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Usually “calibrating” is confirming the starting point for the Coulomb-counting method of determining SOC. If you don’t get into the extreme low or high <20%/>80% the voltage is essentially the same so you don’t really know if you are 50% or 65% SOC as an example as your starting assumption may be out of whack.
Active balancing means charging/keeping the cell voltage at 4.20V but draining the high cells, like any better home charger for hobby toys.Cell balancing is different and is bleeding off the high voltage cells (relatively) to align with the lowest voltage cell. Charge for a bit, then rinse and repeat. This is a lot of the reason charging >80% takes much longer as they have to make sure not to overshoot, rebalance, charge, rebalance…
It was a good video.
Or, conceivably, there could be fewer LFP batteries, or they could be newer and not yet to the point of failures. To answer this question, more data is needed. We need a failure rate, adjusted for age, I would say.If you’re curious, try finding posts here and on Reddit about Teslas with NCA or NCM batteries dying and needing replacement. One person already posted an example in this thread, and you can usually find multiple example posts per week, even from new Teslas that are less than a year old. After that, try to find posts about Teslas with LFP batteries dying. It’s almost impossible. Pretty sure a massive pro for LFP batteries, at least the ones Tesla uses, is reliability. Part of the reason could be not so much the chemistry itself, but the more modern and much more simple pack design that evrepair mentioned.
Or, conceivably, there could be fewer LFP batteries, or they could be newer and not yet to the point of failures. To answer this question, more data is needed. We need a failure rate, adjusted for age, I would say.
I have seen countless posts about NCA / NCM batteries that are less than 3 years old (and even less than 1 year old) dying.
Its definitely the chemistry. LFP is way more stable and can handle way more cycles then NMC/NCA.If you’re curious, try finding posts here and on Reddit about Teslas with NCA or NCM batteries dying and needing replacement. One person already posted an example in this thread, and you can usually find multiple example posts per week, even from new Teslas that are less than a year old. After that, try to find posts about Teslas with LFP batteries dying. It’s almost impossible. Pretty sure a massive pro for LFP batteries, at least the ones Tesla uses, is reliability. Part of the reason could be not so much the chemistry itself, but the more modern and much more simple pack design that evrepair mentioned.
Tesla is almost certainly making more RWD MY with CATL LFP packs than any other configuration globally. I do note that there are a fair number if posts now about NCA MY’s hitting 200,000 miles on the original pack, so maybe the design has been improved since the early model 3 cars. I sense CATL is ahead of other manufacturers at the moment - no doubt helped a lot by the government over there. I realised after posting this thread by car is not NCA anyway - it’s NCMA - possibly the newest design of pack there is, as it only came out in 2023 I think. My LFP car (MY) is a 2022. My points about the downside ls of LFP remain valid, although I note CATL has a new LFP pack coming out which apparently addresses most, if not all of these issues.Tesla has been shipping LFP batteries for 3 years now, and like I said, I have seen countless posts about NCA / NCM batteries that are less than 3 years old (and even less than 1 year old) dying. Granted, the NCA / NCM batteries that die within the first few years are likely outliers that were defective from the start, but it still stands that you can’t find examples of LFP batteries that were defective and failed early, so it seems the LFP packs are at least less prone to defects.
Also, since LFP are used in the cheapest base models of Model 3 and Model Y, I would argue that Tesla is probably shipping more cars with LFP batteries than not. This article from early 2022 says Tesla was already using LFP batteries in half of the new cars it produced.
Hard failure rate data would be great, but we don’t have it. We do have evidence pointing towards LFP batteries having much lower failure rates, though.