Tesla Model 3 RWD Loses Regen With Winter Tires?

NOV 13 2018 BY MARK KANE 97

The change to winter tires surprisingly affects regenerative braking, it seems.

Tesla Model 3 owners report that after they switch to winter tires, the regenerative braking power significantly decreased (by at least a half of the normal force). The case seems to concern rear-wheel-drive versions only.

We would expect regenerative braking to adjust the situation and decrease if the traction cannot handle snow or ice, but a decrease of regen right after the change of tires is kind of surprising, especially at temperatures of 6°C (40F) on a dry road and with a heated-up battery (no charging power limit).

“Something strange is happening to Tesla Model 3 RWD vehicles. After installing winter tires, regenerative braking is about 50% weaker than on the all-season tires?!? Leave a comment if you are (or are not) impacted by this issue. 80Km/ph = ~50Miles/ph. Please subscribe if you enjoy my videos! #Tesla #Model3 #TeslaCanuck”

According to the video on Tesla Canuck channel, the issue is known to Tesla, so maybe there will be some remedy or at least we will know the reason, depending on whether it’s a bug or a feature.

One of the commentators – Vinceand Theresa – wrote:

“Yup, me too. I put on my Blizzak’s and immediate decrease of regen. I would say way more than 50%. The regen is a bit stronger in the slower speeds for me. Sometimes below 30kms/hr, sometimes below 20kms/hr. I submitted a ticket to Tesla and they responded that they are aware of the issue and working on it. Until then, I couldn’t take the clunky driving of the regen kicking in intermittently, so I switched back to low regen. I have never used my brakes so much in the last week or so since I got the M3 in early June. Hope they fix it fast. I miss one pedal driving.”

Categories: Tesla, Videos

Tags: , ,

Leave a Reply

97 Comments on "Tesla Model 3 RWD Loses Regen With Winter Tires?"

newest oldest most voted

Nah, water is wet. The Sky is blue

Glad to hear I’m not the only one seeing this. I wasn’t sure if it was the winter tires or the last few updates I got. Happened about the same time, hard to pin point which change caused this loss of regen

The winter-tire-low-regen issue is pretty widespread in Canada since the switch to winter tires has already happened in a lot of areas. If you haven’t reported the issue yet, I suggest you do so:

1. Sign into Tesla.com
2. Click the Manage button under your Model 3 VIN
3. Click Ask a Question
4. Fill out the form, and be sure to select the “Escalate this concern for executive review” option
5. Submit the form

I did as you suggested. And for reference I had Michelin X-Ice Xi3’s installed on the factory rims.

I’m curious how the car even knows you put on winter tires! I’m about to get one but will be putting on Hakka 9’s. Wonder if this is only happening with the Pirelli’s?

It mostly happens with real winter tires. The Pirellis are “performance” winter tires and less aggressive than the X-Ice, Bizzak, or Nokians. Though some people are reporting the issue with Pirellis sold by Tesla.

Same problem with bmw i3 and soft new winter tyres, the anti slip system thinks it`s slippery, but it is the rubber that flexes.

I believe it’s just the extra weight of the heavier, with more rubber and grooves, winter tires. Also, acceleration should also be reduced as the electric motor tries to spin heavier tires.

This actually makes the i3 safer, as it’s got pretty strong regen.

It’s not really the weight of the tire. It’s that good winter tires are softer and have more “squirm” to their tread, which confuses the traction control system. It needs to be reprogrammed to differentiate between squirmy tires and actual tire slip.

Wouldn’t regen be completely disabled and the traction control light come on if the squirmy tires are triggering it?

Not necessarily, it depends on how it’s programmed. A lot of EVs just significantly reduce regen when “slip” of any kind is detected. The more drastic the level of slip detected the more the regen is reduced. The LEAF for example drastically reduces regen if I’m approaching a stop sign and there’s any amount of gravel or bumps in the road that can trigger the slip detection, but regen never goes to 0, it just gets reduced by 50-70% or so.

Make sense, but if that’s the clue, at colder temperature when the rubber get more firm and study, the regen will increase on dry frozen road.

Guess we’ll know pretty soon.

Rear wheel drive limits (both physically and by EV control systems) the amount of regen. available because of weight distribution and transfer during braking and the fact that a rear wheel skid is very dangerous because the rear end of the car can and will move sideways. Front wheel drive allows more regen. in all conditions because weight shifts forward while braking. RWD EVs are unable to have as much regen. as FWD. Best, of course, is AWD assuming that both the front and rear motors can act as generators.

