2021 TESLA MODEL 3 SR+ LFP BATTERY: Upgrade or Downgrade?
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- เผยแพร่เมื่อ 30 ส.ค. 2021
- Article Version: www.cleanerwatt.com/articles/...
Tesla is contacting Model 3 SR+ reservation holders and offering them a NEW variant of the SR+ with slightly less range - we now know that this new version has LITIUM IRON PHOSPHATE battery cells instead of the NCA batteries normally found in the NORTH AMERICAN version. If you are a reservation holder, or are wanting a MODEL 3 SR+ should you opt for the slightly lower range LFP pack, or should you wait for the NCA pack?
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BJORN Changing test: • MIC Tesla Model 3 SR+ ...
Nextmove Charging Test: • Tesla reagiert auf LFP...
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I own a MIC SR+ with the LFP battery pack. Couldn't be happier with it.
Same with me. Simply the best value for money EV available.
@sf ayuesa I can't really help much with the 0°c part as I'm in Australia but as low as about 6°c there's very little difference in efficiency. Just make sure you precondition your car before leaving home in really cold weather.
I live in a small country town with an elevation of about 500m so my energy usage is probably a bit higher than most as every drive involves at least 30 minutes of driving at 100km/h or higher and every drive includes an uphill portion, however, I was averaging about 148wh/km in winter. My previous Kona Electric would complete equivalent trips at around the 160-170wh/km mark.
On a recent trip, city driving at speeds no higher than 60km/h led to around 115wh/km in 20-25°c - was very happy with this.
On a V3 supercharger or a 350kW charger, I've seen charging speeds as high as 167kW. The amazing part about fast charging the LFP is if you do require a 100% charge, the charge rate stays very high all the way to about 95%.
As for the rest of the ownership experience, the vehicle has been rock solid and I've been very happy with my decision to get the LFP powered model 3.
So I'm looking at a 2021 model 3 long range all-wheel drive... It's from a different dealership and they only told me the information they have on the battery.. is a 38 amp battery lithium traction battery 10-hour charge is that telling me what kind of battery I have cuz I don't fully understand it... I assume I don't have the lfp battery is that in the 22 models and older?
My original delivery date was November, I accepted the LFP battery pack offer. Now my delivery is September 2-6. The video tells me I made the right decision. Thanks
Same here lol can't wait for my delivery
I made the same decision. The fact that I live in Florida and the car likely will never see temperatures below 40 degrees was a factor.
Did they emailed you or you emailed them ? My delivery date is oct 30-nov 14
were you contacted for the offer or did you order from inventory?
@@adrianstan9082 I did not receive the email that some did. I contacted Tesla through chat online, reserved an inventory vehicle, and then they helped me cancel the original order and transfer the reservation fee.
Seems like a clear cut decision depending on geographic location. If you live in a warm/temperate climate LFP is the way to go. If you live in a place that gets below freezing temp fairly regularly, NCA all the way.
I agree, but in time Tesla will fix that with some sort of additional heating in the octovalve, Tesla is crazy that way.
Model 3s have included Octavalve since late 2020. Given that, I doubt LFP’s thermal sensitivity is an issue.
Tesla already fix this issue. You can set departure time on the settings. The car itself heat up the batterry prior to your departure while your charger still plugin...
the octovalve and heat pump obviously helps efficiency heating and cooling the car (and heating the battery before your departure). But let’s say my car is parked outside in cold temperatures at work with no plug in, do these two parts actually keep the battery from draining? Can LFP hold the charge as well as NCA in this scenario? That is my concern.
Teslabjorn last week drove the SR+ LFP on the highway at 56 mph (90 kph) 275 miles @ 118wh/km ~ 8.5 mi/kWh.
We love ours.
Wow👌
I think LFP is a great option with its high cycle count. I feel like a lot of people would gladly give up a few miles of range if they know the LFP packs will last longer before failure.
You have more range as the battery charges 10% more then the Lithium battery.
100% charge vs 80-90%
LFP has more range
You actually give up some range ONLY in cold temperature and/or for long travels.
In other cases, you actually GAIN range!
