That is great! Nice to see those figures. I know you said the car has been used for ride share but 50K miles per year is just a lot. And a 10 000miles road trip. You do spend a lot of time in it. Hope it serves you best for the next 2 years (another 100K miles) :) !
I just picked up a 2022 LFP ex Hertz rental with 127k miles. I've only put 2k miles on it so far so I haven't had a chance to check capacity. At 100% charge it shows anywhere between 246-252 miles of range depending on temperature. It has the 19" wheels with garbage tires which im sure impacts range. For anyone interested I paid $20k minus $4k federal incentive and another $4k in state incentives. Its the perfect $12k car for us.
@@tjts1 That is a fantastic deal! Mine was actually an ex-Hertz car as well, purchased a couple months ago with 91k miles, and I’ve added about 20k miles since then. These cars were seemingly used a ton for rideshare (I’ve noticed some back seat wear with mine), but most of them have held up extremely well despite all the Supercharging. Glad you’re enjoying it!
WTF, 12K dollar for THIS freaking good car? I own a 2022 LFP too, and since i got it zero zero zero issues. It's the most reliable car i ever had. THAT A freaking STEAL bro. You got so lucky.
Hey Brandon thanks for your no BS video! New sub here. We look forward to your next video of 200k miles. We think you’ll be just fine, it’s a great car. Incidentally, you remind me of Peter, yup Peter Parker! Spider-Man!
Hello! I have a 2022 LFP as well. I feel like we’ve hit the jackpot in terms of features and reliability. It seems that mine is about for percent degraded at 129k. Super happy with it!
@@Thissandthat That is awesome to hear! And I completely agree with you, the least expensive Model 3 also happens to be the most robust, and definitely the best value. Really seems like these cars have virtually the same degradation curve regardless of usage. Do you Supercharge a lot?
@ I bought it from Hertz so inevitably it was super charged often or at least level two charging. Quite frankly, I’m shocked how well it held up, it doesn’t smell funny, the suspension is still solid with no creeks.
@@Thissandthat So interesting to me, I'm in Australia, new cars are very dear compared to the US, I may be able to afford a used Tesla, so this info is a goldmine.
@@Thissandthat Oh yeah, mine was a Hertz car as well. Bought it a couple months ago with 91k miles, and have added about 20k since then. I agree with you, the car still feels totally solid after this mileage. All of these higher mileage ones were used for rideshare and constantly Supercharged (mine was Supercharged about 75% of the time), and literally no special “care” was taken for the battery, but yet they’ve all just held up. Hope you enjoy it for many years to come!
@@rodbrown8306 Yeah, a used LFP Model 3 with higher mileage is a fantastic deal, because the battery will be in exactly the same condition as a lower mileage one (they really only seem to degrade by age), so there’s literally no reason to worry about mileage (besides warranty, and potential additional wear on suspension and other components). Not sure about Australia, but in the US at least, used LFP Model 3s can be found for under $20k USD, hard to beat that.
Man, your information is exactly what I would need to know if about to consider a used Tesla or even new Tesla, great video for the most relevant issue imo, deg and milage values. I think it would be good as you explain the variances from new to each milage report to use visuals as in some %Bar Graphs, this would get that real world difference good or otherwise clearly understood by your listeners. Not that you do a bad job expressing yourself but as you speak numbers, I find myself struggling to see that difference graphically. It sounded impressive but loses a little impact when not visualized. Btw great video and all the best in your reporting I like your content focus.
@@rodbrown8306 Thanks for the feedback! I agree with you, I’m a more visual learner myself, so I’ll add relevant graphs next time when talking about the numbers. It made sense in my head, but I sort of tuned out when watching it back again, as it was too much information to process audibly. Visuals would’ve certainly helped in that regard. Thanks again.
This is very interesting. A 60Kw LFP retained its capacity after 100K miles. Love the videography from the road trips and the photography!! Show more of that. Thanks for sharing!! ❤
1:14 Thats the big point for LFP batteries. In which climate condition the vehicle is used..Here in Europe with cold Winter you will definately experience a performance trop compaired to a MY with NMC. Already at cell Temperatures below 15 Celsius the BMS will reduce the current. The same MY with LFP used at hot/Medium climate you wobt have any issues with that cell chemistry
Very nice. My car is very similar to yours. I bought it used in 2024. It's also red. Mine is a 2022 M3LR AWD with the lithium ion battery. It was also a ride share vehicle with 90k when I bought it. Hertz I believe. I have an almost 10% degradation using the same methodology as you did. Sounds like LFP holds up pretty well, especially with superchargers. Thanks for sharing. EV stEVie
@@3DVnet That is awesome to hear! Red looks so good on these cars. I’d honestly expect more degradation from an NCA car after tons of Supercharging and rental/rideshare abuse, so your car seems to have held up quite well, all things considered. And even with the degradation, you still have a lot more range than the LFP cars do. Mine is actually an ex-Hertz car as well, I purchased it a couple months ago with 91k miles, and have added about 20k miles since then. Thanks for watching!
I own the same car with around 82,000 miles on it and it it has around 94-95% of its original capacity. In Arizona, where I live, the intense summer heat seemed to affect the car as it struggled to keep the battery pack cool. We had 60 plus days over 110 degrees F. I plan to install a mini split heat pump in my garage and I think that will help cool the car down. That will probably stop any further degradation.
@@franklong6269 Interesting, I’ve noticed similar behavior when I lived in Yuma, AZ with the car last summer. I had the car outside but under a carport, and the car only cooled the battery when it was powered on (which I kind of expected). I checked Service Mode, and the battery was at like 42-45°C just from sitting there on the 115°F days. The garage cooling sounds like a smart idea, and I’m sure it’ll help. Your degradation doesn’t seem too bad though all things considered, I’ve heard that a lot of the NCA Model 3s in Arizona have like 10-15% degradation after similar mileage, so it definitely seems like LFP is much more resistant to heat.
@@Airbag888 Thank you! The drone is a DJI Mini 2, and I used a 3rd-party app called Litchi to have it automatically track/follow the car for those driving shots.
@@fknid Yeah, I usually try to keep this between 30-50% SoC as much as possible when it’s not being driven. Still, I think it’s impressive how low the degradation is despite frequently being charged to 100%.
@@laurynasEV I’m planning on doing that eventually, but supposedly it needs a >6 kW charger which I don’t have, and this 100-0% driving test was the same way I’ve measured capacity in my other cars, and it’s a widely-used method, so I wanted to keep it consistent.
@@NoName-md5zb Yeah, I don’t understand that either. LFP would eliminate a lot of the EV “downsides” that people always complain about (recommended 80% daily charge limit, fears of high degradation, “fast charging degrades the battery,” etc.). I suppose since most cells are manufactured in China it wouldn’t make sense for the US tax credits, but now that those are going away, it would be nice to see more LFP vehicles in the US. At the very least, Europe seems to get a lot of new LFP vehicles (all the Chinese cars).
@@BrandonKipp There isn't much benefit for LFP in cars, since the high charge cycles are not that relevant in an EV, vs the home battery, where high cycle count is important. They are cheaper though and they gas out and not violently explode like NMC/NCA, that is the biggest advantage, but are heavier and are problematic in cold climate. In colder climate you have huge problems charging them. Plus you have the problem with the BMS needing the 100% charge more than in NMC/NCA so actually you have to baby sit an LFP, not an NMC/NCA. The LFP require way more baby sitting, especially if you don't have a home charger.
