-
Want to remove ads? Register an account and login to see fewer ads, and become a Supporting Member to remove almost all ads.
Model 3 SR+ LFP Battery Range, Degradation, etc Discussion
- Thread starter Baluchi
- Start date
There are people who do exactly that most days and have done over 150,000 miles in LFP cars without any more range loss than cars with 15,000 miles, so you have nothing to gain by not charging to 100% daily.
My car has almost 30,000 miles after about 23 months.
- 100% charging shows 259 rated miles (259.5 on the Energy Drive screen), down from the initial 272 miles. I.e. about 4.6-4.8% loss by this measure.
- Scan My Tesla shows a capacity estimate of 57.5 kWh, down from the 60.5 kWh full pack when new. I.e. about 5.0% loss by this measure.
- Most charging is at home to 65-70%, but 100% approximately once per week. Most charging is departure charging to finish within an hour or few before driving.
- Did one 1,500 mile or so road trip using Supercharging after the initial 100% charge before leaving. Mostly Supercharged ~10-15% to ~50-60% on the road, except for once when ~80% was needed to reach the next Supercharger, since that charging method (as recommended by ABRP) gave the fastest trip. Other than this road trip, I used Supercharging only a few times.
Last edited:
I'm at ~34500 miles and the car is 21 months old. Displayed range is 260 miles (18in aerowheels). down from 272m/438km. I've put ~12K miles of long range driving on the car where I used SC/DCFCs along with some hotel destination chargers and I've often charged to 90%+ at SC/DCFCs , especially when having a meal. I charge to 100% via L1/L2 charging at least once a week.
Hi.
My M3 LFP hasn’t calibrated in a while. I charge it to 100% 1x/week. Each time it just gets to 100% n just stops without any calibration. I should mention that the battery has calibrated in the past but hasn’t happened in the past few months.
Any idea why, except that the battery is calibrated at all times (which in itself shouldn’t be normal?) ?
Thanks !
Candleflame
Active Member
if you do deep(er) discharges routinely it may not calibrate. if you charge to 100% and the car checks the pack voltage and its equivalent to 4.2V then no calibration is needed.
I've had my Model 3 with LFP for 15 months. Closing in on 30000 miles. My full charge gives me numbers from 252-262 miles. I'm guessing that's ok but I still have worries since I don't have at home charging, I've done everything on supercharging.
I've heard stories about excessive supercharging killing batteries. I understand that excessive supercharging my harm older batteries but I've yet to hear anything specifically regarding LFP and 100% supercharging for extremely high milage.
I've heard stories about excessive supercharging killing batteries. I understand that excessive supercharging my harm older batteries but I've yet to hear anything specifically regarding LFP and 100% supercharging for extremely high milage.
IMHO, LFP by default has 5-10x cycle life of NMC, so when you hear of battery problems with NMC Model 3's that are at 100K miles, expect problem with LFP Model 3's having to worry about that at 500k-1M miles.
I have 14k miles, full charge at 263 EPA miles..
I'll repost this here. It's an Australian report on real world battery pack (multiple chemistries and vendors) observed degradation over hundred to thousands of charge cycles:
https://storage.googleapis.com/itp-renewables-website/documents/Battlab_Report_12_Final.pdf
Some of the observed results are extremely interesting, especially the potential life of LFP batteries.
Report:
https://storage.googleapis.com/itp-renewables-website/documents/Battlab_Report_12_Final.pdf
Some of the observed results are extremely interesting, especially the potential life of LFP batteries.
Can someone with more knowledge than me please chime in. I think I know the model 3 LR uses a NCMA battery made by LG in Korea. The performance uses a NCA made by Panasonic and the RWD uses a LFP by CATL.
