They cannot long term. There is nothing magical about the LFP batteries Tesla use compared to all other LFP batteries. But in a practical sense it would be fine for a few hours or even days - the degradation would be very minimum which is why Tesla don't confuse the situation.
I think the official figures show that the LFP car is a little slower 0-60, doubtless due to the extra weight of the LFP pack. That said, the difference is marginal and likely to be outweighed by other influences.
I don't think those weights for the M3 SR+ are correct. On release the weight was quoted as 1611 kg later US builds 1645 kg ... but Bjorn Nyland took later SR+ to a weigh station and got 1720 kg for the US built car and then 1840kg for the made in China car ... the differences being down to the LFP battery pack in the China car.
I have one of the unicorn models, the 60kwh pack and the 320bhp rear performance motor, delivered Nov21. The RWD models that followed in 2022 had the Ryzen chip but only a 280bhp motor delivering the slower 0–60mph but yes weight of the LFP packs also a factor.
Tell that to the folks who are paying big money to upgrade their Model 3 LR to get close to Performance numbers. Obviously you won't notice in normal driving but would be noticeable when flooring it ... and an SR+ (or Model 3 RWD) is used with full acceleration far more often than an LR or Performance for obvious reasons.
The weights I quoted are the Gross Vehicle Weight (not sure what this includes; full tank perhaps?) - they also quote 'unlaiden' weight which for the LFP as an example is 1825 Kg, is much nearer to Bjorn's figure. That said, I think he sits in his car on the weigh-bridge so not 'unlaiden' as such?
Yes, Bjorn's will be gross weight ... I think he deducts his own weight ... his are likely to be reliable (though I can't remember if he takes out cables and first aid kit and the mystery towing eye.. Agreed LFP definitely heavier for the same capacity and heavier still given that the LFP pack capacity is higher than the earlier 3s. Mine was not more than 50kWh useable as new (2019).
I'm not so sure about charging with sentry on compared to sentry off. I think the BMS is working when the car is asleep and therefore will balance the cells.
Is that an educated guess or based on some other Tesla source? (It’s a reasonable idea.) I would have thought that avoiding the combination of charging and sentry would get a specific mention but that’s not how I read it.
I have m3 2021 mic. I’m now retired and not doing a lot of miles, I usually only charge about once a week form 40 to 70%. I’m on octopus go so would toping up from 70 to 100% on the next day keep the bms happy?
Just charge it to 100% the night before you plan to drive it at least 20 miles.
It’s a different chemistry to the one that we got that advice for, so why do you think that still applies?
Contrary to popular belief, an LFP battery will still degrade quicker if you leave it pinned at 100% for extended period of time compared to at a lower SoC. It’s more tolerant of it compared to other chemistries, but that doesn’t mean it doesn’t degrade. The same applies to leaving them at very low states of charge as with other chemistries.