The trouble with rear wheel regen is that the rear can only handle about 30% of the total braking load due to weight transfer. That’s why you see the rear end of cars lift during heavy breaking. If you ever tried to stop your car with the emergency brake, you will find that the rear tires will lose traction way before the car slows down at a fast rate.

It’s not quite as bad as that because the motor is over the real wheels (unlike an ICE). But, yes, weight transfer to the front wheels during braking is an issue.

That 30 percent is based on old ICE standards. Lower center of gravity and putting the motor weight in the rear significantly changes things

Certainly EV’s don’t have their own laws of physics. In an ICE with weight distribution of 50/50 the percentage is the same as with EV with weight distribution of 50/50. So if it’s 30% with ICE, it is 30% with EV.

Of course these are possible to tweak with suspension design (think BMW’s paralever in bikes) and center of gravity (which i doubt has a huge impact if we just compare Model3 to say, BMW 3-series – but this is just my hunch)

No EV laws of physics are required here. You cannot treat weight distribution under braking as if it is the same thing as mass distribution. It’s not. The mass distribution of a car hardly changes at all under braking, but the weight distribution (how much force along the up/down axis is acting on the front and rear axles) does change dramatically. And here’s the kicker: the weight distribution between front and rear wheels will change more, for a given rate of accelleration (“decellaration”), the higher the center of gravity. Braking forces are transferred from the wheels to the chassis via the axles, and imparts a rotational torque on it. At the onset of braking the car begins to rotate, but as soon as this rotation starts, the front wheels are pressed harder into the ground. The car therefore doesn’t continue to rotate indefinitely, only until the torque from having the ground effectively pushing the front wheels up much harder than the rear wheels exactly counteracts the torque created by the braking forces. Except of course that no steady-state is really achieved in the real world – everything is dynamically changing all the time, and we have energy getting stored in… Read more »

30% may be with hard break and regen case may not apply then. When in snow its not 30%. rear is better as it leaves front for direction.

I’ve had an i3 going on 3 years now, equip winter tires seasonally, and there is definitely NOT any similar problem with the i3. I get 100% regen with exactly the same behavior as my summer tires unless a tire is actually slipping. I have NEVER seen any issue with regen on smooth, dry roads in the i3, regardless of tires or current temperature.

That is nothing like what is being described in this article.

Great to see this getting some news coverage since it’s really a safety concern!

The issue was originally reported on the forums as impacting some of the most popular winter tires (X-Ice, Blizzak, and Nokian). Tesla started by saying those winter tires were not approved. But lately people are reporting the issue even when using Tesla’s “approved” winter tire package (Pirelli Sotozero 2).

The reason it’s a safety concern is that the car has almost no regen over 20mph, and then regen suddenly kicks-in around 20mph. It’s a recipe to get rear-ended. Tesla has been telling people to put the car in low-regen mode, but that’s not a long-term solution.

The car needs to adjust to any reasonable tire that an owner may choose to install. Hopefully this coverage will light a fire under Tesla to fix the issue!

Regen in winter has it’s own safety issues. Strong regen could cause loss of traction. Lower regen in winter is better.

Low Regen is advisable in slippery conditions. But, when the roads are dry, it’s terribly inefficient to use low regen in a Tesla since they don’t have blended brakes.

This issue with the Model 3 occurs even on dry pavement when using winter tires.

how can Tesla know that after 200 meters there will be ice or dry cover?

The car should be able to detect low-traction situations and adjust accordingly. The driver should also be smart enough to activate low-regen in slippery conditions. But, most normal people aren’t diligent enough to handle that, so the car needs to do it.

Deactivating regen when the pavement is dry and it’s 50F outside is not acceptable. That’s what happens now with winter tires installed.

Clear. In the life of smart drivers, there are cases when it is very difficult to predict black ice, so it would be nice to somehow control the temperature of the road and warn when it approaches the freezing point of water and, accordingly, turn off the regeneration. The simplest thing you could do was to associate the regeneration shutdown with a tire change. but there are better solutions.

