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Interesting! Only Teslas are not supposed to have a reserve capacity per some of the self described best minds (Bullies) on this forum. Elon says otherwise!

I needed the required prerequisites to get my facts straight. Thanks for your patience. I appreciate your detailed explanation. I'm still not sure whether calendar aging or cycle aging is a major factor in battery degradation at say 5 years/60,000 mi mark. What could be their expected average...

That is exactly what I'm trying to do. Just trying to point out some seemingly clear shortcomings. Notwithstanding the degradation level, the BMS which takes a 7 mi and 4 mi remaining SoC on the display but calculates it as "0" SoC (triggers a shut-off sequence) is definitely lacking.

Sorry to point out that if you can't discuss properly, with an open mind and without personal attacks, you will be much better off keeping your GREAT suggestions to yourself. We are not talking math and science here. We are simple talking about battery behavior and the BMS. As someone recently...

They can't be better. Beside the inconveniences, are you telling me that excessive charging sessions, putting battery under undue stress, have nothing to do with degradation? How much degradation can we save over a period of one year and five years by following your rules?

A buffer is a must!

I'm not sure how Tesla is calculating the energy consumption. In my case, the two motors, the vehicle electric and electronics, climate control, battery thermal management systems, etc. all are using energy while driving. Does the energy reading on my trip stats include all energy consumption...

If that is the case, then why Tesla and their vendor partners are silent to see the likes of Edmunds and other renowned auto media publishers extensively tout about this hidden buffer in all their reviews? My fear is that in case of a true emergency, it can be a life and death issue, and a...

Battery technology is going through a very fast evolution. Tesla had a wonderful head start, but many well known shortcomings have not been a priority at Tesla for reasons unknown. All I'm doing is highlighting the issues. The battery calibration is driven by the BMS, and it can become better...

Agreed in general, if there was a need to charge every single day. However, every other day or every third day can be a lot better. Every time we have a partial charging session (even a shallow one), we're stressing the battery, thus encouraging further degradation.

I agree with your points. I believe, the time has come to start standardizing parameters for an energy star type program beyond the EPA range testing and certification.

Energy input is the reading from charging stats on the mobile App. Whereas, the energy consumption reading is from my trip stats for the past 2,125 miles. I know the efficiency of my two electric motor is high. KERS is also adding about 10% energy back into my battery. However, I'm losing energy...

As per the battery industry standard practices, a 20% degradation is considered as the end of battery life. If the above cycle data is based on the industry standards, most of the threads related to battery life would be irrelevant. On the contrary, there are numerous cases of high degradation...

Thanks for your input. The lower SoC numbers are meant for driving ≤ 50 mi a day scenarios with enough buffer for any local emergency situations. The charging intervals in the third column are meant to minimize the numbers of partial charging sessions. I have learned from experts on the forum...

Great progress! It is encouraging to read your perspective. Your charging habit is significantly different from a generally accepted practice, but your degradation is fairly low. Thanks for sharing!

I'm disheartened to learn that the Tesla BMS has some shortcomings. I would think, amongst all the vital parameters it's supposed to manage, an accurate measurement of SoC would be a top priority. Furthermore, battery calibration should be happening without any OP intervention. If OCV is needed...

This is strange. I have seen some erratic instantaneous numbers in the energy App in the past, but I never saw this recent issue myself. The latest software update version 2023.20.4.1 should have fixed it.

I agree. A lot depends on the weather conditions, highway driving speed, number of passengers, and overhead loading conditions. That is why, my real-world usable range is between 150 to 200 miles. I'm generally heading towards a charger as soon I see the orange colored initial warning at 20% SoC.

The post below might provide some further insights: These real-world driving figures are based on my own experiences and inputs from experts on this forum.

If you're not getting a new battery, then it should be a newer battery manufactured around the same time your car was manufactured. It's generally termed an "even exchange." Make sure to confirm the date code of this reconditioned battery. Furthermore, insist on reviewing the test data on this...

The discussion is turning academic! However, the real-world observations are what matters. Based on my experience so far with my Tesla MYLR7 2023, I'm expecting no more 25 to 30 miles of driving range for every 10% battery consumption. If my SoC range is 80%, I can travel 150 to 200 mi, before...

8% Drop in Energy Efficiency! Tesla MYLR7 2023 Current Data Points: Date Collected: June 23, 2023 Miles Driven: 2,125 mi Total Energy Input: 710 kWh (334 Wh/mi) Total Energy Consumed: 505 kWh (238 Wh/mi) Overall Energy Efficiency: 71% My energy efficiency has gone down from 79% to 71% in about...

Barring any cell shorting, water intrusion, etc., you are probably right about not reaching a degradation above 30% before 100,000 mi. Based on the conversation on this thread and other resources, the odds are in favor of Tesla, Inc. Therefore, you can do better by following some best practices...

I'm basing it on 90% to 20% SoC. However, I'm most comfortable with 80-20. On a longer road trip, charging up to 90% at a SC is not feasible due to lot slower charging after the 80% SoC. On the lower end, I try not to go below 20% for freeway long trips, and not go below 30% for routine daily...

