Let’s talk about the driving quality and daily energy consumption of Model 3 after replacing the coilover shock absorbers.

In my last post, I decided to upgrade the shock absorbers of my MODEL?3 because the original shock absorbers were really poor in texture. For more information about my car pickup and interior modifications, please see here.

As for the coiled shock absorbers, I chose the border from Taiwan. It costs about 5,000 yuan and is very cost-effective. Moreover, there are exclusive models for Model 3 which are easier to modify. In fact, the first thing I wanted to switch to was TEIN. After all, the driving experience would be much more comfortable, but there was no exclusive model. ?From the appearance of the original shock absorbers and the coiled shock absorbers, it is obvious that the stroke of the coiled shock absorbers is much shorter than the original shock absorbers, and the springs are also much shorter, which has a significant improvement in support.

The overall process of replacing the shock absorbers is not complicated, and the overall construction time in a professional modification shop is only two hours. You don't need to remove anything to install the rear shock absorber. For the front shock absorber, you need to take off the entire cover of the front trunk to see the top screws of the shock absorber tower. But you must pay attention to this screw. The screw hole is very thin and requires a special thinner socket to reach in and unscrew the screw.

Remove the front wheel and you can see the front four-piston caliper of MODEL?3. This caliper is manufactured by brembo. The hardware is excellent, but the brake pads are really average. When this set is used up, I plan to replace it. The dismantled chassis parts clearly show that the localization rate of my batch of model?3 is still very low. The chassis parts are mainly made in Mexico and South Korea, as well as the glass roof, windshield and rear of the vehicle. The gearbox is made by Saint-Gobain in the United States, and the four doors are made of domestic Fuyao glass.

As an appearance control, the posture of the entire vehicle must also be perfect, so in addition to the coilover shock absorbers, I also installed a set of forged flanges to make the tires and wheel eyebrows completely flush. Tesla's rim design is very clever. The depression inside the rim can hide the protruding parts of the original screws. Unlike my previous BRZ, which had the original screws cut off to install the flange, which was very painful.

The effect of getting on the car is like this. After the edges are aligned, it looks very full, especially the rear and sides of the car are in great condition. As for the data of the flange, it is 1.5CM in the front and 2CM in the rear. I hope it can be a reference for everyone. .

It has been driven for more than a thousand kilometers since the coilover was installed. Next, I will talk about the driving experience in detail. ?The most direct improvement in driving experience is that the vibration filtering of the chassis gives Model 3 a "high-end feel" and finally makes it look like a luxury brand car. In addition to improving the appearance of the twisted teeth, the improvement in mobility is also more significant. It is very ground-absorbing on daily undulating roads, without any unnecessary bounce, and the roll suppression is particularly good when turning. However, the previously mentioned disadvantage of unadjustable steering force appears again. The steering wheel is not stable when turning at high speed. OK, not very confident. ?In daily driving, the disadvantage of the coilover is also obvious, that is, after the suspension stroke is shortened, it will be very bumpy when passing the speed bump, and the vehicle speed must be controlled, otherwise it will really bottom out. As for the chassis height, there is not much of a problem in the basements where I often go, such as Hopson Hui and Chang Ying Tian Street, which I have inspected on the spot.

Let’s talk about this home charging pile with a particularly good experience. ?First let’s talk about the 1500KM super charger that was given when I picked up the car. It actually provides over 300 kilowatt-hours of electricity. I used it intermittently with the state power grid to charge it and I traveled more than 3000 kilometers. It is quite durable. But I don’t think it’s worth paying for overcharging. The cost of using the car is close to that of a fuel car. But with the charging station installed, it costs 0.48 yuan per kilowatt-hour. There is really no psychological burden when using it. I would even take a nap in the car with the air conditioner on or watch a few videos when I have nothing to do. After all, the seats are comfortable and the air conditioner is blowing. Tesla can directly apply for a 380-volt electricity meter, and the electric pile can charge up to 80KM/H at full power, which is quite fast. ?By the way, let me give you an idea of ??the cost of installing a charging pile. The cost of the charging pile on the official website is 8,000 yuan, including 80 meters of cable. During my actual installation, I only used 30 meters of cable, and my wires were led from the basement to the parking space. I think this 80 meters is sufficient for most installation conditions. But I need to dig trenches to route the wires. One meter costs 50 yuan. The total cost for a 30-meter trench is 1,500. I also need to drill holes in the load-bearing wall. There is a fee for the cement piers for the electric piles. I bought the waterproof box for the electric piles from Taobao. I bought it online for about 750 yuan. The total additional consumption of electric piles is 11,000 yuan.

Although the money spent on recharging may be enough to drive the car until I sell it, the convenience brought by the electric pile is still worth more than 10,000 yuan.

In terms of energy consumption, my air conditioner is turned on automatically at 23° in the summer, with standard acceleration and lowest kinetic energy recovery. The basic power consumption is around 150Wh/KM, and the actual cruising range is about 70%-80% of what is shown on the meter. % look like. It's autumn in Beijing recently. I turned off the air conditioner compressor, and the energy consumption is basically around 130Wh/KM. As for the cruising range, it doesn’t mean much to me. I won’t leave Beijing with this car anyway. Even a trip to Yanqing and a full charge is enough for a round trip. As long as it is qualified enough for urban transportation, I will just leave it to the traditional internal combustion engine for long-distance travel.

At the end of the article, let me complain about the continued demotion of Model 3. I spent the money I spent on the long battery life to buy a set of standard battery life. It is really a verdant green leek, and it is the most severely cut among domestic Teslas. In addition, I have been driving my car for half a year, and there is still no reliable car club in the Beijing area. . . I hope my friends in Beijing will cheer me up after seeing this post.