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SOC is per definition a resting/ OCV Voltage. So while driving/charging you get a voltage droop / increase so you can not measure the SOC. The drooop/increase depends on to many factors to safely being able to be calculated. So having 3.65V OCV per cell or so at rest, the battery voltage might...

The BMS need to see the battery without any load before being able to judge the SOC precicely after a charge. I would guess that the junämp to 333 came at the time when the BMS had the data to update the capacity estimate. Probably quite short time after the charge was finished, and the door...

Yes, the LG has been known to start ”low” and increase the capacity during a couple of months or so (probably depending on theusage of the car). Often starts below 78.8 and ends at above 79 after a couple of months and then start the degradation (all according to the BMS numbers). While I...

It’s the LR witht the reduced EPA-range and the LG battery, right? 333 miles EPA-range, and a 78.8kWh LG battery. The 77.5kWh matches the cars I know about with the same battery that has used low SOC. Around 78kWh capacity after one year, but I think we have it slightly colder up here so 77.5...

I just saw some unconfirmed rumors (picture of a Tesla rep. Mail) where they said that the US version is actually more powerfull (500hp) vs the Europe version (460hp). This would mean that it will get the Panasonic more powerfull battery - if thats the case, good news for US. ;)

Yes, it is borh ways, slower charge and lower peak power output. But the cars are torque limited and do not produce 500hp from stillstanding. As power is = torque times rpm, we actually has close to 0Hp but a mot of torque when the car start. The power curve for the old M3P is increasing with...

The “stop” above 0% is not extremely uncommon. And it doesnt need to be a battery failure, it just need to be a bad capacity estimate. Think about how it can be possible for several cars to stop above 0% if the BMS could measure the SOC well during a drive. Tesla use 4.5% of the total...

I would not call it *think*… As you put a load on a battery, the voltage droops. The voltage droop vill vary with load, cell temp and SOC (internal resistance). It will also vary with the recent load history. There are too many variables to measure the drooped voltage and calculate the SOC from...

Electrolyte oxidation happens at very high voltage - in general above the maximum voltage lithium ion batteries use. 4.20V/cell is the 100% that Tesla use. The examples in Jeffs presentation is above 4.20V. I havent studied the electrolyte oxidation specifically but I would guess that this is...

After a drive, the displayed /calculated SOC will be updated with the measured (real) SOC*. If the SOC seems to ”drain” after a drive when the car is sleeping (not using Sentry or heat etc.) the reason is that the real SOC was lower than the calculated SOC, and the reason is most often due to...

You already have some data about the increased degradation in post 209.

Yes, I think so. When I had my M3P And had the car wirth low SOC at work and had to charge fro the long drive home I initially went to a in town 25kW DC charger as Tesla heats the battery at any DC charger. I waited until the cell temp was 45C or so, then I went to the local 200kW charger (no...

In the garage, probably best to renove from bike if easy to ensure the bike do not draw it empty. Let it warm before charging. Lithium batteries should not be charged when the cells are sub freezing so best to let it acclimatize to room temp first.

Nope. The 100% is refering to feeding the cells with 4.20V each until the current is below a certain limit (think - untill current stops) A degraded battery will be able to charge to 100% but the energy it delivers will be less. Degradation refers to delivered energy (or in some cases...

I tried ~50% until I needed more each day. Smaller cycles is good so charge when driving the car and so on. Cold is good. Temperature has the same effect as SOC, so… If you put a cell in a plastic bag and that bag in the freezer, the air inside the bag contains moisture that will fall out as...

Tesla tell us that the frequency of supercharging can affect range in the manual and online: From tesla.com: From my S manual: (In swedish, I didnt care to download a english version, but in short it states the same as on tesla.com) So, I find it strange that Tesla would spread myths. The...

I wouldnt be so sure about that. I would say that there is only a few studies that think they found no degradation from fast charging. Fast charging wears on the batteries. But normal amount of supercharging is not a problem.

No, theres no damage coming with low SOC. That is a myth. Just as the myth that 100% should be very bad. It is not. As for the myths, theres is no research supporting the myths (that’s why I call them myths). If you actively search for real facts for these myths, you will not find anything...

The possible power output from a battery is depending on battery voltage and internal resistance. High SOC = high voltage - good High battery temp = low internal resistance - good. Charging late with high power (max AC / 11kW) as I mostly do will make the battery deliver better power. It is a...

Not really a battery issue. It might be possible but it doesn’t have to be that way. All it takes is a BMS that miscalculates the battery capacity. I have seen quite many posts in forums/facebooks about older S stopping before 0%. I would guess that it is less common on 3/Y-series cars, as...

You should not have any battery anxiety :) The battery will hold up anyway. The only reason to even care (like I do) is to reduce the degradation and keep the range. For really long ( > 8-10 years) term it might make a difference for how lojg it takes until the battery starts to develope...

The LFP cars needs a full charge for the sake of giving the BMS a well defined point of energy in the battery. The charging level/SOC is hard to measure on LFP batteries due to a very flat voltage curve. So if not charged full the BMS estimate of the SOC can drift. If the BMS is wrong about the...

Yes, it does. We need to understand the magnitudes. The calendar aging will have a 10x impact compared to the cyclic aging during the first ~ 5-8 years of the battery life. For the 50-100% and 0-50%, we see a degradation in the worst case (50-0%) that equals about 1.25% cyclic wear in average...

Tesla use a 4.5% buffer that you could drive on below 0% displayed. It should be (it is) sufficient to counter small errors. The things described where the car stops well above 0% is not only nlirmal misscalculations.