@@AirElectricApp I really think it depends on the car’s use case. For the average commuter that maybe uses 20% SoC every day, then yeah, NMC makes sense. However for the high mileage use cases, like what this car’s been used for, I still think LFP is the way to go. Since NMC is greatly affected by depth of discharge, LFP is better for a high mileage use case with longer drives between charges, since it barely seems to be affected by DoD. Plus, the fact that LFP is more resistant to heat means that DC charging doesn’t seem to negatively affect it (as shown with this car), though as you said, DC charging in the cold is still a valid concern. And additionally, for those without home charging, I’d argue that LFP actually makes more sense than NMC. If you’re trying to keep NMC between 80-20% as much as possible, you’re going to have to public charge much more frequently than with LFP, where you can just plug in when it’s empty and charge to full, therefore reducing the number of charging sessions needed. That of course assumes you’ll be DC charging to 100%, which is might not always be the case. But I agree that for the average EV buyer that has home charging and mainly uses the car for commuting with the occasional road trip, then yes, NMC is the way to go.
Hmmmm, I’m only at around 16k miles and my Tessie app is showing 3.95% degradation already. Not sure how accurate that is but now I feel like mine isn’t doing as well lol. From 272 starting im at 260 miles of Range at full charge
The way he is using his is actually how an LFP battery likes to be used, drained down low and fully charged, LFP's show the best behavior when you charge like that. What's not recommended to do is leave the battery fully charged for long periods of time, often, especially if its really hot where the car is. Search for How To Ruin Your Electric Car's Battery - LFP Edition! Its a really good video about LFP batteries.
@@rob1422222 Actually that seems to somewhat align with the data from all the other low mileage cars. I briefly mentioned it in the video, but it seems like the low mileage cars have the same exact degradation as the high mileage cars, because these LFP packs only seem to be degrading by age, not usage. At least with my car, it seemed to plateau at 5% degradation a long time ago, and hasn’t lost any more capacity since then. Also consider that in general, most degradation happens within the first 10-20k miles, so it’s highly unlikely yours will continue degrading at this rate.
@@AirElectricApp At 100% SoC, “ideal remaining” is usually very consistent at 57.4 kWh. The car reports 2.6 kWh in the bottom buffer, so that would be 54.8 kWh usable, slightly more than I measured in my capacity test. I just added some other Scan My Tesla values in the video description as well, hope that helps.
A little info about why this LFP battery is degrading so slow. LFP batteries degrade much slower than lithium batteries due to their chemistry. That’s why they are okay to be charged to 100%. It’s still best for them to stay between 80-20% SOC but the difference in degradation will be small. They aren’t able to output as much power as a lithium battery, but the minimal degradation seems to be worth it. I have a 2020 Lithium Dual motor Model Y with 70k miles and 85% battery health.
@@marcuss_aureliuss Yeah, ultimately this is still a li-ion battery, so it still has those characteristics. And regarding your point about the power output, while it’s true that LFP might not have the same peak power output as NMC, because of the fairly flat voltage curve, it still puts out the same power at 1-2% SoC as it does at 100% SoC. Can’t say the same about NMC, so that’s one thing I like about LFP, the performance doesn’t decrease with SoC. I agree with you though, the few downsides of LFP are negated by the low degradation. And wow, that’s a fair bit of degradation with your Model Y, do you live in a hot climate or Supercharge a lot?
@@dosso96 I used the Scan My Tesla app, and used a dongle off of the CAN bus connector (behind the center console), in order to have an OBD-II port to plug into. Hope that helps!
@@davidfujkk8018 Nothing special, it can sometimes be all over the place. I charge to 100% SoC almost every charging session, and typically drive 150-250 miles before recharging again (usually the length of my drives). If I won’t be driving for a while, I always try to leave the car under 70% SoC, preferably around 50%.
@@sebamu6795 Yeah, I try not to let it sit at 100% SoC for more than like 6 hours if possible (I typically drive off about 1-3 hours after it hits 100%), but there have been a few times where my day’s plans changed and it’s sat there for a day or more, and I didn’t sweat it.
@@Patryks26 Yep, pretty much the same as I calculated. “Usable” in Scan My Tesla is currently listed as 54.5 kWh. And just to verify, Nominal full pack is 57.1 kWh (sometimes Nominal remaining can go up to 57.4 kWh right after a full charge), and with the 2.6 kWh bottom buffer that the car reports, that’s between 54.5-54.8 kWh usable.
@@cypvh74 Yeah, seems to be the case especially with the CATL LFP packs. They’re degrading the exact same regardless of mileage/usage. The LG/Panasonic NMC/NCA packs on the other hand still seem to be somewhat correlated with mileage and how they’re charged, but age is still relevant too.
@ based on personal experience and other information sources on the other tesla packs, it seems very similar. With people with high mileage seeing the same degradation levels as people with low miles but similar ages packs.
Great video, full of helpful information. I was definitely anti EV when Tesla first appeared in the world. Done a complete U TURN after driving one. They are great cars in almost every way. Granted, not the solution for everyone,and I don't think governments should be trying to force people into EV's. But EV's and Tesla particularly are a great option.
@@parsnips800 Yeah, I was in a similar position. It’s a great car for myself and lots of others, but there are definitely still tons of use cases when an EV doesn’t make sense - I’d argue that not having home/work charging is one of those cases. And I agree with you, governments shouldn’t be trying to force people into these cars. If it’s a compelling product then people should want to buy it, but forcing them to do so is the wrong approach. Thanks for watching!
Nice low degradation. Always charging to 100% is also for LFP not the best idea. The BMS needs the calibration but the cells will also degrade faster, but not as fast as NMC/NCA
@@lukyluke993 Yeah, ultimately it’s still a li-ion battery and will always have those characteristics. I usually try to keep it under 70% SoC unless I need the extra range, and if I’m not going too low, then I don’t really worry if I temporarily throw off the BMS calibration. That being said, this car’s really just been used without much care (lots of fast charging and deep cycling), and it really hasn’t shown any additional degradation compared to the lower mileage examples. I could potentially see always charging to 100% being an issue especially for the low mileage cars, because they’re more likely to sit at that high SoC, whereas mine will be driven instead. It’ll be interesting to see the data once these cars are a little bit older.
@@cypvh74 No, the car accounts for regen in both the average consumption display, as well as the total kWh used display. Plus, this was over 300 miles of straight highway, so there was probably ~700 Wh of regen at the most. And again, that’s irrelevant since the car accounts for that in its consumption figures.
@@rinnin Degradation isn’t linear, so it’s difficult to predict that far ahead. But for what it’s worth, the degradation with this car seems to have plateaued long ago. I doubt there will be much more degradation by 200k miles, but by 2M miles it’s really hard to say (the rest of the car also has to last that long, of course).
Great video 👍 This kind of information is much more interesting than the thousands of youtubers reviewing new Teslas.
@tafl-9198 Thanks! I definitely agree with you.
For sure.
That is great! Nice to see those figures.
I know you said the car has been used for ride share but 50K miles per year is just a lot. And a 10 000miles road trip. You do spend a lot of time in it. Hope it serves you best for the next 2 years (another 100K miles) :) !
@@teovm Thank you! Yeah, definitely a ton of adventures planned with this car over the next few years. See you again at 200k!
I just picked up a 2022 LFP ex Hertz rental with 127k miles. I've only put 2k miles on it so far so I haven't had a chance to check capacity. At 100% charge it shows anywhere between 246-252 miles of range depending on temperature. It has the 19" wheels with garbage tires which im sure impacts range.
For anyone interested I paid $20k minus $4k federal incentive and another $4k in state incentives. Its the perfect $12k car for us.
@@tjts1 That is a fantastic deal! Mine was actually an ex-Hertz car as well, purchased a couple months ago with 91k miles, and I’ve added about 20k miles since then. These cars were seemingly used a ton for rideshare (I’ve noticed some back seat wear with mine), but most of them have held up extremely well despite all the Supercharging. Glad you’re enjoying it!
This is very reassuring, picking mine up tomorrow, $18k with 126k miles.Thank you both for the information.
@@BrianCheck Awesome to hear! Hope you enjoy the car.
WTF, 12K dollar for THIS freaking good car? I own a 2022 LFP too, and since i got it zero zero zero issues. It's the most reliable car i ever had. THAT A freaking STEAL bro. You got so lucky.
Hey Brandon thanks for your no BS video! New sub here. We look forward to your next video of 200k miles. We think you’ll be just fine, it’s a great car.
Incidentally, you remind me of Peter, yup Peter Parker! Spider-Man!
Hello! I have a 2022 LFP as well. I feel like we’ve hit the jackpot in terms of features and reliability. It seems that mine is about for percent degraded at 129k. Super happy with it!
@@Thissandthat That is awesome to hear! And I completely agree with you, the least expensive Model 3 also happens to be the most robust, and definitely the best value. Really seems like these cars have virtually the same degradation curve regardless of usage. Do you Supercharge a lot?
@ I bought it from Hertz so inevitably it was super charged often or at least level two charging. Quite frankly, I’m shocked how well it held up, it doesn’t smell funny, the suspension is still solid with no creeks.
@@Thissandthat So interesting to me, I'm in Australia, new cars are very dear compared to the US, I may be able to afford a used Tesla, so this info is a goldmine.
@@Thissandthat Oh yeah, mine was a Hertz car as well. Bought it a couple months ago with 91k miles, and have added about 20k since then. I agree with you, the car still feels totally solid after this mileage. All of these higher mileage ones were used for rideshare and constantly Supercharged (mine was Supercharged about 75% of the time), and literally no special “care” was taken for the battery, but yet they’ve all just held up. Hope you enjoy it for many years to come!
@@rodbrown8306 Yeah, a used LFP Model 3 with higher mileage is a fantastic deal, because the battery will be in exactly the same condition as a lower mileage one (they really only seem to degrade by age), so there’s literally no reason to worry about mileage (besides warranty, and potential additional wear on suspension and other components). Not sure about Australia, but in the US at least, used LFP Model 3s can be found for under $20k USD, hard to beat that.
Thank you and best regards from Germany! I'm driving a Highland RWD from 11/23 now about 23 TKM, it is perfect
@@markuswillenberg9830 Awesome to hear, and thanks for watching! The Highland is a fantastic car.
I wish my 2018 Model 3 had a LFP battery. Good video!
Thanks for your report. That is great, practical information from an owner.
Thank you!
Man, your information is exactly what I would need to know if about to consider a used Tesla or even new Tesla, great video for the most relevant issue imo, deg and milage values. I think it would be good as you explain the variances from new to each milage report to use visuals as in some %Bar Graphs, this would get that real world difference good or otherwise clearly understood by your listeners. Not that you do a bad job expressing yourself but as you speak numbers, I find myself struggling to see that difference graphically. It sounded impressive but loses a little impact when not visualized. Btw great video and all the best in your reporting I like your content focus.
@@rodbrown8306 Thanks for the feedback! I agree with you, I’m a more visual learner myself, so I’ll add relevant graphs next time when talking about the numbers. It made sense in my head, but I sort of tuned out when watching it back again, as it was too much information to process audibly. Visuals would’ve certainly helped in that regard. Thanks again.
This is very interesting. A 60Kw LFP retained its capacity after 100K miles.
Love the videography from the road trips and the photography!! Show more of that.
Thanks for sharing!! ❤
@@christinekipp6155 Thanks for watching!
Thank you for the report, very helpful!!
@@hanswallner2188 Thank you!
1:14 Thats the big point for LFP batteries. In which climate condition the vehicle is used..Here in Europe with cold Winter you will definately experience a performance trop compaired to a MY with NMC.
Already at cell Temperatures below 15 Celsius the BMS will reduce the current.
The same MY with LFP used at hot/Medium climate you wobt have any issues with that cell chemistry
Great vid. Thanks mate
Love it 🥰
Very nice. My car is very similar to yours. I bought it used in 2024. It's also red. Mine is a 2022 M3LR AWD with the lithium ion battery.
It was also a ride share vehicle with 90k when I bought it. Hertz I believe.
I have an almost 10% degradation using the same methodology as you did. Sounds like LFP holds up pretty well, especially with superchargers.
Thanks for sharing.
EV stEVie
@@3DVnet That is awesome to hear! Red looks so good on these cars.
