bunch of other cables going to other high voltage components on the front of the vehicle so I have two of these high voltage junction blocks uh let's look inside of the other one I use this one for my actual connections but here is the other one I don't have it all labeled but i have removed the bolts and have taken the cover off of it and i want you to see that inside of here we have four fuses going across the top here there are two 40 amp fuses these two great big ones right there in the middle and then there's a 30 amp fuse right there and another 30 amp fuse on this side so all four of these outputs right here are fused now the cable coming from the front of the vehicle going through is just a straight shot to the front motor the pyro fuse that we talked about protects that circuit but there are fuses in this high voltage distribution block or junction block and this is really hidden away on the vehicle I can't even see it it's above the battery underneath the underneath the vehicle, you would have to remove the battery to even get to this so it's not something that you're just going to be able to do easily this does have right here a little button switch it's an interlock circuit so if somebody takes the cover off like I did and the cables are still connected it should open the contactors in the battery and turn off the high voltage to these or applied to these orange cables all right now there's there are some other circuits in here as you can see there's a circuit board right there as you can see in these photos there's some transistors as it turns out this fuse over here on the right this 30 amp fuse runs its power through some transistors here transistor circuit there I think there's four uh transistors in parallel that control the current going to the battery coolant heater and so it's not just a straight through always delivered it appears to be a variable amount of of current or just an on-off circuit for the battery heater I don't know which one it is if any of you know then put it in the comments so anyway we have power coming in right here just a straight shot through you can see bus bars that feed these fuses and wiring that feeds these four connectors off to the side and then the straight shot out to the front Drive Unit inverter and we'll take a look at that here in a few minutes so now let's connect these two high voltage cables to our high power distribution module and then we'll see what other components need to be connected it shows the polarity on the side of the module, it shows the positive cable goes in this side negative on this side so we'll put in our negative cable to the backside here has a couple of bolts that hold that in place I'm just going to put one in for the moment and then our net or a positive cable connection right there with another bolt okay so power coming in from the rear of the vehicle on these big long cables coming into our distribution module which just splits it up through four fuses or a straight shot to the the inverter for the front motor so let's look at the inverter for the front motor it has its own harness right here that looks like it's um let's see I actually measured it junction block to the front inverter these are 27 inches long or 0.69 meters each and so we will put these into the output of our high power distribution module with a negative on the inside and the positive on the outside okay power coming in power going out I forgot to show you there is a low voltage logic connection over here most likely to control that circuit board that's in there and to monitor the high voltage interlock circuits so now we will take these two cables that go to the front inverter and connect them to the inverter okay I promised you a video on the front motor from the tesla model s and I'm ready to shoot that video it's just on the next table but I needed to get this done first so this is the inverter assembly off the side of that electric motor the front Drive Unit which is buried if you open the frunk take out the liner, it's buried down underneath it is covered with an insulative material they call an NVH mat (noise vibration and harshness) anyway this is the inverter assembly for the front motor of the tesla model s from the beginning of the model s all the way up through in 2019 when they put in a permanent magnet motor in the front of the model s which from what i read is pretty much the rear motor from the Tesla Model 3. this inverter has a high voltage connection right here these two ports right here and let's see they've got to be labeled we have a plus symbol right there and a negative symbol right there so our positive cable it's going to connect on the bottom there still had some thread lock on it and then our negative cable right here okay so we've got the connection from our rapid splitter at the rear of the vehicle of the battery all the way through the big long cables to the front of the vehicle to our high power distribution module and then straight through to our front electric motor on the all-wheel-drive vehicle inverter assembly that leaves us four electrical connections we still need to make of high voltage components, we will start with this bottom one here 40 amp fused output power to the air conditioning compressor okay this is our electric air conditioning system compressor this is a variable speed scroll compressor it's made by a company named Hanon Systems out of Korea, this is the same compressor that's used in the Model 3 as well and it can be used in R134a systems or the R1234yf refrigerant systems it has a two-wire electrical connection DC input it has its own built-in inverter where it inverts it into ac and drives a little three-phase high voltage motor in here to run the air conditioning compressor at variable speeds it has a low voltage logic connection here for can serial data communication to the controller and this connection this dc connection to run an ac motor is picked up off this bottom blue connection right here on the high power distribution module so we'll plug that in so there's our air conditioning compressor our next uh component that connects to the high voltage distribution block here is the dc to dc converter this is the DC to DC converter for this vehicle we have two wire high voltage 400 volt or so power being fed to the DC to DC converter, it has an input from the manufacturer Delta Electronics says maximum input is 430 volts at 15 amps and then it says the maximum output which is incredible is 9 to 16 volts 2500 watts maximum well that gives us at 14 volts output on this red terminal right here remember we have DC voltage coming in high voltage 400 volt we the DC to DC converter takes high voltage DC and converts it down to low voltage DC but it steps up the current with the same ratio that it stepped down the voltage and so we can have 14 volts with what did I calculate a maximum of 178 amps to reach that 2500 watt maximum output 178 amps that's very impressive. most vehicles don't even non-hybrid and non-electric vehicles don't have an alternator that puts out that much current so that's pretty impressive this cable right here goes to the underhood junction block for your fuse block and your 12-volt battery. This is what charges the 12 volt battery as you see right here in this photo
