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Don't know about the P but my boosted AWD sucks at highway speeds (especially at low SOC) . Sorry to say but after 70 mph my former Lexus ISF was much more fun acceleration wise. Should have kept it as a back up.

With temperatures getting higher - do you notice any improvement in the performance at lower SoC ? Somebody has recommended getting a Dragy - I second that too. Our butt dynos are note always very reliable.

Well I certainly was considering switching to P at some point (here in France the prices dropped considerably recently ) but not anymore. At least not until we see how this ends out. And BTW (although not very likely) there is always the risk that Tesla decides in the future to slower the before...

Hey Clerks any development ? I red also your thread at tesla com and couldn't believe all the negative reaction. Definitely it's a very serious issue (hidden until now) - I'd never buy a car that under performs so badly at everything lower than 70 % SoC !

March 2019 TM3 AWD+ Always felt the car a bit sluggish / heavier in the mornings. Never had this feeling with my ICE cars. Later during the day - back to normal, quick and sensitive to the slightest accelerator movement. I tested with Dragy 0-62 mph (0-100 km/h) : 4.1 s / 79 % SOC, outside...

Early 2019 TM3 AWD+ owner I've always loved the stick and the V8 rumble. Got converted to automatic by my Lexus ISF. Starter went bad (engine + transmission out !). Valley plate issue. Cracked headers. Yes even Lexus has its issues. Sold it. And now I miss it everyday. Badly. Acceleration...

Do you feel a difference et lower SoC ? The update has just become available in France and I'm about to order it. However if it's only something that you can feel at 70-80+ % SoC - I'm not quite sure...

@KD4MNI You might want to check this too: Tesla battery degradation at less than 10% after over 160,000 miles, according to latest data

@Long Ranger Thank you for taking the time to bring some arguments. Let's just agree to disagree. Except for this: "All of this however, is really in the noise when it comes to battery degradation. If you read through this paper or other battery modeling papers, you'll see that degradation is a...

Very good point. Nr of disagrees (15 or more) = not a valid argument. Or even better: lack of English fluency = not a valid argument

I'm open minded and I change my mind when I see convincing arguments. If I could I would change the title to "may not be the best" However 120.000 EU vs 355.000 EU seems pretty "bad" to me.

The 90% SoH at 9.000 cycles estimation in the article is much more logical than yours (90% at 15.000 cycles). Because of this: Source As the battery degradation develops - the difference in the delivered EU (energy units) gets even bigger: At 90% SoH (10% degradation) it's 150.000 EU vs 90.000...

I wish my commute was as short as yours ;)

I meant 75%-25% (not 85%-25%). And yes I do agree that keeping the car at 75%-80% shows no harm in practice. I was just wondering how this was possible given the above data. Again this is not a big deal - I guess we can close the thread now... Just to be clear I did not add any false...

@Rocky_H The point of discussion was whether we should charge to 80 % (or 90%) every day notwithstanding the SoC (state of charge) of the battery or it is better to discharge to 25% and then to plug in. If the graph is correct (and if applicable to all type of lithium batteries) - the best...

I meant of course 150.000 EU for case 2. (not 15.000)

I think you misinterpret the graph and the underlying remarks. The state of health is the same in both cases - 90 % battery capacity retention . To summarize: for 10 % degradation you get: case 1 - 75%-65% charging "sessions" - 9.000 cycles but only 90.000 EU (energy units) case 2 - 75%-25%...

I completely agree with that. My obsessions is not that much about the battery of my car going bad - it is more about finding the general principle, applicable not only to the EVs but to your phone, laptop, tennis ball machine etc....

. I'm afraid after reading this (batteryunivercity.com) I have to reiterate the original claim that frequent shallow "charging/discharging sessions" (75%-65%) are much worse for the battery longevity than moderately deep charge/discharge (75%-25%). Direct conclusion - no more daily plug in...

I new there was something fishy there ;)

Thanks. Frankly I'm relieved. Topping up the battery is what I do and it gives me much more driving range comfort. I've checked in the meantime the definition of charging cycle (should have done it before posting, I know) which is exactly what you explained.

This is an excellent example. I guess I really misunderstood the therm "cycle". So the 75-65% 12.000 cycles example from the article means that you can shallowly discharge/charge (10%) 120.000 times? Is that correct?

@Rocky_H I really hope that you are right and I'm wrong. Because I've been always charging daily (up to 80%) no matter what the depth of discharge is. The article clearly states: "It would appear that charging between 85% and 25% gives a good balance between battery life and workable capacity"...

One cycle is not equal to one day. ... Let's assume 100 % of battery gives you 100 miles (for simplicity). So 12.000 cycles x 0.1 (10%) x 100 miles = 120.000 miles 7.100 cycles x 0.5 x 100 miles = 355.00 miles So I think discharging to 25 % is clearly better. With short commute you can...

Daily charging / topping up the battery before certain depth of discharge should be killing your battery. At least according to this sheet - source: The Secret Life Of An EV Battery, Cleantechnica.com IMG I added the last 2 columns just for clarity's sake. So according to this sheet the...