Watch Tesla Model 3 Hit The Dyno Just 1-Hour After Delivery


Mountain Pass Performance takes its brand-new Tesla Model 3 directly to the dyno.

We’ve shared Sasha Anis’ videos and stories before, as Mountain Pass Performance and On Point Dyno are friends of Inside EVs. Mountain Pass recently developed and tested some new aftermarket performance parts for the Tesla Model 3, including coilovers and suspension arms.

Sasha admits that he and his team are very impressed with the car. As you can see, he has to play around a bit to “trick” the car’s traction control. In the end, with an 80 percent charge, the Model 3 nets an impressive 340 horsepower at the wheels. Torque measurements came out about the same.

In the coming days, he will be providing information about a number of other tests prior to fitting the new Model 3 with Mountain Pass upgrades.

Video Description via Sasha Anis on YouTube:

What an exciting day! We received our Long Range Model 3 today from the International Center in Toronto. We were lucky to be able to receive our car on the first day of mass deliveries โ€“ May 30th 2018. Needless to say the car is incredible. But we wanted some concrete evidence, so we threw it on the dyno not even one hour after picking up the car!


After a bit of fussing around tricking the traction control system, the Model 3 with an 80% charge put down 340whp and about the same amount of torque. The X-Axis displays the motor RPM, and torque displayed is torque at the motor, not at the wheels.


Stay tuned, in the next few days we will be posting videos as we perform more baseline measurements, data collection and tests on our new Model 3, followed by the installation of our Mountain Pass Performance coilovers, suspension arms and big brake upgrade!

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29 Comments on "Watch Tesla Model 3 Hit The Dyno Just 1-Hour After Delivery"

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Thats pretty strong at the wheels, I wonder what correction factors the dyno was using, when the HP and Torque are equal, there must be some strange correction as I am pretty sure the dyno was not turning 5252 RPM.


That’s motor RPM, not dyno. They use the Model 3’s final drive ratio to go divide the wheel torque and multiply the wheel RPM.

Assuming that truly is wheel horsepower, they didn’t do any corrections.


Finally someone who does it right!

Dragtimes, for example, has a history of using just some drive ratio, which resulted in absurd torque numbers.

But nice to see, that there still are some people into cars, that actually know a thing, or two.


Why don’t dynos show lower RPM?


A dyno can measure torque as low an RPM as the brake can physically hold the torque. Most common are water brake dyno’s, but they are limited in this ability, and while they work terrific for piston, and shaft turbine engines, they do not work well with EV’s.


That’s just basic physics.


Horsepower is not measured by a dyno… Torque is… Since I have operated both piston and gas turbine dyno’s myself I ought to know… Horsepower is always a calculation, and nearly always has some sort of correction factors.


Why do you always talk about horsepower instead of power? The physical quantity is power. Americans… How about horsetorque?


because Americans were into horses… haha! Torque is the actual force measured by a dyno, anything else is a calculation… And on the chassis dyno, the whole thing is a calculations, hence much lower accuracy. When I worked on Dynos, max power was never the primary goal, we worked on fuel flow rate, BSFC, and acceleration rates at different levels of load.


Most dynos donโ€™t even measure torque, but rather speeds over time. Then they calculate all sorts of things from that.

Engine dynos are often electric motors and there you can easily measure power, or current and voltage input. And then you calculate torque.

I do not know about most Dyno’s , but all the ones I have worked on have a water brake, that preloads the engine, then measures torque off of an electronic load cell that is positioned on an arm that rotates with the internal housing of the water brake. The computer then takes this information from the load cell, and calculates it in to horsepower. On shaft turbines we also used a water brake in the same way, except on the Lycoming T55 the brake housing is bolted directly to the housing of the engine. I have seen other racing teams having their turbines bolted to a wind machine, and then timing how long it takes to accelerate, but that did not provide the precise data we were looking for. What you are talking about in your last line is an “eddy current” dyno, they are ok for lower power, but when you start making bigger power, they do not work as well. The turbines I worked on Make 3500 horsepower for an hour at a time, you have to have a water cooled system to handle the heat in that type of situation.

Not talking about eddy current dynos, but actual electric motors used as generators.

They are usually just used for engine testing, because they can also measure the engines internal friction, or stimulate auxiliary components. The engines can also be tested for complicated driving cycles.

But usually they are too expensive to be used for whole cars. Especially by tuners.

Chris Stork

Whoa whoa WHOA! Aren’t you supposed to drive a new car really gently for the first 500 mi, no hard acceleration or high revving, to break it in or it could cause damage?!

Oh wait, that’s an ICE shortcoming. Never mind; carry on ๐Ÿ˜‰

Bill Howland

Seeing as Tesla has had previous problems with gearboxes, yes, I’d run the thing at 1/2 power for a few hours to break it in… Its customary with mechanical equipment to let things run easily and seat themselves in place, before really stressing the equipment HARD. Air compressors usually get a 1 hour ‘no-load’ break-in at low pressure before the stress of normal operation of them begins.

MTN Ranger

Out of habit, I did the same for my 3. I didn’t floor it until a week later.


Tesla should use better brakes. Model 3 could stop from 60mph for 100 feet like Camaro ZL1.


Well, this is the bog standard TM3, while the ZL1 is a performance car…right?


Tesla model 3 performance will be quick and they should offer better brakes. Deceleration is important like acceleration.


As I said, you cannot brake from 60mph to zero in much less than 130 ft unless you have stickier tires. It is physically impossible.

Such tires will reduce efficiency and add cost.


The brakes aren’t the limiting factor. If your tires give you a constant 0.9g grip (e.g. when they have a static coefficient of 0.9, the ABS works perfectly to the limit, and there’s no downforce), the best you can do is 132 ft from 60mph and 180ft from 70ft, assuming no drag.

100ft would imply deceleration of around 1.2g.

Cars that do better have higher performance tires (which wear faster and have more losses) and have aerodynamic design creating downforce.

Brakes are a problem for the Model 3’s track ability due to wear and fade, and may be for high speed braking, but not for 60-0 tests.


The Model 3 is a mid-size sedan. And the current version isn’t even the performance version, and comes stock with all-season tires. I don’t expect braking performance like a 2-door high performance coupe.

Chuck U Farley

I thought that looked like OnPoint’s Dyno. The Speed Academy channel on YouTube did a few videos about the Lotus Sasha converted to EV with a Tesla drivetrain. Good stuff


Yeah I really liked his conversion too. Just splendid.


Read the bold print: “and torque displayed is torque at the motor, not at the wheels.” So you can think of the measurement as Engine torque if you must compare it to ICE. Of course, the ICE engine power must go through a transmission and a diff with greater losses than the EV power going just through a reduction gear and diff.


Did anyone else notice the car lower itself at speed? Check out after 2:30 as the car speeds up and then it raises up as it slows down.


Newton’s third law in action…


Hmmm, correct me if I’m wrong, but accelerating or decelerating the car should only result in momentary lowering or raising of the back end, not a sustained elevation or lowering when a certain speed is maintained. I think what Shane is talking about is that some of the newer Tesla cars are engineered to actually lower themselves closer to the road at high speed, and raise up when speed drops off. I suspect that’s what we’re seeing here, altho I’m not sure.


It’s not caused by accelerating or decelerating. It’s caused by reaction torque exerted on the body when a motor applies torque to its shaft, and can exist independently of speed and acceleration (because the dyno can vary the resistance it offers).


Since it doesn’t have air suspension, that is purely the counter-effect of rotational torque on the suspension.