Indeed, the daily usable range is actually larger than with the NCA SR+, because you can (and should) charge it to 100% and because in the lower SoC you have less power drop. So you can daily use the 10-100% SoC range, while you may limit yourself to the 20-90% range with the NCA SR+.
Yes, and It is 3-4 times the life of a ice , so 3-4 times the value of an ice of equivalent purchase price.
@@AORD72
Not really... 500,000 miles.. is not unusual from a well made ICE.
Ive got 405K on my 14 year old Prius Toyota.. I know someone with 580K on an 07 Prius Toyota.. and another guy with 342K on a 2019 Prius Prime. So nowhere near 3-4 times the life of a well made ICE.
EV's are great... I like them a lot. But people are always comparing how reliable the EV is compared to there old ICE car..
Then you find out there old car was a BMW or Merc or jag.. some of the most unreliable and high maintenance cars in the world.
Also, the LFP will probably boost the vehicle's resale value well down the road.
Likely true.
My wife and I have the 2018 Model 3 Long Range (4,072 lbs) and 2020 Model 3 SR+ (3,627 lbs). Both have NCA batteries, neither have heat pump. We live in Connecticut, and drive in the cold quote often, but are garaged overnight and always plugged in. We are quite happy, and the difference those 445 pounds is quite apparently with around town driving, with the SR+ feeling more nimble when handling curves. The Long Range feels much more sure-footed in poor weather, and during aggressive acceleration. While AWD is awesome, the SR+ RWD is fine for anybody in the southern US.
As far as LFP batteries, it would be interesting, could leave the car at 100% charge. That said, I probably wouldn't, as there's no regen during that first 10% of use, so it's a strange, jarring experience. I don't think I'd like the extra 265 pounds, or (possibly) slower winter Supercharge times, since we do Supercharger occasionally. If LFP winds up having better longevity, for folks that keep their cars for many years, it might be a better choice, especially in warmer climates.
You do have regenerative breaking even when the displayed battery SoC is 100%, because the battery has a small upper buffer.
That said, I would not start driving downhill charged at 100% and with a cold battery. 😀
You’re spot on with all of your points. Just came across your channel and very impressed with your research.
Wanted almost four months which made me even more thankful when it arrived. And I had a chance to learn more.
Enjoy your video very much your definition your term your acronym is very clear spoken. I found myself very easy to watch in your entire video without getting bored. Your information are very accurate thank you
I would definitely go with the LFP Battery because I live in Florida the cold weather issues won't matter, and I like the idea of getting a million miles out of my Model Y, once it's available in 2022, when I plan to buy it. Excellent work Jon. You continue to bring micro-analysis on these types of differences that nobody else does, as always!
Nobody else? The internet is full of this type of information.
I was one of the customers who took advantage of the LFP being available and took delivery of my 2021 Tesla Model 3 SR+ LFP. I think this video is on the money! I had to travel 5 + miles to pick it up and the road trip was great! I love my car and I’m thankful they gave me this option. I would still be waiting until mid November had I not modified my order.
I opted for an early M3SR+ just to get a car sooner. I got the offer and mentioned the LPN. It’s my first Tesla, so I don’t have experience. I can’t wait to take delivery next week. Thanks for posting this valuable information.
Same here! We have chosen LFP SR+ with LFP batteries because of all the advantages mentioned in this video. Our Model3 arrives September 18th. Counting the days! Greetings from Barcelona!
Where I live in North Carolina, there are only 1-2 months where the temperature consistently goes below freezing. The option to use LFP batteries at the time was not available to me in 2019 when I bought my SR+. But given the good information you presented, I would have opted for the LFP battery. I also tend to keep my cars for quite a while and I am looking for longevity.
This is a really well presented video.
Finally some clear and reliable data. Thank you!
Thank you so much for the clear explanation
I would go with the LFP battery. We went with a SunVault battery for our home instead of a Powerwall. One of the big factors was that it uses LFP instead of nickel.
I have noticed a deluge of 2018 - 2021used Tesla's on the market probably because of the LFP batteries.
@@duncanmorris481 or became they are coming off lease and want a model y
NCA Teslas also do a lot of battery recalibration when you charge to 100%. So also a good idea to to occasionally.
Excellent info, thanks!
