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That was a good deal :) And assuming they software limited it inth top to the original 77,5 kWh in a Model S 85, your future battery degradaion should be VERY small. Here is my range from new, when I Rarely charged it above 70%::

I think above calculation was way off! Having slept on the issue, I have come to the conclusion that the voltage ImBalance from the CAC ImBalance should ONLY be 20 mV at 100% SoC :-( 0-100% SoC wil produce (approx) 3,0 - 4,2 Volt increase on the brick(s) with the lowest Ah capacity. That means...

I looked up the Jason reported numbers and they were: Total Usable Original 60 61 58,5 85/P85/85D/P85D 81,5 77,5 90D/P90D 85,8 81,8 Original 70 71,2 68,8 75/75D 75 72,6 Software limited 60/60D 75 62,4 Software limited 70/70D 75 65,9 Interesting that I now have...

Hmmm, According to Jason, a Model S 70 2015 had 71.2 kWh Brutto and 68.8 kWh Netto - that is why I entered 68.8 kWh as Initial TeslaMate Battery Health page allows one to specify initial capacity. If one does not do that, the Page will use whatever maximum Capacity is hidden in the Teslamate...

Thanks for the replies! I know a little more now. I had a long trip planned for thursday (2 x 105 km at Danish Highway speeds of up to 130 kmph :)) so I decided to test my theory that the voltage imBalance was BMS Intentional and to correct CAC ImBalance. So I charged to 100% (third time in...

I updated my 2015.10 Model S 70D MCU1 to 2022.8.10.17 on March 3 - a few days later, when we turned on the Infotainment, we noticed that both front door speakers had no sound. I performed a Deep Reset (Wheel Config) and still no sound. Confirmed that the Center speaker, which is served by the...

I own an old Model S 2015.10 and have long assumed that even my old car balances 'all the time' but only when needed. My assumption was based on this my ImBalance Versus SoC graph from SMT data: The minimum ImBalance (of 20 mV) is on the GEOMEAN of my SoC window :-) One could wonder, why...

Yes, I read that! And Peter DID mention the Anode Overhang Effect: 'The mechanism that leads to the recovery of cyclable lithium was described by Gyenes et al. [197]and Lewerenz et al. [198]. Overhang areas of the anode, which face no cathode counterpart, can become a location of inaccessible...

A: My battery is original and the 2,4 kWh buffer is actually from Jason, whom is cited here: Brutto 71,2 kWh, Netto 68,8 kWh :) https://electrek.co/2016/12/14/tesla-battery-capacity/ B: SMT reports 64,9-65,2kWh nominal and 4kWh buffer. Matches totally TeslaMate Projected range of kWh Nominal /...

I don't disagree! I have used that very same Peter Keil graph since 2016, to decide that whenever possible, my Model S 70D should always be parked below 55% Shown Capacity :) So my ChargeLevel looks like this historically (from TeslaMate and the last year, all the long parking periods are...

My comment to Mr Keil's thesis on 18650 Panasonic cells, is that he newer followed up on the effect of resting the High SoC cells at a low SoC, to test whether Anode Overhang Recovery would take place. This paper tries to separate the Irreversible Calendar Aging from the possibly recoverable...

Yes, the probably most imprtant benefit from 'staying low' is to avoid the internal resistance growth from high SoC! I think one of the best graphs (although NMC and not NCA) is Jeff Dahns graph from his YouTube Longevity video. I think the internal resitance graph is dramatic, factor 1, for...

TeslaMate has no table of 'Nominal Capacity' The TeslaMate starting capacity is from the day that TeslaMate first calculated the 100% capacity, which was June 12 2021 for my car, so the 1,3% degradation is after that date. And a totally fair calculation based on what the Car reports...

As for Tessie being occasionally 'wrong' on Initial Usefull Capacity, I have filed a 'bug' report to a TeslaMate Opensource Feature provider, whoc has developed a Tessie similar Battery Health Page, which was wrong for the older Model S/X, because they have both a Typical and a Rated Range and...

Mu old Model S 70D 2015.10 seems to use Nominal kWh / 0,190 kWh/km or Nominal kWh / 0,150 kWh/km as well, when showing both Typical and Rated Range. I base/argue for these algorithms, by choosing the algorithm that give the least StdDev over multiple SoC :) And a confirmation calculation the...

To complete my reference to Anode Overhang, here is a graph showing how much Anode Overhang Recovery can be! The graph shows recovery (by resting a violated Prismatic Cell (Not LFP) first with a zillion either 6% or 12% SoC Cycles around P1==81% SoC, and the capacity Recovered when instead...

