TeslaChip is a range extender controlling load applied to the engine via throttle control. No problems with warranty - undetectable by the service. It is easy to install, as it uses factory plugs. It delivers the following extensions to standard Tesla Model 3, Model X and Model S:
 
Manual here - https://evtun.com/teslachip.html?file=files/download/teslachip%20manual%20v1.pdf
 
Range extender – it is based on adding "N-mode on demand" (aka glide mode) to D-mode, along with an alternative torque delivery strategy (read below). Range extension is around 10% (for all sizes of batteries). It does not affect maximum power, but it alters torque distribution along.
The regenerative force at D mode comes faster. Removing the foot from the accelerator pedal gives more rapid invoking of regeneration.
Smooth power delivery promotes battery health. Optionally Teslachip can limit maximum power to prolong battery life and health (for usage as taxi car or car for hire).
 
What can I expect from TeslaChip?
These solutions are range extenders based on lower battery current flows (for both directions: drain or charge) and lower energy usage.
It promotes a more accurate drive with enhanced pedal precision for low loads.
It protects the battery from unwanted rapid burst discharge by creating "kick down" behaviour only at the end of the pedal position.
EV car without box drains or charges this battery, but it is almost impossible to coast with zero energy usage. As battery efficiency and motor efficiency are not 100%, continuous energy flows cause thermal energy loss. TeslaChip improves car behaviour, and thanks to about 20% lower energy flow - it reduces battery temperature and prolongs its life! It reduces battery wear by adding coast/glide functionality.
It reduces energy usage and battery stress in Tesla.
It's simple: less bi-directional energy flow = less energy converted to temperature = lower temperature of battery = longer battery life.
 
Alternative accelerator pedal interpretation for efficiency
Until now all Tesla models except P versions (performance versions) have simple “accelerator pedal (acc) position → power” transition. A position of the accelerator pedal is converted to power demand immediately and almost linearly. This we can see at energy usage panel in the car, and we have verified that also with our laboratory chassis dynos (http://vtechdyno.eu).
This method of power demand control suffers from two negative effects:
Acceleration of the car is not stable at all. The car first speeds up better, then, falls down with acceleration – as acceleration simply depends on torque, and because car has almost constant power for any rpm and any desired acc pedal position – it is logical that torque MUST go down (see graph – thin lines in the big graph – torque of car (=acceleration) for various acc pedal positions (verified with dyno).
We have scanned Tesla powertrain for efficiency (by comparing power taken from battery vs propulsive power at dynamometer and some parts of acceleration are not crossing optimal motor efficiency (red and orange areas). In some areas it is impossible, but of course, everything can be optimized.
 
Conclusion:
We have prepared an alternative power demand curve (presented as the bold line in the small graph vs. thin line with same colour – factory) that promotes two things: more constant acceleration and more efficiency.
More constant acceleration for a moderate drive is something perfect for Tesla. There is no rapid power demand, and power demand changes in time (as the power is now not constant, but rather torque is more constant). This is visible on the power usage panel.
Remaining for more time in the optimal efficiency area – this is a “side effect”, as we have “constant torque” strategy instead of “constant power” strategy. I cannot directly say whether or not this will extend the range (or maybe a bit) but it should at least give positive effects on a range.
For acc pedal levels over 70% torque demand curve becomes increasingly „constant power” type. For 100% pedal, it is just factory 100% power line, not altered.
Below 20% of acc pedal, I have used less flat torque curves (not shown on the graph) because of the need for a jump start at lights or crossroads.
 
TeslaChip includes feature of N-mode on demand. While driving in D-mode you can almost remove the leg from acc pedal. TeslaChip will set motor power to zero (0 kWh) so you will roll without energy conversions. This increases efficiency with long distance trips and is good for overall range (autonomy). See how easy is to find exactly zero power usage with TeslaChip: