Model 3 LR has a 74kWh useable capacity and the onboard BMS state's a max discharge of 370kW for the pack. This correlates to exactly 5C max discharge rate.
Model S P100D has a max discharge rate of 600kW (~5.8C in reality after losses, aka 580kW peak power output).Therefore, Tesla's software allows a 20% higher C rate in the 18650 batteries.
This makes sense as many have speculated the 2710's are NMC chemistry (higher energy density), whereas the 18650's are NCA (higher power density). There's more to it than that, but for the sake of keeping this post brief, the 2170's prioritize lower cost and better cell cycle life over peak power output. Using the same ~5% losses in the Model 3 yields a peak power output of 350-355kW for the P Model 3. According to my rough math, that could potentially accelerate a ~4,100lb vehicle to 60mph in 3.08 seconds. Possibly 2.9 seconds under ideal conditions if they include the Ludicrous + easter egg. Obviously this is all speculation on my part, just like everyone else.
Although I don't completely agree with all of those numbers......lets go with them for the sake of the conversation.
Soo......how is it possible to have higher acceleration from 3000 fewer batteries that have a lower C rate accompanied by a Permanent Magnet motor?
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These are the numbers I have.
Lithium Nickel Cobalt Aluminum Oxide: LiNiCoAlO2 cathode (~9% Co), graphite anode
Short form: NCA or Li-aluminum. Since 1999
Voltages 3.60V nominal; typical operating range 3.0–4.2V/cell
Specific energy (capacity) 200-260Wh/kg; 300Wh/kg predictable
Charge (C-rate) 0.7C, charges to 4.20V (most cells), 3h charge typical, fast charge possible with some cells
Discharge (C-rate) 1C typical; 3.00V cut-off; high discharge rate shortens battery life
Cycle life 500 (related to depth of discharge, temperature)
Thermal runaway 150°C (302°F) typical, High charge promotes thermal runaway
Applications Medical devices, industrial, electric powertrain (Tesla)
Comments Shares similarities with Li-cobalt. Serves as Energy Cell.