No. They already have a solution and it’s worked for years on Tesla’s other vehicles, other EVs and even ICE vehicles. The anti-lock braking system can detect wheel slip conditions very effectively and very quickly: If a tire starts to decelerate faster than expected (IE: Begin to slip) then simply reduce the amount of braking power that’s applied to the wheel to prevent said slip. This system has worked flawlessly for decades and is far more accurate and reliable than trying to measure outside temperature or any other non-sense. It doesn’t matter what form of “braking” is involved, whether it’s regen or friction brakes: if a wheel starts to slip, reduce the braking effort applied to the wheel. That’s the basis of the ABS system that has worked for decades and tying it into an EVs regen system is a no-brainer. The only issue here is that the M3 is improperly detecting the “flex” or “squish” of a winter tire as “slippage” when it shouldn’t. (That’s how sensitive the slip detection system is: The tire flexing more than expected can be enough to set it off) The issue doesn’t affect the Model S or X so as others have pointed… Read more »

All of this is true except for one part. If you are in a sudden lift-induced oversteer condition and get too sideways, simply cutting regen may not be enough to regain traction.

The problem is that there can be too much sideways force against the rear tire to get it turning at road speed again. You actually have to apply moderate throttle in order to recover. This is very hard for most drivers to understand, much less execute in real time in the middle of a slide. Especially for single foot drivers. It isn’t easy for a computer either. This is pro race driver stuff that usually only happens in lightened cars that have had higher ratio diff gears installed. It isn’t as easy to recover as locking up the front tires and pulsing the ABS.

That is why avoiding getting in a lift-induced RWD slide in the first place is so important.

ABS cannot help you in black ice conditions. moreover, in such situations he brings much more harm than good. Applying braking on black ice is not only useless but also very dangerous. Too much depends on the lateral and longitudinal inclination of the road, the presence of a turn, the quality and condition of the pavement, your speed. I have repeatedly observed how in a completely dry area with a small spot of black ice, the cars fly in bundles into the bump stop at a speed of 30-40 miles per hour. And it’s normally equipped cars like the Nissan Rogue, Subaru Outback, Toyota Land Cruiser, equipped with all-wheel drive and Stability. The same area for half an hour can cause two dozen crashes and all the cars while moving along the same trajectory at the same point with a spread of from 20 to 100 meters. Of course, if you pressed the brake pedal on the floor, you bulged your eyes and wait for the impact, then yes, maybe in this case the car with ABS will be better than without it. But not everyone is so drivers. Machines with RWD are the most difficult to control in conditions… Read more »
Ummm… You started out by saying: “it would be nice to somehow control the temperature of the road and warn when it approaches the freezing point of water and, accordingly, turn off the regeneration.” Disabling regen in response to “black ice” literally *is* what ABS does. And ABS has been proven time and time again to function just fine on “black ice” which is not any different than any other kind of ice aside from the fact that it’s very difficult to see because it’s so transparent. Automotive engineers have been testing and honing this feature on ice for *decades* so I’m not sure why you believe otherwise? I have personally tested ABS (On purpose) on black ice many times in controlled spaces, and it works just fine. A *good* ABS system gives you nearly as much steering control under full braking than you would have had otherwise since the tires should never exceed 0.3 friction coefficient if they are tuned correctly. People end up in ditches when they panic brake not because they brake with ABS but because they tend to also make wild steering inputs as well which would have caused loss of control even without the brakes… Read more »

VW eGolf allows you to pull the shift lever back as you slow to increase regen. This method is best otherwise you’ll Audi 5000 unintended acceleration type false claims aimed at Tesla.

Do Not Read Between The Lines

The problem doesn’t occur with the Model S and X, so it’s obviously fixable.

Thanks for the headline InsideEVs, now at least we can expect Tesla will expedite the fix.

I agree that it’s fixable, but it appears Tesla is having some trouble doing so. Posters on the forums are reporting that Tesla engineers are reaching out to make trial-and-error changes to their cars in hopes of fixing the issue. So far they’ve had no luck.

Nice to hear how thorough Tesla’s internal testing program is. Lol
Beta tester customers to the rescue!

They’ll get is fixed with a software update. I like my M3 for a lot of reasons, but having it get better every month with software updates is the best one. It seems to keep me from getting bored with the car.

But, it is annoying that they didn’t do any testing with any mainstream winter tires. They sell “performance” winter tires, which must be what they tested. Unfortunately they’re not up to handling real winter conditions in Canada & New England.

Tesla needs to hire some engineers who specialize in braking systems as having two known braking issues with the M3 makes me wonder what kind of testing Tesla does. Using owners as beta testers is unacceptable. Tesla also needs to drop the whole Califonia-centric nonsense and make vehicles that can perform in all conditions, not just warm, dry and sunny.

I didn’t think the Model S/X had as much regen as the model 3.

Being heavier they should be able to not feel the effects as much as the lighter smaller 3.

