Bjorn’s Bad Luck With Model S & Test Drive Thoughts On Loaner 60 kWh Version – Videos


After 86,000 km (53,437 miles) of driving, Bjørn Nyland’s Tesla Model S P85 hit a bit of a speed bump. The contactor in the main battery pack had failed while he was away from home.

The Millennium Falcon is back! (Photo credid: Bjorn Nyland)

The Millennium Falcon has been fixed! (Photo credit: Bjorn Nyland)

A similar incident had occurred with KmanAuto’s 60kWh Model S… There was an issue with some of the earlier production Model S’ with the contactor, but just like Bjørn mentions towards the end of the video, this issue has since been solved.

The upside to this story is Bjørn was provided a loaner (which was swapped for a 60 kWh Model S soon after he received his first loaner).  Additionally, Tesla Motors immediately took care of the issue and gave him a brand-new “D” battery pack.

We like seeing and hearing how Tesla Motors handles issue in such a way that “Polite and Professional” and “Above and Beyond” are understatements, which is what seems to be exactly the case here.

Bjorn was reunited with his P85 Model S after 10 days. So, now he can continue his long, informative, stereotype-debunking Model S videos! Like this

While Bjørn had the 60 kWh Model S, he took the time to provide us with his personal review video filmed during his incredible 10-day, 3,000 mile time frame with the vehicle.

You can check out the 60-kW review in the video below.

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26 Comments on "Bjorn’s Bad Luck With Model S & Test Drive Thoughts On Loaner 60 kWh Version – Videos"

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George Bower

for all us non Tesla owners:

What’s better about the D’s pack

See Through

Pretty much every known Tesla has gone through some sort of major failures ( battery packs, motors) within first couple of years.

Big Solar

Pretty much every one of your posts are unfounded BS FUD. At least until people start responding then you back off a little so you look good, then same old story over and over. What a waste.


I have 10+ P85s under my supervision. 3 have already gone through a DU change, 1 has gone through contactor change in HV battery. All cars are 14 MY manufactured from Feb + of 14. Mileage on all is under 10 kkm.
So yes, there is definetily an issue with key powertrain components quality at TM. We still like MS but I think in automotive world it’s called a recall which TM does not have for some reason 🙂


You noticed that too, huh?

Joshua Burstyn

We have 70,000km on ours. I broke the windshield wipers. That has been the only item fixed. I drive 120km a day, minimum, many times during horrid weather. Last winter the car faithfully carried us to and from my mother in law’s house… a ~200km trip over hilly terrain in temperatures down to -32c. There were major snow storms at the time as well. We made the trip four times without issue.

The car is highly reliable.


Seems like some people just can’t stop hating. I’m sure Tesla wish they had better overall reliability, but that’s not the same as saying that every single one has had failures.


Nope!! Mine is almost one year a NO breakdowns at all. Fixed the sunroof and thats it. 26000km today.

Blueberry Blipblop

D battery supports up to 150 kW Supercharger, whereas the first generation A supports 90 kW and B somwhere in between, I guess 120 kW.


I recently had my Model S break down on me.
Battery pack failed.
My car was manufactured in April/May 14 and delivered late June.
It had clocked merely 12.300km.
I originally had a D-pack, but they changed it to a remanufactured B-pack.
I wrote to Tesla about this, because I was concerned about the 120kW vs 150kW.
If the Superchargers in the future becomes faster than they are today, a B-pack would be a downgrade to my car if the D-pack supports up to 150kW.
The guy from Tesla wrote to me that there was NO difference between B and D when it comes to charging speed at a SC.
Time will tell if this is correct.
Bjørn was lucky and got a brand new battery, even if his had been used for a year and 86.000km.
Mine was a bit more than 4 months old an only gone 12.300km.
So I think that saying that Tesla always over-delivers on warranty issues is not something I’d agree to.
I had a Volvo V60 loaner and even had to pay for the diesel.
Not impressed….


I wonder if Bjørn’s social media presence factored into him getting a new battery pack instead of a refurbished one.


It is possible.
It may also be possible that the battery he got was the only one in stock.
KmanAuto got a Remanufactured B-pack. I think he had a A-pack originally.


Getting a used, remanufactured and older version battery pack as a replacement in a basically brand new vehicle is not what I would call good customer service on Tesla’s part.

Have you tried to elevate this issue with Tesla beyond what you’ve already done? Tell them you bought a new vehicle and you expect a new battery, not a rebuilt older version battery.

