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First you need to confirm if yours is LFP. The manual tells you how to ID it.Sorry if this has been written before. I just ordered my first Tesla which is a model Y.
Does weekly charging vs daily charging affect range and battery degradation.
I’m a little paranoid as I had the battery replaced on my Mitsubishi PHEV.
Depends if it's the RWD or the P.But the MY is coming from China and therefore will be LFP?
But the MY is coming from China and therefore will be LFP? If that's still the case, isn't the key matter how often you need to charge it to 100% (which I recall someone proposing weekly)? The LFP benefits from that, whereas it's not wise for NCA battery cars.
LFP- You are fine to keep it charged up to 100% all the time. If you cannot then you need to get it to at 100% at least weekly for the BMS to stay as accurate as possible.Sorry. It is the LFP.
I have free charging at work. I can charge 5 days a week. Seven if you include at home. Or plug it in weekly.
I do around 250km/week on average.
There should be no difference in battery life if you charge smaller amounts more frequently versus larger amounts less frequently. Batteries have a Cycle Life rating and one cycle means charging from 0 to 100% and discharging back to zero again. This is the equivalent of discharging and recharging the battery by 50% twice.Sorry if this has been written before. I just ordered my first Tesla which is a model Y.
Does weekly charging vs daily charging affect range and battery degradation.
I’m a little paranoid as I had the battery replaced on my Mitsubishi PHEV.
Or just look at your VIN. The 7th character tells you what kind of battery it is.First you need to confirm if yours is LFP. The manual tells you how to ID it.
Go to your charging screen where you can slide from 50 to 100%. If it has notation of "Daily" and "Trip" then it is not LFP and you should not charge 100% unless on a road trip.
BMS calibration comes from a range of stable readings across different states of charge, not from charging to 100%. Think of calibration as trying to draw a straight line on a graph through a number of data points, its much easier if they're spread across the full range.LFP batteries are tolerant of different charging styles. Even if frequently charged to 100%, they may still last for a million miles. So you can pretty much charge them however you like.
If you want your car to last for a very long time, longer than, say, 10 years, and you want to treat the battery better, charge it to 70% whenever you can charge, like every day. 70% is a sweet spot for LFP batteries, because calendar ageing ist just as high as at 40%, but lower than at higher states of charge, like 80%, 90%, or 100%. Those show somewhat increased rates of calendar degradation.
Charge it to 100% whenever you foresee an advantage, like just before a long trip. Tesla once recommended charging to 100% once a week, not because that's good for the battery chemistry, but simply because this calibrates the battery managemen system (BMS) and balances the battery modules.
I guess, when you do not charge to 100% for a longer time, the BMS might show slowly reducing values of the whole battery capacity. So as long as it shows sufficient range for your needs, I don't see any good reason to keep charging to 100% weekly. But this is not fully researched, so it may still be a good idea to follow Tesla's recommendation.
Calendar degradation is significantly lower at low states of charge (SoC), like 30%, 20%, 10%, and almost nonexistent at 0%. But it is impractical to have a car standing there that you can drive only for a few miles before having to recharge. So that's probably not a good idea. Also, the closer you get to 0%, the higher the risk of inadvertent deep-discharge, which would destroy the battery if it gets below the zero point. You'd also run the risk of the 12 V battery not getting charged and possibly running empty, leading to a seemingly dead car.
The other factor determining the rate of calendar ageing is temperature. One could argue that keeping the battery at a lower SoC is much more effective on hot summer days, while you could consider keeping the battery at a higher SoC in winter, because of the slower degradation at low temperatures. This plays into the hands of avid winter drivers, because you usually need a higher SoC in winter for heating.
But let me repeat, if you don't see any need to prolong the battery's lifetime, it is quite OK to ignore all of this and charge as much as you like.
I've heard that before, but I have doubts. However, the topic is so complex that we'd need a lengthy discussion, and arguing might still not lead to a convincing conclusion. On top of this the question is not that important for practical purposes. Since Tesla recommends charging to 100% from time to time, I think we already know enough to treat our cars well.BMS calibration comes from a range of stable readings across different states of charge, not from charging to 100%. …
Appreciate not wanting a lengthy discussionI've heard that before, but I have doubts. However, the topic is so complex that we'd need a lengthy discussion, and arguing might still not lead to a convincing conclusion. On top of this the question is not that important for practical purposes. Since Tesla recommends charging to 100% from time to time, I think we already know enough to treat our cars well.
If you had a link to an authoritative source though, I'd be grateful.
My hunch is that it's the opposite - Tesla knows the BMS is being slightly pessimistic (for good reason, as you mention earlier), but that pessimism is essentially a systematic error term that will accumulate over many partial charge/discharge cycles, to the point that it shows an excessively low range estimate. Charging the LFP battery to 100% regularly will reset that accumulated error term in the estimate.'m not sure where the recommendation to charge fully once a week comes from. Perhaps Tesla isn't quite sure about the BMS always showing sufficiently pessimistic SoC values. I don't do that and have not had any problem so far. If the values ever were too optimistic (too high), rather than pessimistic, I would expect to observe the SoC racing down when the battery voltage begins to shrink, i.e. somewhere between 20% and 10%. That would still leave me 20 or 30 true miles to find a charger, but I want to experience that before I believe it. My best guess is that I will never see it.