Isn’t this only applicable to RWD?

You mean the version of the Model 3 that had been shipped in the largest quantity? Yes, it seem to be most noticable on RWD. AWD is likely also impacted, but not very noticeably.

Seems reasonable to hope there will be a software fix for this problem — and from what is described in some comments here, it really is a problem and not merely a minor issue — since it doesn’t occur in the Model S or Model X.

the activation of the regeneration function should occur at a road surface temperature of 35-36 degrees Fahrenheit (4 degrees Celsius) and disconnected at a road temperature below 35-36 degrees Fahrenheit.

That’s far too extreme of a measure to take. I have access to my Volt’s regen even when it’s 0*F outside. There are MANY days each winter where the streets are perfectly dry, but temps are below freezing. In fact, I would say that is the majority of winter days. The system is simply too sensitive at the moment, if it thinks that tread squirm = loss of traction. They should be able to adjust that easily.

Absolutely not! This isn’t 1980–ABS sensors are far, far more advanced now!

Oh – that sucks. I just ordered winter tires on Sunday for my car… I had planned on putting them on immediately since black ice has been on the roads a few nights in the past week… ugh… now I don’t know what to do. First actual snow of the season is forecast for Thursday night… probably will be brief enough that I can just stay home to avoid it…

I hope Tesla fixes this quickly…

I hear you. I bought a set of takeoff Aero wheels with Tesla TPMS and had X-Ice tires mounted on them. I’ve been holding off on switching to them because this regen issue will kill my efficiency (and therefore range).

I’d argue that with less regen you will get better efficiency – coasting is the most efficient.

Of course when braking it will effect your efficiency, but still i’d argue that by trying to coast as much as possible you’d be better off efficiency-wise. So it seems that winter tires are actually better for hypermiling (in the regen sense)

I was the one that posted the issue on TMC. I agree it’s unsafe. Not knowing your brakes will work the same way they did the last time you drove the car seems like a big deal. Yes of course you get used to it, but your first drive, when you don’t know, is dangerous. No warnings or onscreen advisory leaves the driver expecting the car to be as it was prior to the swap.
Not only that, the no brake job Tesla will be reserved for the S and X until this is sorted.

It seems like a lot of people, including the guy in the video, report that regen at high speeds is inconsistent. Sometimes they let off the accelerator and get semi-normal regen, sometimes the car coasts with almost zero regen. That inconsistency is why I consider this a braking safety concern. Braking needs to behave predictably or accidents will happen.

It seems like Tesla realizes this is a safety issue, and that’s why they’re telling people who report the issue to use low regen mode. That kills efficiency but makes braking predictable. Since people’s lives are at risk, Tesla should send out an announcement to people letting them know that until this issue is fixed, RWD M3s with winter tires should be operated in low regen mode.

I don’t have my winter tires on yet, but the version 9 update, that was supposed to increase regen seems to me to have reduced it.

…I assume that‘s something else as the car is not able to detect what type of tire is mounted…

E.g cold battery reduces regen

I’m seeing the issue w/ winter tires even with a warm battery and no regen dots.

The “squirmy” tread that good winter tires have seems to confuse the traction control system. So, while the car doesn’t know what type of tire is mounted, with good winter tires it sees something it interprets as tire slippage and then deactivates regen.

This has nothing to do with a cold battery, which can also reduce regen.

Issue also occurs on AWD Model 3

No problem with Hyundai Kona electric and winter tyres. I have Continental VikingContact 7 installed and it regens on all levels from 0 to 3 with no issues. And this is the best thing about Kona regen – you can change it very easily from 0 (no regen) to 3 (max) with paddles!

Isn’t that a FWD car? Tesla has to be careful with regen on the RWD M3 so that the rear tires don’t lock-up and cause the car to spin. So, the traction control system is overly sensitive.

I had a Volt prior to our Model 3. It was terrible with fwd with the full regen paddle activated. Stop signs were horrifying. Our model 3 has the Sotozero Pirelli. Works well with warm battery. Minimal regen coming down a steep snow covered hill. I suspect to prevent locking up the rear wheels.

The Volt paddle regen is horrible. Any bump or loss of traction turns it off, resulting is a lot less deceleration than expected. Gm has completely fixed this in the Bolt. On the Bolt the paddle just gives a higher level of regen 70kw vs 50kw and it can still be modulated by the go pedal.

On the Bolt low traction conditions like snow/ice simply reduce regen until on a higher traction surface. Works well. I had a stop this morning on mixed snow and wet pavement. The car would slow down more on the wet and less on the snow as to be expected.