I wrote to Tesla Norway about it. Concerned about future SC speed, and the fact that it is an older version of the battery pack. Asked what remanufactured means, is it just refurbished or is all cells swapped out? The answer was that they service the battery, exchange cells that need replacing an they replaced parts like the contactor that has caused some issues. They measure the battery to see what condition it is in. When customer has to replace a HV-battery they’ll swap it for a remanufactured one that is at least as good as or better than what the customer had in his/her car. The charge speed is supposed to be identical. Up to 120kW for both D and B. But I now have a HV-battery that could have been used for over a year, clocking 10’s of thousands of miles before they refurbished it. I can just take their word for it that this battery has equal or better capacity than my original pack. And if Bjørn ever makes a video where he’s charging at 140-150kW at a SC I will have to contact Tesla again. The first generation SC had 90kW. The new ones have 135kW.… Read more »

The battery packs have a part number that ends in A,B,C, or D (recently a E version popped up, with speculation it’s to support the more powerful P85D). The oldest version is the “A” pack which only goes up to 90kW in supercharging. “B” pack and afterwards can support 120kW (and supposedly newer versions support even more).


What on earth is the ‘D’ Pack? D-cell puns aside, what’s the difference between a P85D and ordinary 85 kWh pack?

Joshua Burstyn

P85D denotes the powertrain configuration. (Motors, inverter, torque and HP numbers.)

A ‘D’ pack is a later revision of the 85kW capacity battery pack that can be fitted to a S85, P85, P85+, P85D or 85D.

Anton Wahlman

What’s up with all of these failures? What does it cost Tesla to repair/exchange all of these parts?


It costs them a lot…. But it is manageable when selling only 35k a year at $90k a pop.

Tesla’s support is great, but friendly, fast and free service is not quality. Real quality is a systematic and statistical approach to reduce defect levels at all stages, which includes design, supply and manufacturing aspects. The best service is no service needed.

One of Teslas biggest challenges when going to high volume Model 3 production will be to establish and maintain sufficient quality because picking up and fixing large numbers of cars that sell for a mass market price will not be financially viable.

Tesla is not alone with this problem. Other EV manufacturers have had quality issues while developing EV experience – the Focus has a high rate of cabling problems causing SSN, the Leaf battery issues are known, 500e axle failures due to torque…. The Volt has fared the best by far, which is a testament to effectiveness of GM systems (when they want to, that is!).

But more is at stake for EV only startup Tesla, and they have to build all their quality systems and processes from scratch. I sincerely hope they are successful.


Not true for me. I have a Volt and Model S. There have been significantly more issues with my Volt than my Model S, though neither have had major problems.

Both are pretty good for new tech with a significant number of new components and, in the case of the S, a whole new platform from an new car manufacturer.


“Real quality is a systematic and statistical approach to reduce defect levels at all stages, which includes design, supply and manufacturing aspects. The best service is no service needed.”


Bill Howland

All this service must start to cost Tesla money….

You would think coming up with reliable products would be a somewhat higher priority for their flagship product.

So perhaps this is fine as long as Tesla doesn’t make many sales – but if they greatly ramp up their sales, the failing cars will cost them dearly.

Looks to me like this is a Horse Race.

Does reliability increase faster than the expected sales? Or do increased sales just mean increased warranty cost for Tesla?

Lindsay Patten

For an objective evaluation of Model S reliability see Consumer reports:
Google “Survey shows Tesla Model S has average reliability”

“In the grand scheme of things, an average score, while not impressive, isn’t terrible either. Lots of high-end cars have an average score, including, for instance, the Acura RLX. A few, largely from Lexus and Audi, are outstanding, but many, such as the Mercedes-Benz S-Class and Cadillac XTS are far worse.

In some circles there has been a tendency to either over-react or to gloss over Tesla’s teething problems. Thankfully, here at CR we don’t have to react to such hearsay. The findings we share with you are based on first-hand experience and actual data rather than assumptions, however plausible those assumptions may seem.”


In CR’s annual auto edition for 2014 (page 88) CR added the 2013 Model S to their “cars to avoid” list due to “below-average overall reliability”.

The ‘average reliability’ CR shows is something different, it is “predicted reliability”. CR is betting reliability will increase from below average to average.

Bill Howland

Let’s hope their reliability increases from ‘below average’ to ‘average’, at least.

If I had been of another mind, I could have invoked NY State’s Lemon Law on my vehicle, but I loved the roadster so much, and it is so unique (alas not even a Detroit Electric yet) that I suffered along with the problems, including the ones the Tesla Service Center caused (!!!), but to their credit, Tesla eventually fixed all the problems. Key word there was eventually.

I now find to my horror they have few Roadster Mechanics any longer. As the story goes, even though the money is good, most of them quit (or are promoted to service manager), the ones who quit do so because they are forced to work 70-80 hours a week.


Good to hear from you again, CherylG, had wondered what became of your impossible to prove Consumer Reports mantra. Oddly enough, my page 88 of CR Annual differs diametrically from your copy, though I am sure that can be explained by your next several posts where you will suppose that My edition is Not the edition that You referred to, enabling you to state “Consumer Reports” and “Avoid List” twenty or thirty times in the process.
Merry Christmas, hope you get that Life you’re so desperately needing.