Does this Australian study have any bearing on the batteries used by Tesla in their model 3’s. Thanks
Does this Australian study have any bearing on the batteries used by Tesla in their model 3’s. Thanks
This a summary of battery chemistries tested:
Product / Type / Nameplate / Capacity (kWh nominal) / Phase / Status
CALB CA100 Lithium Iron
Phosphate 10.24 1 Testing Previously
Concluded
Ecoult UltraFlex Lead Carbon 14.8 1 Testing Previously
Concluded
GNB Sonnenschein Lead Acid 14.4 1 Testing Previously
Concluded
Kokam + ADS-TEC Lithium Nickel
Manganese Cobalt 8.3 1 Testing Previously
Concluded
LG Chem RESU 1 Lithium Nickel
Manganese Cobalt 9.6 1 Testing Previously
Concluded
Samsung AIO Lithium Nickel
Manganese Cobalt 10.8 1 Testing Previously
Concluded
Sony Fortelion Lithium Iron
Phosphate 9.6 1 Testing Concluded
in March 2022
Tesla Powerwall 1 Lithium Nickel
Manganese Cobalt 6.4 1 Testing Previously
Concluded
Alpha ESS M48100 Lithium Iron
Phosphate 9.6 2 Testing Previously
Concluded
Ampetus Super
Lithium
Lithium Iron
Phosphate 9.0 2 Testing Previously
Concluded
Aquion Aspen Aqueous Hybrid
Ion 17.6 2 Testing Previously
Concluded
SimpliPhi PHI 3.4 Lithium Iron
Phosphate 10.2 2 Testing Previously
Concluded
Lithium-ion Battery Testing — Public Report 12 3
Product / Type / Nameplate / Capacity / (kWh nominal) / Phase / Status
BYD B-Box Lithium Iron
Phosphate 10.24 2
October 2020 –
Replaced by BYD
B-Box LVS (8 kWh)
Testing Concluded in
March 2022
GNB Lithium Lithium Nickel
Manganese Cobalt 12.7 2 Testing Concluded in
March 2022
LG Chem RESU HV Lithium Nickel
Manganese Cobalt 9.8 2 Testing Concluded in
March 2022
Pylontech US2000B Lithium Iron
Phosphate 9.6 2 Testing Concluded in
March 2022
Redflow ZCell Zinc-Bromide Flow 10.0 2 Testing Concluded in
March 2022
Telsa Powerwall 2 Lithium Nickel
Manganese Cobalt 13.5 2 Testing Concluded in
March 2022
BYD B-Box HV Lithium Iron
Phosphate 10.2 3
June 2020 – Replaced
by BYD B-Box HVM
(11.04 kWh)
Testing Concluded in
March 2022
DCS PV 10.0 Lithium Iron
Phosphate 10.0 3 Testing Concluded in
March 2022
FIMER REACT 2 Lithium Nickel
Manganese Cobalt 8.0 3 Testing Concluded in
March 2022
FZSoNick Sodium Nickel
Chloride 9.6 3 Testing Concluded in
March 2022
PowerPlus Energy LiFe
Premium
Lithium Iron
Phosphate 9.9 3 Testing Concluded in
March 2022
SolaX Triple Power Lithium Nickel
Manganese Cobalt 12.6 3 Testing Concluded in
March 2022
sonnenBatterie Lithium Iron
Phosphate 10.0 3 Testing Concluded in
March 2022
Zenaji Aeon Lithium Titanate 9.6 3 Testing Concluded in
March 2022
Battery test centre:
Battery test procedure:
Last edited:
T
Thank you Duncan. When I read the study I didn’t see the Panasonic NCA or the LG NCMA or the CATL LFP batteries tested. Sorry for the confusing question. I was trying to ask whether or not any of the batteries tested were close enough in composition that parallels could be drawn to the batteries used by Tesla but apparently not tested. It seems to me that the Tesla batteries have held up better than the batteries tested in Australia. I’m wondering if that is a solid interpretation. ThanksBattery test centre:
Battery test procedure:
252-262 miles displayed with 100% SOC or is that the actual range that you get? Cause the displayed range isn’t what you end up getting. Can be more or less.
Same question for you @eevee-fan.
Thanks !
263 is Tesla's "EPA range", not real world range. I would GUESS the real range at highway speed is 200-225 miles (to low, not empty). The good thing with Tesla is that there's usually a SuC within 2 hours and the LFP charging speed is good enough, so I'd stop to enjoy a quick needed break and charge.
Well I’m just looking for real world data…IMHO, LFP by default has 5-10x cycle life of NMC, so when you hear of battery problems with NMC Model 3's that are at 100K miles, expect problem with LFP Model 3's having to worry about that at 500k-1M miles.
I have 14k miles, full charge at 263 EPA miles..
Has anybody out there with LFP done 100000+ miles on all supercharging? What is their experience?
I thought recent studies suggested supercharging made no difference?
There are LFP cars I’ve seen on other sites that have done over 150,000 miles and because they are used for taxi/Uber etc they spend a lot of time on fast or super chargers. They haven’t seemed to have lost any more displayed range than cars of the same age with a fraction of the mileage, like less than 5%. Don’t forget LFP has a slower charging speed also, so that might help. Seems like something that won’t be an issue within your ownership.
Similar threads