Yes, It is a good test. It should as well reveal that appart from the BMS calculating a more true capacity, LFP have reduced 'real' capacity when always shallow cycled! So it is not only a BMS challenge from the very, very stable Voltage at different SoC, but as well an inhomogenity in the...

Just wanted to inform that my 2015.10 pack (T15J....) which was mounted in my Model S 70D on October 5 2015 has the fuse box in the bottom. Here in Denmark we call the pack a Version 2.0. So much earlier than 2016+? :) Model: 1055893-00-C Serial: T15J0109835

I have an old Model S with separate Parking Brake Calipers. They were replaced already at car age 2.5 years. I have since heated up the parking calibers (and gear and motors) periodically by applying the brake for some seconds while driving. The Brake Calipers Gears and Motors are now 6 years...

My car has been parked for 12 hours and now sits at 52.6% SoC (and 51% Usable (Battery pack is at 2.5 Celsius)) and Min Cell Voltage is 3.722 V. So BMS surely thinks that 50% of energy is below 3,722 V meaning that 50% Voltage is approx 3,722 * 50 / 51 == 3.65V, which is not far from the...

PS: I do have two Voltage readings at higher SoC, but they were taken BEFORE disconnecting 11 kW charger, so are elevated. But they do show that 92,5% is at 4,099 V when charging, which argues that 100% is close to 4.2 V, so no capping :-(

Wonder how BMS calculates Nominal Capacity? My Model S 70D Oct 2015 with 93.000 km has CAC 220,7 - 225,0 AH I think my Nominal Capacity should be around 3,65V x 220,7Ah x 6 Bricks/Module x 14 Modules == 67.67 kWh But BMS/ScanMyTesla claims 65.1 kWh. If I reverse your numbers you have 77,9...

I can pin the productiondate a little better, as I have a Model S 70D which was produced October 5 according to a no longer existing XLSX on the Internet. My Battery has: T15J0109835 Yours is approx 732 numbers LATER so slightly newer :) T15J0110567 PS: As our batteries have fusebox on bottom...

Somebody proposed that summer/winter could affect the Rated Range. I have for years calculated Projected Range in Excel and have these historic data for my October 2015 Model S 70D.: Notice that minimum Projected Rated Range is always in December and maximum Projected Rated Range is always July...

I cancelled the 'to 95% SoC' charge at 82%, which was enough for our trip. Because stressing my battery JUST to get a nicer number makes little sense.. Today OBD2 reports Nominal = 64,6 kWh, but TeslaMate reports Projected Range of 346 km! So Nominal kWh is Down and Typical Range km is up :-(...

Aha, looks to be AVVG(MIN(Voltages), MAX(Voltages)) :cool: But the CAC seems corretly 'averaged' as your Average number is not in the Middle of Min and Max!! Perhaps BMS calculates CACAverage, CACMin and CACMax, but Voltage Average is calculated by SMT ??

Nope ScanMyTesla now report 64,7kWh Nominal and TeslaMate is semi stable around 340 km Range :-( Slightly strange given that 'asking' car to charge to 95% from 65% cause the car to calculate charge duration of 2h:25m or 2,42 hours, which at 10 kW charge speed means that 30% added is 24,2 kWh or...

If you opt in on the ScanMyTesla Beta (in Google Play AppStore) and wait for approval, then installs the downloaded update twice (My first install reported unchanged App version, but added Front Motor Signals, so was somewhat newer than the Releas. My second install totally changed APP UI and...

Yes, a drive plus leaving Phone connected for 20 minutes in car revealed a +/- 0,8% CAC imbalance on Model S 70D October [email protected]: And total capacity of approx 221Ah * 3,6V * 6 Bricks * 14 Modules = 66,83kWh total to compare with 71,2kWh new My usage pattern is charge as little and often...

Here is an unplanned imbalance graph. Badly planned, because the two outlier high samples at 51,2% and 58,4% clearly was taken right after slowfox charging with 11kW and so reads too high. ((Results should have been taken at Stable Rest Voltages :-( But I think the graph show sthat the balance...

Having slept on above numbers :cool: If Tesla had Active Balancers my total capacity would be the Avg Amp-Hours times 3,6V or 223Ah *3,6V * 6 Strings * 14 Modules = 67,44kWh :) That is only 0,6kWh more or 1%. I plan to make an Imbalance Graph to determine the SoC my battery was last balanced...

