Tesla CEO Elon Musk recently demonstrated improvements the all-electric vehicle manufacturer has made to its creation process for the Model Y crossover SUV. In an interview on Ride the Lightning podcast, hosted by Ryan McCaffrey, Musk discussed lessons learned from Tesla’s previous transition from the Model S to the Model X as applicable to the Model Y, in Addition to conclusions made from the automobile ’s outgrowth of the Model 3. He also provided some insight on the design decisions behind the Model 3, which also proceed to the Model Y’s layout.
Musk and McCaffrey’s discussion about the Model Y manufacturing process began with the question, “What are the biggest lessons learned from the Model 3 app that you’re using to the Model Y? ” However, Musk indicated a more comparative learning contrast came from Tesla’s layout of the Model X and its death from the Model S.
“The Model X ended up being a radical departure from the S…using all the Model Y, we all wanted to avoid the tech we had with the X. It must have been simple traveling from S to Xbut instead, it was hell due to so many new technology …It would be too risky for your organization to do that with all the Y,” Musk explained.
I'm observing incident 200 of Ride the Lightning, my weekly @Tesla podcast, even in THE BEST manner possible: a 1-hour meeting with @elonmusk himself! 
I can't wait to talk about our conversation with all of you! It airs this Sunday, June 2 @ 9am ET/6am PT on major podcast services. 
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— Ryan McCaffrey (@DMC_Ryan) May 30, 2019
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Even the Model Y crossover required to deal with flexibility due to automobiles in its class like cargo capacity, seating for 8 or 6 individuals, and much more ride height than a vehicle. Tesla dealt with these attributes while also keeping in mind the effect on battery range a bigger vehicle may have, based on Musk.
“We tried to make the automobile as like the [Model 3] as possible except in the case in which a change was required to attain SUV functionality…[all] while still having a low drag coefficient and not raising the frontal area too much,” he detailed. Overall, Musk concluded that CdA (automobile drag coefficient) and mass of the Model Y only impact 8-10% of the battery variety compared to the Model 3.
The plan of Tesla’s Model Y and lessons learned from Model 3 production also led to a production improvements for the electrical crossover. Musk comprehensive how the Model Y underbody was changed to aluminum casting rather than stamped steel and aluminum pieces, which considerably simplifies the moving parts involved with creating the vehicle.
This change effectively suggests that originally, using two castings to make the construction will take the process from 70 parts to 4 (castings plus joiners), also after the “big” projecting machine comes into operation, the process will have attracted the process out of 70 parts to 1 (casting just ). Using casting over stamping reduces the weight of the Model Y, enhances MHB (heat produced), reduces cost due to the smaller number of parts required, and drops funds expenditure on robots.
Tesla’s mill in Fremont is mainly driven with a robotic production process. | Image: Tesla
As for the manufacturing place of the Model Y, Musk said the choice wasn’t quite final, however, the default place was Tesla’s mill in Fremont, California, using all the runner-up being Gigafactory 1 in Sparks, Nevada. Producing the Model Y in Fremont would be the fastest way to draw the crossover SUV into manufacturing, based on Musk. “One choice isn’t natural across other,” he said. Freemont is producing the Model 3 and the two vehicles share 75% of the components, however, Gigafactory 1’s place has a reduced cost of living, meaning an overall greater value for Tesla.
The similarities between the Model Y and Model 3 being exactly what they are, Musk additionally spoke with McCaffrey a number of the design decisions that initially went into creating the Model 3. In response to the question, “What’s the hardest layout choice you had to create on Model 3? ”, the CEO cited two key aspects that went into the midsize sedan’s development: the camera as well as the nose layout.
Reducing the number of screens out of two in the Model S to one in the Model 3 came with a few pushback, Musk explained. However, he felt that owners might prefer an open view of the road, and everything required while driving could be fit onto one screen.
This backdrop brought up community rumors of a heads-up display (HUD) being contained in Tesla’s automobiles. On the topic, Musk put the record straight – there was no plan to include a HUD, nor will one be added in the future. He just doesn’t enjoy them, and the transfer to self-driving makes them moot. “We talked about it, however, I’ve tried different heads up displays and discovered they were bothersome,” he said. “We felt the car would go to self-driving…As you’re coming liberty, why project things you don’t even care about to the screen? ”
The nose Tesla’s Model 3, that does not look like Lord Voldemort. | Image: Tesla
Something that customers do care about, however, is the look of their car. Musk detailed the issues in making an appealing layout for the Model 3, that wasn’t simple thanks to the absence of front grill around the vehicle. “You don’t wish the nose to seem like Voldemort…You’t must find some character or it doesn’t look good. ”
Also mentioned was the choice to reduce the diameter of the Model 3 to 185 cm above the 195 pound of the Model S to help sell more cars in Japan. The nation ’s parking machines simply accept cars around 195.4 cm wide, which leaves very little wiggle room in the production process to meet. The shift to 185 cm supposed any Tesla Model 3 would fit in any parking garage in Japan.
The Model Y is defined to start production in 2020, and bookings are open on Tesla’s website.
Listen to McCaffrey’s complete Ride the Lightning podcast meeting here.
The article Tesla’s Elon Musk details Model Y production advancements, insight on layout appeared initially on TESLARATI.
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