Good job, I was waiting for this video. Hoping to get the Model Y with LFP in 7 seats.
Thank you! That would be a great combination!
Standard Range Model Y needs to be a thing!
I got the email from Tesla few days ago and I did toke the offer...so I will be receiving my new Model 3 SR+ within a week...I was a bit worry about the FLP pack.That was an awesome explanation of the FLP battery pack and its advantage..Now I can Sleep well...Thanks Cleanerwatt you rock...!!!!
Great choice. Best option
Would have been nice to have ended with a final summary box with all the feature considerations and what is expected between the two. Also where are the comparison charts for the cycles and charging rates over cycles and the plot charts for the expected range loss over those cycles between the two types.
Probably too early for enough Tesla LFP charge life data/charts, but yes they will be great to see. Hopefully the LFP gets over 1 million km cycle life.
I'd pick the LFP battery even here in Minnesota. Between just commuting work, and pre-conditioning I see no problem. During road trips battery will always be at an optimal temperature anyway just from heavy use. I think this battery configuration will make the Model 3 SR+ the de facto choice.
I had a NCA SR+ on order and my delivery date kept getting extended. I never got an email from Tesla telling about the LFP version. I heard about it through a friend and on TH-cam. I decided to buy the LFP version. My car is being delivered on September 8. I think the ability to get the entire 253 range is beneficial. I live in a warm part of the country so I don’t need to worry about any cold weather issues.
Congrats - very awesome!
Really need to see how the 260 lbs affects performance, braking and acceleration. Without that analysis it is hard to make a decision based on only the battery characteristics. 260lbs is quite significant.
Probably not much, it is under %10 weight difference, just like having two extra passengers. The driven comparisons show they are close in performance.
@@AORD72 but im 300 pound and my wife is 175 pound, that would been sagnificant for us i thiink :/
Kyle from Out of Spec motoring just took a Chinese built LFP car around Nürburgring.. withy 5 people in the car. It did just fine... Needed better brakes, and a little more spring.. but not surprising with an extra 800lbs in the car.
hi..i opt for lfp battery because of the 100% charging capability. the issue with cold weather can be overcome by setting the departure time and let bms preheat the battery till departure while charging. besides u start with a warm and cozy interior..see nextmove experience video
LFP has a lot longer cycle life with lower degradation. It will last longer.
I would buy the one with the LFP ,from what was told that it was safer and last forever .
Does the weight difference between battery packs have any effect on the maximum load/weight each car can carry? Are there any changes in the suspension settings between models to allow for differences? Basically can the NCA car carry an extra 250lbs? Is there any difference in the constructiontion of the car i.e. body castings etc between USA and China built cars.
Nice video! LFP is the better option for me. I live in a tropical island 🏄🏄🏼♂️.
I'm in queue for a Model Y not a Model 3 SR+ but in my case if I were to buy a M3SR+, I would choose the NCA chemistry because I will be driving in very cold conditions for about 1/4 of the year. I would like to know more about what software changes were made to the BMS to address LFP cold weather issues as I may be purchasing a M3 of some variant in the future and LFP chemistry may proliferate across the line by then. Thanks for a good rundown of the differences.
Difficult decision, as I am schedules to pick up my M3SR+ (NCA) on next week. Although I live in the south, it gets very cold during the winter months. A few days ago I contacted someone in China and Europe to get their opinion on the LFP battery. They advised that I consider the climate, and if the temp regularly goes below freezing during the winter, that I should stay with the NCA battery, but otherwise, the LFP is hands down the better choice. Also, Elon’s tweet has placed me between a rock and a hard place: “I’d personally slightly opt for iron pack…” I’m sweating bullets!
I’m waiting on my LFP, can’t wait. GA gets cold for about 2 months, oh well, I’ll live.
Do you charge at home or on the road? And do you travel for long periods of time? If you don’t/can’t charge at home and travel for a long period of time, the LFP wouldn’t be able to stay at 100% charge, which could be an issue. Also l, consider NCA is probably slightly more efficient (lighter vehicle). So your electricity costs might be lower. Either way, it’s a close competition, so you can’t go wrong!
