If they manage to go into production, they will appear in a new vehicle, not in the Model Y. For now, we have the same harnesses as the Model 3 and an empty bottle of Canadian Club whiskey right next to them. Was it a disappointing metaphor?
Munro praised the use of troughs and candy strips, with smaller wire sizes. The engineer then mentions that a higher voltage would help further reduce the gauges, such as “40, 42 V”, but we think he meant 48 V, like some hybrid systems that we see currently in use.
Munro also talks about communications on power lines. We understand that using the CAN bus, but it’s not new. What we expected was a new wiring system that was both shorter and easier to install in the car with robots, and there is nothing like that in the Y model.
Another disappointment of the engineer was that he expected the charging cable to not only supply power to the car, but also to route it to other applications. This would allow a Tesla to use smart grids or even help another vehicle get juice in an emergency. Munro probably expected this because of the many redundancies on the circuit boards, but that was not the case also in the Y model. It would be fantastic if that were the case.
The engineer uses this video to show the heat pump outside the vehicle, connected to the octovalve – like a Medusa head waiting to turn people into stone – and to the front cradle with the induction motor. The two will go to other people who take them apart at home to tell us more about them. We hope that these components will give us better news than cable harnesses.