I use 55% on a daily basis since 3years and 3,5 months. I often drive longer drives and have charged to 100% a lot, and also bern down to single digit a lot. From what I saw with the M3P it never diverted from the real capacity from being charged to 55% and drained to 25-45% most days, even if...

Lithium plating causes the OCV Voltage to not drop as fast as normal efter a charging session. The SOC can not be measured during a charge either. The energy needed to hit the SOC target need to be calculated, and the end result SOC need to be measured. If the OVC has shifted upwards for a long...

The energy screen is filled up with bullocks (as I have written before). If parked and the temperature drops the energy screen find out some lies to explain the loss of displsyed SOC. According to the BMS 0.0% was used. Same (true) SOC as when parked. On this, well dont even ger me going...

The running out of juice-issue must come from the fact that SOC can not be measured during the drive. It is calculated from the last known SOC (which could be of if the car was not sleeping or there was a load on the battery). Last known SOC = recalculated to a nominal remaining energy...

Power is limited higher up. PMax = ~ SOC x battery temp So at low SOC and low battery temp we get low pwr, if the battery is warmer at the same SOC we get more power.

Absolutely...and that the SOC was really 95% at that time. I wouldnt be that worried about the battery, but an own check with the energy graph would be fine.

312 x 288 x 100/95 = 94.600Wh. Thats good!

Use the [ average x calculated range] from the energy screen (set to ”normal range”) and divide with the SOC. [ average x calculated range x 100/ SOC % = capacity in Watt hours]. My 23 MSP doesnt have that energy graph part, so heres the corresponding from my former M3P:

Deep discharge is a term not really relevant to lithium ion batteries. Lead Acid batteries do not like deep discharge, but this is not lead acid. Its not how low you go with lithium ion, its the size of the cycle. I think I wrote that even doing the 5-15% (the same as 0-10% on the display)...

Degradation is very predictable. If you tell me the area where the car is and how the former owner mostly has charged (to what charging level), i can give you a guestimate. A quick googling about the Utah climate and the most normal charging behaviour, it sets the expected calendar aging aroubd...

As cycles wear much much less than calendar aging, charging to 50% (max 55%) any day when 50-55% will take you all the way home. That is, even down to 0%. When more is needed, charge only the amount needed (plus a margin to keep range anxiety at distance) and charge late, so the time at higher...

Yes, but a preconditioned battery is above 40C, which make it much less prone to develope lithium plating. The battery heating will be on for a part of the supercharging session. A completely preconditioned battery probably (as in: I never tested) use more battery heating in the Supercharger...

For the calendar aging, the lower SOC the better (all the way to 0%). There’s a sharp twist for NCA (you have) chemistry at 57% real SOC, which means 55% displayed. Calendar aging is = Time x SOC x temperature. Reducing time above 55% displayed is the absolute best way to reduce the degradation...

You know, Tesla revently lowered the ”daily” from ”below 90” to ”80 or below” Below 90 worked okey, right? The upper daily limit is mostly there to make sure the cycles arent too big. If they used 100%, some people would charge to 100% daily and then not charge until it was very low - making...

Can we still thrust wk057’s statements or could they have been made for other reasons?

This is most certainly a funktion of the single charge setting. If you normally use 71% and you set 100%, the car asks if only use this higher setting only once and return to the usual setting. (This is a funktion that came with one of the latest updates.). It might ask for settings above 80%...

I had to uninstall the tesla app, install it and also run a update on ios, then it worked. You will get an wuestion in the app to install the key update before it works.

Yes, there is a overdriven fear to check the app. While it is true that the car wakes up from using the app, in general it might be awake for about 20-30minutes, tops. Thats roughly 100-150Wh, so 0.1-0.2%.

The energy screen information is not true. As it is cold, I guess your SOC was actually higher than displayed due to a cold battery. Here is an example of why I call the energy screen bullshit: Parked outside at work with 21% yesterday, the car slept constantly from shortly after the parking...

Tesla has a temp buffer, so no charge before the cell temp is ~ +3C, then the max allowed charging increases quite fast allowing for regen etc. Charging with DC doesnt happen until ~ +3C, and even with low power like 2-3kW my M3P kept the cell temp at ~8C (heating going on/off to keep that...

Yes, we have the same here in EU (only for about the last 8 years or so, so most people that know tires knows the US spec on tje wheels.) Side note, I did get M&H threaded slicks for my hobby car, and the car inspection where I did a change in the registration (regged as a modificated car) clild...

Yes, with the exempt that it below a certain C-rate the cyclic aging does not reduce by reducing the C-rate further. This is Panasonic NCA cells with ~2.9A capacity. 1A (~ 0.3C) and lower currents cause the same cyclic aging. So all AC charging will have about the same cyclic aging. There...

I always precondition fully when possible. All research shows that lithium plating (the bad part of fast charging) is minimized by heating the battery to > 40C before the charge session. Tesla heats the battery during the session as well. And low SOC is less suspectible to lithium plating and...

All season winter tires gives me shivers ;) This is winter grip for me: Winter wheels here are softer than summer tyres to be able to grip in cold. Yes, I se most parts of the world do not have the same need as we. We did get ~ 20-30cm snow the last week, and it is snowing right now. Plan...

Shorter. I can do the calc later.

P4 ? These are ”C” rated i think. 7.8-9 kg/ton The difference in rolling resistance is about ~8.x -5.x = so, 2.5 kg/ton (just geabbing a value to have anything to count from. 2.5 x 2 x 9.81 = 49N in Rolling Resistance. 49 x 1000/3600 = 13.6Wh/km -> 21.9Wh/mi