I’m glad to see this reported and discussed. Really hope that Tesla is able to adjust this and fix it. I just switched yesterday to Nokian R3’s in the northeastern US and felt greatly reduce regen almost immediately. I’m going to submit a bug report…

No issues on the Leaf that I am aware of, just the loss of regen amounts due to colder temps in general. Not tire specifically. This is interesting and don’t know why Tesla would see this reduction so drastically with a tire change.

I’ve almost lost control over the car due to regen on the highway with a model s 60 so I’m just happy this happens automatically!

Model 3, and for that matter all Teslas, do not have One-Pedal driving. You still have to use the brake pedal to come to full stop. i3 and Bolt have true One-Pedal driving.

The ’18 Leaf also has one-pedal (“e-Pedal”) driving.
Although not knowing where it will actually stop can require some human intervention.
The 2-motor Model 3 is almost as good. But can surprise you with its continued low speed rolling when done braking.

My thought is… how does the car know what kind of tires are fitted? It should do regen the same way no matter what is on the wheels.

Again, winter tires with soft & deep treads behave differently. They “squirm” a bit, which the car’s traction control system interprets as wheel slip. It then reduces regen because it thinks the car is on a slippery surface and doesn’t want the rear wheels to lock-up and cause a spin-out.

I, too am skeptical that the traction control system can detect the properties of the tire rubber. A squirm is way less motion to be detected than a slip (which is a relative difference in motion between the two tires. On the other hand, I haven’t noticed any difference in temperatures down to 0C, and I can’t imagine what else the system might be responding to. Still haven’t decided whether to do winter tires on my TM3.

I understand the skepticism but if you deep dive into how ABS works it’s quite plausible. First: ABS wheel speed sensors are very very accurate. In fact many vehicles use the ABS speed sensors to detect when one tire is slightly under-inflated vs the other tires. A small pressure difference (20%) would also amount to a tiny difference in “motion” between the tires. Secondly: ABS systems don’t rely solely on relative difference in motion between two tires to detect slip. (This is a common misconception of ABS) Otherwise a panic braking event could lock up all 4 tires simultaneously and the system would not react because the difference between all 4 tires would be 0 if they all locked up at the same time. Similarly: Tires are only expected to be spinning at exactly the same speed under very ideal conditions: Steering wheel perfectly straight and all tires being the same size, type, brand, age, tread depth, etc. In other words: Looking at the speed of the “other” tires is not a the best way to determine wheel slip as a wheel could be slipping before it exceeds a speed difference threshold when compared to the other wheels. ABS systems… Read more »

RWD with x-ice tires. Have the same issue

Report it to Tesla with the steps I posted above, if you haven’t already. In the next month there are going to be a lot of RWD M3 owners in the US switching to winter tires and having regen braking issues. Hopefully Tesla gets on the ball soon and fixes this!

Regen is not braking, it’s charging of the batteries, which doesn’t occur when the battery is full or too cold.

Strange that it’s actually called regenerative braking then. Braking is any method of slowing down. Could be an anchor or a a parachute. In the case of regen, it’s using resistance from a motor/generator in generator-mode.

A full battery and/or a cold battery do limit regen. It those are not the issues being discussed here. We’re talking about an oversensitive traction control system disabling regen for no reason.

In other motive industries, it is often referred to as “dynamic braking.” It slows the vehicle. You’ll be in the minority if you refuse to accept that transforming kinetic energy of the vehicle into voltaic pressure and then chemical energy in the battery is a process appropriately called “braking.”

I’ll be testing this on my 2018 leaf in a few weeks hopefully regen wont be affected on my vehicle. Cheers

My 2014 Leaf’s regen turned off when the battery was full or when it was very cold outside.

In my experience, it’s more a factor of temperature than tires. I’m still running stock 18″ rims and all-season tires … located in ND, so it’s relatively cold (5-30 °F) and recently city streets have been slippery.

If the car (more correctly) battery is cold, regen is off / greatly limited. Also it could be a traction concern. When full regen kicks in on a slippery road it will wiggle a little bit.

My pro tip is to plug it in 1 hr before leaving home and start the cabin heater 15-20 min before unplugging. That seems to help make regen more consistent when the weather is cold.

Do Not Read Between The Lines

This isn’t the normal reduction with temperature.
It’s the car’s response to the behavior of the tires.

I’m glad you are a Model 3 and winter tire expert. It’s so nice that you dismiss an actual owner’s personal experience and opinion. Jerk.

Do Not Read Between The Lines

The owners affected have reported the problem after fitting _winter_ tires.
You do _not_ have winter tires.
You have all-season tires.
You are not affected.
You do not have personal experience of the problem.

The owners affected are well aware of the effect of temperature on regen in Model 3.
The owners affected have reported the reduction happening even in temperatures well above freezing.
The owners affected reported the reduction happening whether or not the car indicates reduced regen due to temperature.
The owners affected report that the regen is reduced at higher speeds but an increase kicks in when speed drops to about 20mph.
The owners affected have reported reduced regen to Tesla.
Tesla has recognized that there is a problem and is working with the owners affected to fix the problem.

If you want to read the experiences of a ton of Model 3 owners who have the regen issue after installing winter tires, just search for “model 3 winter tire regen” and read the first few forum hits.

It’s absolutely a winter tire issue. Even Tesla has acknowledged the issue, they just don’t have a good fix yet.

Low regen due to a cold battery or truly slippery conditions are not a factor. Also a “pro” would know that the cabin heater has nothing to do with battery heating on the Model 3.

Speeding in a 60 zone naughty boy 🙂

It’s actually a good thing as you will have to use the breaks more, which will make them last longer.

I debated about responding, but couldn’t resist!

The “breaks” (or brakes for those of us with advanced degrees) are based on friction between a rotor and pads that wear. So, the more you use them, the more they wear. Once they wear out you have to change them. Ergo, using the brakes more often will require that they be replaced sooner.

Yes, true in most situations. But, in the winter when road salt is being used, rust will form on the brake discs. A good way to keep the rust away from the brakes, is by creating friction between the pads and the discs, I.E. braking.

On my E-UP i had to replace the discs after just 3 years due to the car not letting me turn of regenerative braking. Apparently this is not unusual for electric cars.

Rust can form on normal steel brake rotors from a lot of things, including rain. Luckily any good EV has a special rust inhibiting layer on the rotors. The rotors on my 2012 Volt have yet to show any rust. The brake pads and rotors look like new. And that car has blended brakes s the friction brakes rarely get used.

While occasional exercise of the friction brakes is good, brakes on any good EV will outlast the car. Being forced to use friction brakes with winter tires just reduces efficiency with no upside.

Good for you. I’m inclined to think that you live in a place with a short winter season and/or no mandatory car inspection if you don’t know of this problem.

My break-disc is burning!!

I have not installed winter tires yet, but regenerative braking is substantially less because of cold weather. Are they seeing even more than usual? After the battery warms it comes back.

No. This problem exists when the battery is warm and not charged beyond 80%.

I totally realized this too! I almost got into an accident because I drive according to how the old regen worked. If it was colder or the roads were icy I would have definately hit the car ahead. I do agree that the regen still works at low speeds but at highway speeds the regen with winters sucks! Tesla please fix this ASAP!

Read somewhere that regen has to recalibrate when changing to winter tires. But nor sure if you can trigger this yourself or if you have go to service center.

Nope. They’re even seeing this issue with the Pirelli snow tires they sell and install, though in lesser numbers because that’s not an aggressive winter tire.

Do you think it might just be from the cold weather. It takes the battery a while to warm up and the “Regen braking is limited” warning comes on. I haven’t put my snow tires on yet and still I get the warning, so I think it is just the cold.

It’s not that. There are no warnings and the battery is warm. Not charged over 80%

I just put on winter tires on my RWD Model 3 and I am experiencing the same thing. Standard regen is so weak that the brake light doesn’t come on at highway speeds. When speed reaches 20mph, the regen then significantly increases.

As its been mentioned, they have a softer rubber that is softer at cold temps than regular tires are at regular temps. Softer rubber will contact more of the road surface at any given moment for improved grip/friction on the road surface.

The other aspect is that people often fill winter tires to lower air pressure to further improve traction

Winter tires are heavier than regular tires, and rotational mass will have more of an effect than static mass.

….all of these things combined will significantly reduce the amount of power regenerative braking produces because they are less efficient and there is more rolling resistance, meaning there is less opportunity for regen braking to slow the vehicle.

I really wish I had seen this before putting the X-Ice tires on my car yesterday. It’s like driving a dead fish now, I think I’m going to try and take them back today. Tesla needs to allow for a winter tire setting (even if it’s only turned on through a service call or from HQ, but ideally they’d trust people to change the setting from the UI in the car).