I believe, the age of your electrical switches, wiring, electronic components, and circuit board can be the main issue in your case. Any of these failures can lead to errors. The likely scenario is the hardware failure leading to error codes. Based on your data, calendar aging is almost...

My three important experiences and best practices of driving and recharging a BEV are quite simple. 1) Have a personal margin, similar to ICE cars (fill/charge before the range is about 20%). 2) Charge at home with TWC regularly. 3) If feasible, use the longer range from 80 or 90% down to 20%...

We have limited choices when on a long trip! I'm not a proponent of Superchargering for routine local driving.

I'm leaving a personal margin of 10%. I would try not to go below 20%, if feasible.

Dashcam always recording is either a glitch in the TeslaOS, or a QC protocol flaw/default settings issue. I had the same problem. It was recording from the very first day I took the delivery of my vehicle. I feel guilty that it took me about 2 months to solve this simple issue. The fix is...

My car is 2023 MYLR7; Only 11 weeks into this adventure of life! That is a good idea. I will try it. It's good to know that immediately after charging, the SoC can move up by 3%. Thanks

I agree with your assessment. Thanks for pointing that out. This could be an insufficiency of the BMS output to Tesla UI. It seems, the BMS and its calibration routine are missing some code lines. You are right. My car has never seen anything above 88% in the past 11 weeks of my ownership. I...

I have mainly accepted experts' analyses that show charging at 120V is quite inefficient. I also admit that there are some conservative members on the forum, who will keep their Teslas operating at an optimum range (less than 20% battery degradation) for a long period of time. The metadata...

Typically, I leave for work within one hour of finishing my recharging session.

It is baffling! I have checked these factors. My off-peak charging is not enabled. I have not accidentally limited charging to 57%. The interior preconditioning and my cabin overheat protection is off too.

As per my driving needs, I generally recharge to 60% from 30+% SoC 2-3 times a week. Typically, it's a schedule recharge early in the morning, right before my work commute. However, when I'm ready to drive in the morning, the battery SoC is down to 57%. The car is parked in the house garage...

Barring any special circumstances, emergency situations requiring long-distance travel are rare. I would use fast charging network in such a situation.

You are quite right! However, NMC and NCA chemistries are commonly called Li-ion.

A charging cycle regimen shown is for Li-ion not LFP batteries. The cycle is represented by the partial charging session within your chosen limit. The last row is less than 25 mi/d, I would still follow the lowest limits illustrated.

Charging Best Practices! Maintaining Li-ion Batteries - Real-world Recommendations for BEVs. These recommendations were revised recently in light of conversations with experts and long-time BEV owners on this forum.

Charging Best Practices! Maintaining Li-ion Batteries - Real-world Recommendations for BEVs. These recommendations were revised recently in light of conversations with experts and long-time BEV owners on this forum.

Charging Best Practices! Maintaining Li-ion Batteries - Real-world Recommendations for BEVs. These recommendations were revised recently in light of conversations with experts and long-time BEV owners on this forum.

Maintaining Li-ion Batteries - Real-world Recommendations for BEVs. These recommendations were revised recently in light of conversations with experts and long-time BEV owners on this forum.

Your test drive analysis sounds mostly reasonable to me. In my opinion, 0-60 mph in 6.6 seconds is not bad for daily driving. You are on the right track. I would cut out the distractions and stay focused. All the very best!

I totally agree. After all, it's is a machine. I'm planning on keeping mine for only 4 to 7 y max. We can love our cars for the new experiences these machines can help deliver, but no one should be emotionally attached to a car.

Go for it, if the AWD is not highly valuable to you and you are currently enjoying your M3LR in "Chill" mode. With zero out of pocket trade costs, savings over the long haul, new MYRWD with LFP battery (with probably a better real-world usable range) sounds like a great deal in my opinion. In...

Sorry for keep veering off the thread track, "Tesla sets charge limit to 90%." May be a forum Admin can move these to a different/new thread. Anyhow, I just checked my overheat protection settings. Mine was "on" with the activation temperature of 100°F. Is it possible to lose ~4% charge in 8...

Thanks for your valuable input. I haven't had a chance to read much about the technical specifications of the MY glass roof. But, is it prudent to say that the glass roof by itself is a valuable factor in keeping the heat and UV radiations out?

Yes, the cabin overheat protection is on. Should I turn it off even when parked in the 90°F full sun? In your case, how much power it might be consuming in that 15-20 minutes period, before going to the Sleep mode?

I agree with that. Thanks for your detailed explanation. "Idle" is a general term I was using for a parked Tesla. Whereas, the Standby mode is quite narrowly defined in your response. Depending upon weather conditions, you know that a BMS is doing a lot more when Tesla is parked during the day...

The average consumption can depend on my factors. Your numbers are certainly not bad. Depending upon the weather, headwinds, and other factors, it can be over 300 Wh/mi. Mine was a 84 miles RT average in Chill mode. I was on TACC most of the way, daytime driving, Sunny, 89°F outside, 74°F...