underneath the hood this 14 volt output this little cable right here off this terminal right here this would be the equivalent of battery negative cable so it would go to the chassis of the vehicle that I have on the hoist here and then battery negative would be connected to that same vehicle chassis so this is the dc to DC high voltage DC to low voltage DC converter as you can see it's liquid-cooled um this gets pretty hot uh at maximum output or close to maximum output needs to be cooled and so this electrical connector right here this two wire one is going to plug into our distribution block picking up power off of a 30 amp fuse where the air conditioning compressor was the big 40 amp fuse so we'll plug that in that is our dc to dc converter output now our next output off of our high voltage distribution block here is the battery heater so this is the battery coolant heater we have an inlet and an outlet I'm not sure which one is the inlet which one is the outlet we have a high voltage two wire connection here for dc power and then we have a two wire electrical connection I assume it is for uh communication uh or control of the battery heater this battery heater I don't see a rating for its wattage the previous one I accidentally bought the older version and I think it said 6300 watts or 6.3 kilowatts if you guys know what the battery heater wattage usage is on a cold day when you start up the vehicle can you see how much power the battery heater is using let me know in the comments down below but this battery heater is the one that uses that circuit board inside of the junction block so it has a 30 amp fuse but then it goes through those transistors on that circuit board for control whether it be just on-off control or variable control I suspect it's variable but this is going to bolt up right here on top of our DC to DC converter that's where it sits in the car is right up right above the dc to dc converter and then the electrical connector for it goes in this too many pieces here in the second electrical connection down plug that in and then our very last connection is for the cabin heater the heater that heats the air for inside the passenger compartment this car does not have any type of liquid heater core does not use heat from the battery or the electric motors to heat the passenger compartment that is simply not true this is just all-electric heat so this is what they call the positive temperature coefficient or PTC heater it has a two-wire electrical connection right here it has a logic connection right there for the control of it and it has a big circuit board in here with a whole bunch of igbt transistors that control current that is going to heat up uh ceramic little elements uh inside of this many passenger compartment or coolant heaters use these ceramic heaters and this looks pretty big but I wish I could get down the one I have for the model 3 because it's about 50 percent bigger for the Model 3 so I assume for those of you that drive a model 3 that passenger compartment heat is a little better is a little better performing than in a Tesla Model S but this grommet right here you can see in this photograph going through the bulkhead connection at the front of the vehicle under the front because this is inside the passenger compartment near the evaporator for the air conditioning system and it is going to plug into our very top electrical connector on the junction block okay so just a quick review of the front of the vehicle we've got power coming from our rapid splitter feeding our high power distribution module it feeds all at the same time the cabin compartment heater cabin air heater the dc to dc converter the battery coolant heater the air conditioning system compressor and the inverter assembly for the front motor of the all-wheel-drive version of the Model S so that gives us one two three four five six seven eight nine ten high voltage components that we have connected 74 feet of high voltage cable to or let's see what was the equivalent in meters sorry I'm still having to remember to say meters 22.56 meters of high voltage shielded cable now this may or may not surprise you but all of these high voltage components that we've just looked at are also found on almost every other electric vehicle and plug-in hybrid vehicle that's out there i could take you over to a wall where I've put all the Chevrolet Bolt EV high voltage components and it has every one of these with the exception of the front inverter because it does not have an all-wheel-drive system but it has everything else that you see here it's different shape size different power levels but it has these same common components and you may have noticed that in on my parts I have common components numbered one through whatever for the number of components and so I'm trying to show my students this is a university these are automotive technology classes i'm trying to show my students and the public that even though it's a tesla it still has the same parts as a Chevrolet Bolt EV so I know this has been a long video we could easily spend a whole bunch of time on every one of these high voltage components which i actually do we offer some online training courses and a five-day boot camp course and if you look in the video description text there will be a link to obtain more training if you would like actual college training and to come to campus right here be here with me in this very shop and explore all these components and get into the diagnostics and actual functional tests and so on we offer all of that what's coming up next we've got the front electric motor for the Model S coming real soon and then the two electric motors for the Tesla Model 3 and then all the Tesla Model 3 high voltage components just like this I think you'll be pleased as to how much wiring they removed on the tesla model 3 versus the model s it's it's radically different all right one last thing if you feel you've benefited from this video and are in a position to donate to the automotive technology department here at weber state university all of these components and vehicles cost a lot of money and we could certainly use help acquiring more whether it be a donation a financial donation or equipment or vehicles or tools or whatever it may be there's a link at the bottom of the video description to donate if you're able so that is it, thank you for watching. you
2021-03-15