Watch Tesla Model S Drive 125 MPH For Over An Hour


Someone told us EVs can’t drive at high speeds for more than a few minutes without issue …

There are still plenty of myths out there about electric vehicles. While some are truly false and have been since the beginning, others were actually true and still are true in some cases. One such criticism is that electric cars can’t travel at high speeds for extended periods of time without losing steam and eventually “overheating” and having to “rest.” This has been proven in Tesla vehicles in the past, but it seems the issue may have been resolved.

The Tesla Model 3 arrived and proved that an electric car can handle the drag strip and the track, hold its own even better than many expected, and not overheat. Electric car aficionado and Tesla fan Bjørn Nyland decided it was time once again to put the Tesla Model S to the test. More specifically, Nyland is in a Model S P100D with Ludicrous Plus mode. In order to prove that the car can handle high speeds and not overheat, he provides over one hour of footage. The car just keeps going on going and going.

Let us know what you think about this positive news in the comment section below.

Video Description via Bjørn Nyland on YouTube:

Model S P100DL driving 200 km/h, 125 mph over 1 hour

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19 photos
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32 Comments on "Watch Tesla Model S Drive 125 MPH For Over An Hour"

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It shouldn’t overheat in those circumstances. In fact if the cooling system is set up right you should see some nice steady and stable temps. At a constant speed it’s not really under much load, it only needs enough torque to maintain its velocity.

It will overheat, and very quickly, if you spent an hour repeatedly accelerating to 100mph and stopping again. That’s the sort of load that increases temps.

That makes sense. Although at 125 MPH I’ve gotta think that pushing a 5500 lb brick through the air has gotta put the car under a fair amount of load. Wind friction is pretty heavy at that speed, which just happens to be terminal velocity in free-fall. If you’ve ever jumped, the wind force is pretty tremendous.

The air doesn’t care about weight, only shape and frontal area.

He was using a bit over 100 kW at 200 kph. That’s about 1C, which should be sustainable. He said his Model X had overheating issues after 30 minutes. That’s a smaller battery pushing more air out of the way, so the battery was at 1.3-1.4C.

Good point on shape vs. weight. Ballistic coefficient is everything.

Acceleration is mostly about weight, top speed is about drag.

“At a constant speed it’s not really under much load, ”

That depends on the speed. 100 kW @ 200 kph becomes ~325 kW @ 300 kph. That’s a higher average load than repeated runs at the drag strip.

Yes, aerodynamic drag does increase exponentially, but I think maintaining 300kph is a pretty extreme example. Even ICE cars have to take extra measures to sustain those sorts of speeds. A nice steady 250kph isn’t going to bring too much more load, It seems to be around the 250kph/155mph region where resistance really starts ramping up.

It actually increases with square of velocity – but you’re close 🙂

Drag force increases with V squared, but drag power increases with V cubed.

The latest Bjorn run, linked below, shows the load doubling to ~200 kW at 250 kph. That’s a 1.25x speed ratio and 1.25^3=1.95, so the math checks.

Yes and this is simply due to the fact that power is work x speed which is [N * m * m/s] = [kg * m/s^2 * m * m/s] = [kg * (m/s)^3 ]

At 250 the motor rotates at about 18.000 Rpm. Believe it or not that creates heat.

But we are discussing heat at the battery/battery cells, not the motor. I would be surprised if they used the same coolant circuit.

I was a passenger in a Model S, probably a 2015 model (could be a 2014 or 2016), on the Autobahn. Was driving pretty steady in 160km/h (faster only some of the way, and a few times in may be 130), and experienced significant reduced power.
Has there been a software, or a hardware solutions to this?
I myself would probably never have experienced this, as I cruise at lower speeds.
If it is hardware related, is it something customers can upgrade on their model, for a price they can live with?