I’d honestly expect more degradation from an NCA car after tons of Supercharging and rental/rideshare abuse, so your car seems to have held up quite well, all things considered. And even with the degradation, you still have a lot more range than the LFP cars do.
Mine is actually an ex-Hertz car as well, I purchased it a couple months ago with 91k miles, and have added about 20k miles since then.
Thanks for watching!
I own the same car with around 82,000 miles on it and it it has around 94-95% of its original capacity. In Arizona, where I live, the intense summer heat seemed to affect the car as it struggled to keep the battery pack cool. We had 60 plus days over 110 degrees F.
I plan to install a mini split heat pump in my garage and I think that will help cool the car down. That will probably stop any further degradation.
@@franklong6269 Interesting, I’ve noticed similar behavior when I lived in Yuma, AZ with the car last summer. I had the car outside but under a carport, and the car only cooled the battery when it was powered on (which I kind of expected). I checked Service Mode, and the battery was at like 42-45°C just from sitting there on the 115°F days.
The garage cooling sounds like a smart idea, and I’m sure it’ll help. Your degradation doesn’t seem too bad though all things considered, I’ve heard that a lot of the NCA Model 3s in Arizona have like 10-15% degradation after similar mileage, so it definitely seems like LFP is much more resistant to heat.
Impressive!
LFP for the win 💪
Short video, to the point with numbers and eye candy drone shots to pack. You did very well.
Can you share what drone you have been using btw?
@@Airbag888 Thank you! The drone is a DJI Mini 2, and I used a 3rd-party app called Litchi to have it automatically track/follow the car for those driving shots.
LFP and NMC degradation is the same based on state of charge. LFP will see benefits if kept at a lower state of charge.
@@fknid Yeah, I usually try to keep this between 30-50% SoC as much as possible when it’s not being driven. Still, I think it’s impressive how low the degradation is despite frequently being charged to 100%.
@@BrandonKipp yes, batteries of the current model electric cars will easily outlive the usable life of the car.
Why not do the battery health test from service mode?
@@laurynasEV I’m planning on doing that eventually, but supposedly it needs a >6 kW charger which I don’t have, and this 100-0% driving test was the same way I’ve measured capacity in my other cars, and it’s a widely-used method, so I wanted to keep it consistent.
Yet for some reason evs still dont use these cells. Rather nmc which looses same amount of capacity in year
@@NoName-md5zb Yeah, I don’t understand that either. LFP would eliminate a lot of the EV “downsides” that people always complain about (recommended 80% daily charge limit, fears of high degradation, “fast charging degrades the battery,” etc.). I suppose since most cells are manufactured in China it wouldn’t make sense for the US tax credits, but now that those are going away, it would be nice to see more LFP vehicles in the US. At the very least, Europe seems to get a lot of new LFP vehicles (all the Chinese cars).
@BrandonKipp new stellantis ec3, frontera and panda has them. First eu car(s) with lfp.
@@BrandonKipp There isn't much benefit for LFP in cars, since the high charge cycles are not that relevant in an EV, vs the home battery, where high cycle count is important. They are cheaper though and they gas out and not violently explode like NMC/NCA, that is the biggest advantage, but are heavier and are problematic in cold climate. In colder climate you have huge problems charging them. Plus you have the problem with the BMS needing the 100% charge more than in NMC/NCA so actually you have to baby sit an LFP, not an NMC/NCA. The LFP require way more baby sitting, especially if you don't have a home charger.
@@AirElectricApp I really think it depends on the car’s use case. For the average commuter that maybe uses 20% SoC every day, then yeah, NMC makes sense. However for the high mileage use cases, like what this car’s been used for, I still think LFP is the way to go. Since NMC is greatly affected by depth of discharge, LFP is better for a high mileage use case with longer drives between charges, since it barely seems to be affected by DoD. Plus, the fact that LFP is more resistant to heat means that DC charging doesn’t seem to negatively affect it (as shown with this car), though as you said, DC charging in the cold is still a valid concern. And additionally, for those without home charging, I’d argue that LFP actually makes more sense than NMC. If you’re trying to keep NMC between 80-20% as much as possible, you’re going to have to public charge much more frequently than with LFP, where you can just plug in when it’s empty and charge to full, therefore reducing the number of charging sessions needed. That of course assumes you’ll be DC charging to 100%, which is might not always be the case. But I agree that for the average EV buyer that has home charging and mainly uses the car for commuting with the occasional road trip, then yes, NMC is the way to go.
Hmmmm, I’m only at around 16k miles and my Tessie app is showing 3.95% degradation already. Not sure how accurate that is but now I feel like mine isn’t doing as well lol. From 272 starting im at 260 miles of Range at full charge
The way he is using his is actually how an LFP battery likes to be used, drained down low and fully charged, LFP's show the best behavior when you charge like that. What's not recommended to do is leave the battery fully charged for long periods of time, often, especially if its really hot where the car is.
Search for How To Ruin Your Electric Car's Battery - LFP Edition! Its a really good video about LFP batteries.
maybe try to look under service mode and test that way.
@@rob1422222 Actually that seems to somewhat align with the data from all the other low mileage cars. I briefly mentioned it in the video, but it seems like the low mileage cars have the same exact degradation as the high mileage cars, because these LFP packs only seem to be degrading by age, not usage. At least with my car, it seemed to plateau at 5% degradation a long time ago, and hasn’t lost any more capacity since then. Also consider that in general, most degradation happens within the first 10-20k miles, so it’s highly unlikely yours will continue degrading at this rate.
What does Scan My Tesla give you when fully charged for "ideal remaining" under All? And what does it say under energy buffer? Thank you!
@@AirElectricApp At 100% SoC, “ideal remaining” is usually very consistent at 57.4 kWh. The car reports 2.6 kWh in the bottom buffer, so that would be 54.8 kWh usable, slightly more than I measured in my capacity test. I just added some other Scan My Tesla values in the video description as well, hope that helps.
A little info about why this LFP battery is degrading so slow. LFP batteries degrade much slower than lithium batteries due to their chemistry. That’s why they are okay to be charged to 100%. It’s still best for them to stay between 80-20% SOC but the difference in degradation will be small. They aren’t able to output as much power as a lithium battery, but the minimal degradation seems to be worth it. I have a 2020 Lithium Dual motor Model Y with 70k miles and 85% battery health.
Guy said it was mostly charged at superchargers, so probably stopping at 80%.
Do you know what the “L” stands for in LFP? Lithium. LFP batteries are lithium batteries.
@@marcuss_aureliuss Yeah, ultimately this is still a li-ion battery, so it still has those characteristics. And regarding your point about the power output, while it’s true that LFP might not have the same peak power output as NMC, because of the fairly flat voltage curve, it still puts out the same power at 1-2% SoC as it does at 100% SoC. Can’t say the same about NMC, so that’s one thing I like about LFP, the performance doesn’t decrease with SoC. I agree with you though, the few downsides of LFP are negated by the low degradation. And wow, that’s a fair bit of degradation with your Model Y, do you live in a hot climate or Supercharge a lot?
@@cypvh74 Nope, it was usually DC charged to 100%, and in a hot climate on top of it.
@@BrandonKipp LFP likes hot climate. It's easier to cool the batteries than to heat up.
1:56 10 "32nds of an inch"?! Grow up America. Just use mm like the rest of the world!
@@rinnin Haha, definitely agreed. Would be awesome if the US switched to metric a long time ago, but oh well.
Where do you find informations about how many kWh you charged in DC, AC or regen? Minute 2:59… thanks :)
@@dosso96 I used the Scan My Tesla app, and used a dongle off of the CAN bus connector (behind the center console), in order to have an OBD-II port to plug into. Hope that helps!
What are your charging habits?please tell me
@@davidfujkk8018 Nothing special, it can sometimes be all over the place. I charge to 100% SoC almost every charging session, and typically drive 150-250 miles before recharging again (usually the length of my drives). If I won’t be driving for a while, I always try to leave the car under 70% SoC, preferably around 50%.
Have you been avoiding to stay at 100% SoC for long time, e.g. for night or few days ?
@@sebamu6795 Yeah, I try not to let it sit at 100% SoC for more than like 6 hours if possible (I typically drive off about 1-3 hours after it hits 100%), but there have been a few times where my day’s plans changed and it’s sat there for a day or more, and I didn’t sweat it.
What battery degradation is showing you Scan My Tesla? Same as you calculated?
@@Patryks26 Yep, pretty much the same as I calculated. “Usable” in Scan My Tesla is currently listed as 54.5 kWh. And just to verify, Nominal full pack is 57.1 kWh (sometimes Nominal remaining can go up to 57.4 kWh right after a full charge), and with the 2.6 kWh bottom buffer that the car reports, that’s between 54.5-54.8 kWh usable.
So you‘re charging to 100 % all the time?
@@jaslarja Yep, charging to 100% almost all the time when AC charging, though not always when DC charging.
Seems for the Tesla batteries age is a bigger factor than miles.
@@cypvh74 Yeah, seems to be the case especially with the CATL LFP packs. They’re degrading the exact same regardless of mileage/usage. The LG/Panasonic NMC/NCA packs on the other hand still seem to be somewhat correlated with mileage and how they’re charged, but age is still relevant too.
@ based on personal experience and other information sources on the other tesla packs, it seems very similar. With people with high mileage seeing the same degradation levels as people with low miles but similar ages packs.
Great video, full of helpful information. I was definitely anti EV when Tesla first appeared in the world. Done a complete U TURN after driving one. They are great cars in almost every way. Granted, not the solution for everyone,and I don't think governments should be trying to force people into EV's. But EV's and Tesla particularly are a great option.
@@parsnips800 Yeah, I was in a similar position. It’s a great car for myself and lots of others, but there are definitely still tons of use cases when an EV doesn’t make sense - I’d argue that not having home/work charging is one of those cases. And I agree with you, governments shouldn’t be trying to force people into these cars. If it’s a compelling product then people should want to buy it, but forcing them to do so is the wrong approach. Thanks for watching!
Nice low degradation. Always charging to 100% is also for LFP not the best idea. The BMS needs the calibration but the cells will also degrade faster, but not as fast as NMC/NCA
@@lukyluke993 Yeah, ultimately it’s still a li-ion battery and will always have those characteristics. I usually try to keep it under 70% SoC unless I need the extra range, and if I’m not going too low, then I don’t really worry if I temporarily throw off the BMS calibration. That being said, this car’s really just been used without much care (lots of fast charging and deep cycling), and it really hasn’t shown any additional degradation compared to the lower mileage examples. I could potentially see always charging to 100% being an issue especially for the low mileage cars, because they’re more likely to sit at that high SoC, whereas mine will be driven instead. It’ll be interesting to see the data once these cars are a little bit older.
Your maths aren’t accounting for regen.
@@cypvh74 No, the car accounts for regen in both the average consumption display, as well as the total kWh used display. Plus, this was over 300 miles of straight highway, so there was probably ~700 Wh of regen at the most. And again, that’s irrelevant since the car accounts for that in its consumption figures.
@@BrandonKipp So 5% degradation at 100k miles. So do we expect totally depleted / dead Tesla batteries at 2M miles?
@@rinnin Degradation isn’t linear, so it’s difficult to predict that far ahead. But for what it’s worth, the degradation with this car seems to have plateaued long ago. I doubt there will be much more degradation by 200k miles, but by 2M miles it’s really hard to say (the rest of the car also has to last that long, of course).
Our Tesla had battery failure at 65,000 ... money pit !!
Model 3 and Y being a later generation seem to hold up very well. I guess you had an early Model S?
how is it a money pit when that is still under warranty
Great vid. I'm thinking of getting a used model 3 Performance here in Germany 😎🤌
That has an LG battery in it. Not CATL LFP. But i understand why you want the performance.. haha.
@@SkywalkerPaul That is awesome! Have fun with it on the Autobahn!