Hi Howard Claid you could trigger balancing on your car, which appeared to need it :) But, 70mV imBalance is NOT a problem if the Voltage ImBalance is not on the very same string/brick that have an Ah imbalance, which I guess is why I have failed to trigger rebalancing on MY car? Here is my...

But the new 90kWh standard Model S replacement battery is still 350V (and has 87kWh available), so why would max Power increase? (Seems you assume, that it was upgraded with a 400V S90 battery (which has only 81,5kWh available :-()

Model 3 Hatchback would be nice in Europe, but to really compete with BMW and Audi a StationWagon/StationCar (or Shooting Brake) would be even better!

Attached shows my four year Rated / SoC Percentage, as can be seen it has lows at winter and highs in summers, but not your 6.5 km variation.

MeToo! My S 70D October 2015 is A-okay, only unwanted 'degradation' is the 10-15% slower Super Charging. As an Electronics Engineer, I always wondered how Tesla could expect that boosted charging up to 1.5C would NOT effect longevity and degradation of their super high capacity cells. I would...

Nope, this is very clear because of cases in 2016-2018 where the 'ombudsmand' had to pull back and acknowledge the 3 year 'to old claim' limitation..At my cars 4 years warranty expires check, my local SC told me that my MCU (replaced under warranty at age 2,3 years) has warranty untill 6.3...

Depends on local rules. Here in Denmark, a part replaced under warranty receives a new warranty with period equal to the original warranty period, but with a 3 year limit due to another Danish law regarding expirations. So here your replaced part will have a new 3 year warranty.

Wouldn't a possible replacement strategy be that non P models gets the - assumed - 350V pack and P models the refurbed 400V packs? For the same power at 350V as at 400V, the current draw is 15% higher, which could be above what wiring supports.

The published paper Error - Cookies Turned Off has an interesting section: 4 | SUGGESTIONS FOR FUTURE RESEARCH 4.1 | Impact of GITT During our capacity data analysis, we observed a significant increase in capacity after conducting a GITT procedure (Figure 12). This is due to the slow discharge...

Hmm, I use the exact same batteries for my fossile car 12V battery maintenance charger:) These I charge with 1/3C from 10-60% SoC to preserve battery life. I would never consider charging like UC do and I would not state, that the charging protocol that UC implemented mimics Tesla Fast...

No fun intended! This is a functional error, not an unwarranted and uncovered degradation issue - go get a new battery!

The car shutting down BEFORE reaching 0 miles Range is the reason Tesla Bjørn had battery replaced on his Tesla Model X. Why is this not covered by warranty?

You are twisting my words. An unneeded degradation would be if there was another way of charging equally fast with less degradation? The BMS assumed a higher remaining capacity than actual remaining capacity. Possibilities are many: - Degradation from High Current charging likely under...

Potentially a little side track here:) Tuesday, while driving a constant 110 km/h with AC1 engaged the Trip Consumption meter showed the attached, that is full throttle for approx 10% of the 25 km shown. 2,5 km at 110 km/h is around 80 seconds and calculating backwards, to reach Avg Consumption...

Yes a very bad SC answer! Lots of Panasonic Li-Ion 18650 cells are tested and certified for 1C CCCV charging, which would be 78 kW on a Model S 85. High Energy Density cells improve lifetime when charging slower, but most flattens below 1/3 C, so going lower brings little. Charging at 38 kW...

The wiki fpr this thread links to Keils Paper on 'Aging of Lithium-Ion Batteries in Electric Vehicles' The paper investigates means to proplong BEV battery life to 'wanted' 2000 Equivalent Full Cycles in Year 2025 and concludes that 1000 EFC is already possible for a BEV charged at reasonable...

Good point! If the new 'nerfed' speed is similar to Peter keil's 'Reduced Boost Second SUC' protocol, you can now SUC double as much with the same degradation I hope the German engineers are busy measuring recovery effect after super charging. Untill -hopefully that - here is a best case...

Now that I have linked to Peters excellent paper, I would like to hint to page 125, which shows another way to reduce battery life time. (I think it is almost impossible with a Tesla (*)) Figure 86. shows capacity fade for various cycle depths of 20%, 41% and 61% at different max voltages of...

How unpleasant it is to read above, I agree. There is little doubt that Super Charging is extremely challenging for the 18650 NCA cells, which are High Energy cells with thick and less porous layers as opposed to High Power cells with super open and thin layer of materials. This thorough German...