桑迪·门罗（Sandy Munro）和他的团队参观了特斯拉的造型工作室，深入了解新款Model Y，并采访了弗朗茨（Franz）和拉斯（Lars），这两位在汽车设计和工程方面起着关键作用的人物。该工作室位于一个经过改造的飞机库中，拥有悠久的历史，是所有特斯拉产品的诞生地。 讨论的重点是Model Y的设计和工程变更，使其与Model 3进一步区分。弗朗茨解释说，这次改款让Model Y更加成熟，并建立了自己的独特个性。一个关键特征是前灯条，灵感来自Cybercab和Cybertruck，它用作日间行车灯（DRL）。前大灯现在位于以前雾灯的位置，从而创造出更现代和空气动力学的前端。 汽车尾部也发生了重大变化，包括一个使用反射光的一体式灯条。灯光不是直接从LED发出的，而是经过反射，产生柔和、漫射的光芒，突出了特斯拉的徽标。拉斯解释说，在灯条上方增加了一个热塑性扰流板。与铝相比，它允许更锋利的边缘，这有利于设计和空气动力学，改善了后升力平衡，并通过软化后阻尼来增强乘坐舒适性。 门罗提出了侧视镜风噪的问题。法规要求使用它们，特斯拉通过增加一条脊来管理气流并减少抖振，从而优化了它们的空气动力学性能。他们谈到了未来，当完全自动驾驶将消除对后视镜的需求，因为汽车将使用摄像头进行观察。 然后，拉斯详细介绍了为改善Model Y的NVH（噪声、振动和声振粗糙度）特性所做的大量工作。他们通过优化轮胎的胎面花纹和加强车身来解决噪声源问题，提高了扭转刚度并改善了悬架连接点处的局部点移动性。悬架运动学也经过了彻底的重新设计，减少了后部的防抬头效应，从而提高了机械顺应性，并减慢了前部的转向比，以获得更渐进的感觉。增加了频率选择性阻尼，从而提供更好的乘坐舒适性。 门罗询问了线控转向技术以及为什么没有实施。弗朗茨解释说，改用线控转向将需要大规模的供应链变革，因此他们不得不优先考虑其他事情。 他们讨论了一个新的带有排水口的“前备箱”（前行李箱），专为存放饮料而设计。内饰焕然一新，具有环境照明、重新设计的中控台（带有隐藏式储物空间）以及恢复使用的拨杆（已从某些车型中消失）。门罗强调了座椅的舒适性和人体工程学，发现它们非常适合他的背部问题。座椅的款式略有变化，但座椅泡沫相同。 在第二排，有新功能：电动倾斜和电动座椅折叠。拉斯强调了他向工程师提出的一个挑战：当他从前排座椅走到货舱门时，座椅必须很快地折叠起来。他还讨论了第二排安全带的微妙位置变化，将其移动到座椅立柱上，这可以防止座椅折叠时缠绕在一起。 弗朗茨解决了关于铸造与钣金的问题，澄清说前端正在恢复为钣金，以实现工厂间的通用性并确保互换性。后端仍然是铸造的，但经过重新设计，变得更轻且需要更少的加工。 拉斯解释说，一种新的液压线控制动系统，其中制动踏板连接到一个传感器，该传感器驱动一个电动机，无论再生制动水平如何，都能提供一致的制动踏板感觉，从而使他们能够捕获更多的能量。电动机将刹车片与刹车盘分离。他们还讨论了升级的制冷剂冷却系统和一个“超级歧管V2”热交换单元。 在讨论经济因素时，弗朗茨和拉斯表示，特斯拉的目标只是制造出具有最高性价比的汽车。他们专注于汽车的安全性，拉斯指出，他们努力使工程解决方案成为最安全的汽车，这超越了仅仅检查所需的法规安全测试框。 门罗最后简要介绍了新款Model Y的驾驶印象，称赞其安静、平稳的操控性和舒适的座椅。

Sandy Munro and his team visited Tesla's styling studio to get an inside look at the new Model Y, interviewing Franz and Lars, key figures in the car's design and engineering. The studio, located in a converted airplane hangar with a rich history, serves as the birthplace of all Tesla products. The discussion focuses on the design and engineering changes made to the Model Y, differentiating it further from the Model 3. Franz explains that the facelift allows the Model Y to mature and establish its own identity. A key feature is the front light bar, inspired by the Cybercab and Cybertruck, which acts as a daytime running light (DRL). The headlights are now positioned where the old fog lights were, creating a more modern and aerodynamic front end. The rear of the car also sees significant changes, including a one-piece light bar that uses reflected light. The light doesn't directly shine from the LED but is reflected, creating a soft, diffused glow that highlights the Tesla badge. Lars explains the addition of a thermoplastic spoiler above the light bar. It allows for a sharper edge than aluminum, which is advantageous for design and aerodynamics, improving rear lift balance and enhancing ride comfort by softening the rear damping. Munro brings up the issue of wind noise from side mirrors. Regulations require them, and Tesla has optimized them for aerodynamics by adding a ridge to manage airflow and reduce buffeting. They touch on the future when full self-driving will eliminate the need for mirrors, as the car will use cameras for visibility. Lars then details the extensive work done to improve the Model Y's NVH (Noise, Vibration, and Harshness) characteristics. They tackled the source of the noise by optimizing the tires' tread patterns and stiffening the body, increasing torsional stiffness and improving local point mobility at suspension attachment points. The suspension kinematics have also been completely redesigned, reducing anti-lift at the rear for more mechanical compliance and slowing down the steering ratio at the front for a more progressive feel. Frequency selective damping has been added, which provides better ride comfort. Munro inquired about steer-by-wire technology and why it wasn’t implemented. Franz explained that changing over to steer by wire would require a massive supply chain change, so they had to prioritize other things. They discussed a new "frunk" (front trunk) with a drain, designed for storing beverages. The interior is all new, featuring ambient lighting, a redesigned center console with hidden storage, and the return of stalks, which had disappeared from some models. Munro emphasizes the comfort and ergonomics of the seats, finding them perfect for his back issues. The seats have slight stylistic changes, but the seat foam is the same. In the second row, there are new features: power recline and motorized seat folding. Lars highlights a challenge he put to the engineers: the seats had to fold down quickly by the time he walked from the front seat to the cargo door. He also discusses a subtle relocation of the second-row seatbelts to the seat pillar, which prevents them from getting tangled when the seats are folded. Franz addresses a question about casting versus sheet metal, clarifying that the front end is reverting to sheet metal for commonality across factories and to ensure interchangeability. The rear end remains cast but has been redesigned to be lighter and require less machining. Lars explains that a new hydraulic by-wire braking system, where the brake pedal connects to a sensor which actuates an electric motor, gives consistent brake pedal feel regardless of regenerative braking levels, allowing them to capture more energy. The electric motor decouples the pads from the brake rotors. They also discussed an upgraded refrigerant cooling system and a "Super Manifold V2" heat exchange unit. When discussing economic factors, Franz and Lars said Tesla just aims to make the best car for the value that they can. They focus on the safety of the cars, and Lars notes that they strive to make the engineering solutions become the safest cars out there, which exceed just checking boxes of required regulatory safety tests. Munro concludes with a short driving impression of the new Model Y, praising its quietness, smooth handling, and comfortable seats.