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@teslaownersSV Yep!

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@aikisteve @Tesla Brilliant, can't wait to try this with my model S on the Klausen pass

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Stator temperature sensor MUST be on the outer cooling jacket.

Inner winding ie the "rotor" it's temperature is correlated to that of the "stator".

The stator generates the most heat.

As we are dealing with a AC induction motor, the stator is operating at a stable temperature of 90c at 120kmh / 25kW power dissipation

Rotor power dissipation becomes dominant at high torque and not at steady state.

The physics of AC induction motors is well known including temperature distribution. I think what are conflicting on are your edge case conditions to that of steady state.

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@evclinic I congratulate EVC on their achievements, I can only imagine the amount of effort they have had to deploy.
I too would strongly recommend their LDU Holy Grail solution.

Keep up the good work and wishing you all the best for the future!

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@martweinberger @julienchleb @evclinic EVC maintain cooling for both stator and rotor however unlike the original Tesla design use high grade components to inhibit the possibility of future coolant leaking in the rotor system.

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@dm_jns @SawyerMerritt Bring it on Belgium!!!!

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@RampCapitalLLC @thejefflutz Time to get it right!

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@RomainHedouin @evclinic Yes it is a design weakness in le LDU, there are workarounds available, mainly the rotor coolant delete

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@GGorlam @evclinic Hmmm

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The issue here is the capturing and dissipation of unwanted residual energy.

There are a few points to discuss here some technical and other business plan considerations:

1. Rotor coolant delete does not have to sacrifice the rotor manifold. There are coolant delete manifolds available that can replace the factory unit, at a cost. I believe they are only available in the US.
2. Use case; LDU in extreme edge case conditions. All solutions will have physical limits, the driver has to take responsibility and be aware of LDU limitations eg strong acceleration or high speed.
3. Removing coolant to the rotor is a viable solution as most of the heat is within the stator which is still cooled and will be recycled.
4. Only replacing the bearings with more temperature resilient components is only a serviceable repair and still subject failure during heavy loads.

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@deloreancars @xiaoxu66669a @evclinic Exactly, correct!

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@Gamen4Bros @evclinic No, the only way is to inhibit the coolant from leaking into the rotor housing IE coolant delete.

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@josh_lor3nz @evclinic Why, please explain?
I have not seen the video but do understand the principles involved.
Please understand, this is also common practice in industrial engineering too.

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@unbtx65692 @evclinic Yes, this is a Tesla factory fix too. Can also be done with a component from QC Charge USA.
The rotor temperature does reaches 80c to 100c, well within tolerance.

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@asdfslkfsdfslkj @evclinic Exactly, even Tesla recommend this modification

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@evclinic @criptonewbie Not quite true, Audi have the same issues

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@alex_avoigt Brilliant news!!!

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@soapboxgirl514 @muskosophy Karen

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@JJackBrandt Well done! Brilliant information, good wishes to you and your family