@@marc-andreravioli1379 Thanks! I do charge at home, and I do travel often. Your response has helped me!
@@marc-andreravioli1379 LFP can be charged regularly to 100% where as NCA can but is not recommended. Although Tesla Taxis with NCA are charged to 100% every day and don't have any problems. Also when you do charge NCA to 100% it isn't actually to the full 100% 4.2 volts per cell, the system already limits the max charge and discharge voltage to extend battery life. Also charging over 90% limits regen braking so your car is less efficient in stop and go traffic.
As far as Tesla batteries of any kind in cold weather is not something to worry about. The system heats and cools batteries to prevent damage from temperature extremes.
If the car is not plugged in you might lose a little energy in cold temps as the batteries are kept from getting too cold. Hence why Elon says a car plugged in is a happy car. :-)
Cold weather performance is irrelevant to me since I live in Los Angeles. God I want this car so bad
Top priority is safety and LFP is the best. All other features are secondary.
The biggest drawback for me is weight.
In Europe, MiC SR+ LFP 55kWh with 'J' motor is 1750kg, while its US sibling with 'A' motor was 1611kg. So the US version (in case you get the 'A' motor!) had faster 0-100kph. It was nimbler in curves and probably less tires wear.
That said there are also advantages to the LFP version. In the end one or the other may be better depending on the situation.
I opted for the LFP pack, not only did I cut down my wait time for delivery but I really like being able to charge to 100% every time. I have noticed the car having what seems like a difficult time determining accurate range though, seems like a software issue.
It has to do with the charging to 100%. The thing is that the voltage of an LFP chemistry is VERY VERY narrrow. And needs to be re-calibrated properly with a 100% charge. That's why they want you to charge it once a week to 100%. The accurate range determination is difficult for LFP batteries, and the downside is charging in cold weather. Other than that. It has many more advantages....
I ordered one, just waiting to take delivery.
I should be getting my model 3 SR+ in May or June of this year(2022) and I do believe it will have the LFP battery. I think the LFP battery is the better choice because I don't see myself charging the car fully every day. I usually just drive around town between work and home and a few cities! There's plenty of public charging in the San Francisco bay area! Tesla 3s and Ys are showing up very quickly with drivers around here!!
Thank you
How do i know what battery i have? I opted for the early delivery per that email from Tesla to reservation holders, but can i confirm somewhere on the car or vin that i have LFP?
I am getting my Model 3 SR+ delivered next week, I hope it has the LFP as I live in Florida…
Would the extra mass in LFP version be safer in car crash against heavier objects due to less deceleration? What about acceleration and handling of the car? Handling should suffer a bit and acceleration could be compensated by software if the motor isn't at it's torque limit. Voltage drop is more flat while discharging that should mean more max kw output from battery at various SoC.
I believe Tesla should have made a clear guidance on this. Right when they started to produce LFP based cars in China. But they did not.
Well it is hard to provide clear guidance when the battery type is new to Tesla and being evaluated. They probably had a wait and see approach before saying one type is better. As you saw the LFP had very cold temp issues.
Do you have a real world review of Fremont made Sr+LFP with regard to charging and performance? Eager to see one. Thank you
I have MIC SR+ with an LFP battery. We happy with it. Always charge to 100% at home. Range indicator for a trip is very accurate, generally within 1 -2%. which is quite amazing considering the number of hills we have on some of our main routes here in NZ. The software upgrade that occurred earlier this year was a game changer.
They should put note to owners, to tell them too keep the battey at 💯
They should add it the screen as a reminder when you set the charging limits.
@@Cleanerwatt tweet it to Elon!
I would really like to see how the BYD LFP blade pack compares to CATL. With the blade form factor more cells will fit into the same size pack. Waiting for the 300-350 mile LFP vehicle in a compact all wheel SUV/SAV that does not look like a want-a-be spaceship.
CATL LFP battery that Tesla uses get about 120 wh/kg... BYD LFP blade battery gets 150wh/kg
Eventually, they will make it. It's coming.
Sustainability? Doesn't the elimination of the cobalt significantly reduce or eliminate the concerns about sourcing?
