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The "coolant delete" process eliminates liquid cooling of the rotor. It also eliminates the troublesome rotor seal, the cause of most of the most-expensive LDU failures. Telsa is now supplying Reman LDUs with their own coolant delete solution . . . but you can't buy their part to convert yours...

For the Toyota version of the LDU, there are no brand-new drive units; Tesla only supplies Reman units to Toyota for repair/replacement. I'd love to hear that MB customers can buy actual new LDUs, though. The Tesla Model S-derived LDUs are failing at a faster rate now, of course, as they've aged.

Which error? "Stop Switch Engine Off" or the later one about the pedestrian noise maker not working?

And in the first line of the first post.

Revolt in Arizona, or QCC in San Diego are the ones I know that have expertise with these units and are closest to you, but I do not know if Revolt does the weep hole mod, nor do I know if they plug the vent on the rotor end cap at the same time (which should be done IMO). See the excellent...

I did the coolant delete via DIY on my RAV4 EV -- which has a DU largely the same as the B250e -- a few months ago, and I installed a LDU rotor temperature monitor. I have never seen above ~230°F so far, and today with temps in the 70s, highway driving (55) for 70 miles, the rotor showed ~160...

The Model S/X has no dessicant in the HV battery case. MB added that feature to their implementation. Toyota installed a small, noisy, low-volume air pump (not a fan) on the top of the battery case that runs during charging, presumably to circulate a small amount of air through the battery...

And, the US hasn't had 220v since around the 1930s; it's 240v split-phase supply for residential. --- Does the B250e's onboard charger ("OBC") suffer from random GEN1 AC input fuse failures, as do the Model S and RAV4 EV? Or, does the B250e use the GEN2 OBC? If anyone has a picture of the...

Sigh. jjo, you sound so confident when you state this. I wish that you'd read around on the Tesla LDU more before making declarative statements like this. Original info here, where I recently wrote (regarding the similar LDU in the RAV4 EV): --- . . . unless you drive in states that use road...

If you discover the Blue Drops of Death on the speed sensor after the first IC warning, and you address it promptly (ie have a third-party disassemble the LDU, remove coolant, replace the rotor bearings (and pinion gear bearings, according to jjo), and have the rotor seal replaced -- or, better...

My advice: don't join Tony's private forum on FB. He won't participate elsewhere due to criticisms on his ongoing business . . . problems. He only works on the Tesla parts of the B250e, and you'll get excellent advice from the Tesla and RAV4 EV communities that won't involve having to deal...

Tesla has given up on liquid cooling the rotor on LDUs, after trying 1-lip seals, 3-lip seals, and multiple rotor resurfacing methods. https://teslamotorsclub.com/tmc/posts/7898613/ Unlike pretty much every other water pump seal design in the world, Tesla did not design in a weep hole. All...

OK, with a sample size of TWO, those pinion brgs go bad, can be replaced, and the noise is gone. With a sample size of THOUSANDS, the original, steel ball bearings erode from induced rotor current and cause milling noise, which was ameliorated by Tesla updating the rotor bearings to ceramic...

If the sound is hissing and high-pitched, and the pitch can be modulated by the accelerator pedal, it may be a different common problem with the early Tesla Model S which our cars share: "Battery Contactor Squeal", Tesla Tech Note TN-13-16-002 R1, 13 Sep2013...

Only the very early DUs used those bearings; all remans after a certain year (and all new DUs) used similar bearings but with ceramic balls in the bearings, non-conductive. The original Aegis ring in our DUs, designed to route to ground stray induced current in the rotor, turned out to be...

Consider having a "coolant delete" manifold installed, or having yours suitably modified so that the motor's rotor is no longer cooled by a glycol/water mixture. Tesla has (had?) apparently given up resealing the Model S version of this drive unit, and was for a time supplying reman drive units...

Indeed. The rotor coolant seal is shared on the Model S, RAV4 EV, and your B250e/Electric Drive, and they fail at an alarming rate. There are a lot of PO'd early Model S owners, your pain is shared. Only the early Model S (and our variants) use the water-cooled rotor design; none of Tesla's...

A bit of additional info: the drive unit is not the same as Model S, it merely has a lot of interchangeable parts. In the B250e and RAV4 EV, it's mounted reversed, the gears have their angle reversed, the oil pump is reversed, the case halves are different (to accommodate electric Park), and...