I drove at a sustainained 150km/h from Denmark to Italy and back this summer. The trip was about 5000km with superchargeing only. The temperature was 31 degrees Celsius. Not once did it overheat, did some 250 runs too. No limp mode or anything. But acceleration gets limited a bit when doing top speed for a while. Model s 85d

Tesla improved the heat transfer ability of the S/X battery pack with the 100 kWh versions. I’m not sure what, if anything, the Ludicrous or Ludicrous Plus versions add as far as steady-state cooling ability. At top speed, Tesla has to deal with heat generated by the motor and the inverter, not just the battery pack. It’s possible the Ludicrous and/or Ludicrous Plus versions have beefed-up cooling systems for the motor and/or inverter.

But the 2014-2015-2016 Model S you rode in probably wasn’t an S100.

Anyway, this would be mostly or entirely a difference in hardware, not software.

Thanks, for the info.
I’m not sure which type it was. Both (my boss/the company used to have a 75D and one with a larger battery, maybe a 85) was in use at the trip, but I would guess I was a passenger in the cheapest one (as I would expect him to use the best one himselves), on the other hand his son was driving “my” car. This was in the summer with really nice weather. It was close to 30 degrees C, in the shade. We had been driving about 6-7 hours at 120-130 km/h and had been at two superchargers before we started to drive at higher speeds. We were again at a charger, and some time after that, we experienced a loss in power.
We thought is was something wrong with the car, at that time.
That is the only time any of these two cars har this situation.

Why would he need ludacris mode one to go 125 mph???

To see power and lateral acceleration numbers.

This car would be great if all golf course communities were converted into racetrack communities full of rich speed fanatics.

Seems to me to be the perfect CEO vehicle.
Don’t really need the race track.

Another Euro point of view

Another example that a well designed car with a bit of a long wheel base can be driven fast on highways for a long period of time providing those are fluid and dry. Never got those “oh but driving above 90 mph is unsafe anyway” gran dad comments . If you drive a junk on a busy and badly maintained highway for sure, otherwise 100 mph can be so easily maintained that after 5 minutes you don’t even notice your speed anymore, just that your travel time on a long journey is becoming what it should be. Speed limits should be adjusted according to traffic and road conditions throughout the day.

The issue with speed is reaction time and the time it takes to slow down.

Safe following distances.
If this is going to be a thing, we need computers to do the calculation and enforce the distances with car-to-car communication.

Good point about the junkers driving at high speed.
There ought to be a regulation or a standard on each car about what its top speed is for a continuous 2 hours.

1 hour at 200 km/h, 1 hour charging. 100 km/h average. Fiat Punto Turbo may reach 210+ km/h for straight 2 hours, 2+ times faster car. And it doesn’t cost 100k €.

That only applies if you need to drive more than 200km.

Phew, good thing you didn’t post Bjørns follow-up video [1] where he went faster than 200. Otherwise you could not have made such bold claims. Also, the M3 reduced power when being run on the track [2].


You’re comparing apples and oranges.

Track runs involve constant accelerations and decelerations, which creates more waste heat and puts more strain on the cooling system. In this video, Bjørn shows that this particular version of the Model S can maintain the top speed of lower trim level Model S’s for a solid hour when driven at a steady speed on a straight, level road. At that speed, I would think that would pretty much exhaust a fully charged battery pack.

In the article it says: “The Tesla Model 3 arrived and proved that an electric car can handle the drag strip and the track, hold its own even better than many expected, and not overheat.”

I was replying also to this statement, which is simply false (as per [2]). I’m not comparing apples to oranges, but in retrospect I could have made it more clear that I’m responding to different things.

So Bjorn exposed an “Autobahn-gate” as he called it in this max-speed video, e.g. reduction of power after driving 1 minute or so at 240 kph then power is reduced.
The video-1 (continuous 200 kph) was at night with cooler temperatures and video-2 (max speed 240 kph) was made during daytime with temperatures in Germany (very unusual for October) above 20C.

That’s actually a pathetic performance.

They overheat on racetracks from accelerating hard over and over again after each corner. This video proves nothing other than the car has a range of maybe 150 miles at that speed. Which is why they suck for actual road trips unless you want to drive 65 mph out on lonely, perfectly smooth highways across the fruited plain where the average speed is 90 mph. Don’t dare deviate from connecting Elon’s dots. Everybody needs to go to Mount Rushmore. Lol.