Considered changing to LFP, but living in Syracuse I thought that the NCA was a safer bet for cold weather until more data is available. I drive around 50 miles a day, so the "extra" daily range isn't an issue. We'll know more this spring.
The LFP version might have a lower EPA range, but has better highway/road mileage, and that's where it really counts. City mileage is less important as long distance is usually on open roads.
Overall tesla's have better highway mileage because of the aerodynamics that count extra on those speeds.
One argument pro LFP that comes short in this video is the raw material consumption. LFP contains zero cobalt and zero nickel, instead using phosphor and iron, which are much more commonly available and cheaper.
What about the environmental impact of the cobalt? I would go with to LFP. Any news on if the Y will have LFP? I’m leaning towards a Y in Spring of 2022.
I definitely prefer the old chemistry. They've said that regen is weaker at higher charge. Charging to 100 all the time means little regen if any at the high range. How do the LFP's handle discharging? Do they reach saturation at a lower/higher/same level? Did software patch that addressed charging, impact discharging? Can it discharge faster? Meaning harder acceleration and stronger performance.
I just ordered a LFP Model 3. Looks like there are many advantages. I also read somewhere to compensate for the extra weight, they included the rear motor from the performance model instead of the LR. I hope that's true.
For the MiC it's definitely true, I have one. The MiC LFP has more power (239 kW or 325 HP) due to the performance motor and is quicker from 0-60. Also the MiC has additional stabilizers due to the higher weight. However, I can't say if this is the same for Made in US LFP.
The performance motor enginge code is 3D1 - you can find it on the COC.
@@christophf.7940
It seems that M3 SR+ LFP currently delivered from China to Europe use a new J motor (3D6). On twitter they are copies of CoC with two peak power : 220 (not sure the exact value...) and 239kW. Apparently we get 239kW in Europe...
All this is far from clear.
So it kind of compensate for the extra weight...but you do not get the performance of some M3 SR+ MiUS we used to get in Europe some months ago (NCA battery + 3D1 motor, so performances beyond what is advertised by Tesla.)
@@fredericcudeiro6614 I have here two Model 3, one made in US with NCA battery, the other made in China with LFP battery.
Made in China Model 3 SR+ with LFP battery:
Mass in running order: 1825 kg
Date of manufacture of the vehicle: April 12, 2021
Engine code as marked on engine: 3D1
Maximum net power: 239 kW
Electric range: 448 km
Electric range city: 563 km
Made in US Model 3 SR+ with NCA battery:
Mass in running order: 1700 kg
Date of manufacture of the vehicle: January 28, 2021
Engine code as marked on engine: 3D5
Maximum net power: 208 kW
Electric range: 448 km
Electric range city: 583 km
Edit: I live in Europe and I cannot confirm NCA+3D1 in MiUS. What will be in Q4, who knows....
Edit2: 3D6 is apparently the successor of the 3D1 and also has 239 kW. At least according to the CoC's which are in circulation: tff-forum.de/t/welcher-motor-im-q3-model-3-sr/126237/114
@@christophf.7940
Some clients in France - and probably other European countries got NCA + 3D1 motor before the full switch to MiC SR+
So basically the weight of your MiUS and the power of your MiC. :)
Not exactly. An NCA with 3D1 engine may be little faster (but probably not, as unlikely Tesla would allow better performance on same model car, so the 0-100 is probably limited by software anyway at 5.6 seconds) but doesn’t get 100% charge nor 1 million Km life cycle
The decision should be a no brainer for anyone who charges at home. Park and plug everyday and no messing around with deciding what level of charge you need when considering available range versus potential battery degradation. That, and the whole fire thing. I also wouldn't be surprised if Tesla is actually holding back on its DC charging speed until it gets more data. They could potentially increase the speed with an OTA update.
Living in PA .. Winter some days can be -5F, 10F .. charging only 110v, driving 20 - 30 miles daily, it’s worth it?
A very nice video with detailed explanations!
Will this be ok on Vancouver BC Canada climate, it’s similar to Seattle Washington?
For the range argument I've been seeing, even though the LFP has less max range, the NCA battery should never go above 90%, so the NCA model 3 effectively has only 240 miles of range.
Not to mention the degradation that NCA will have after the first 5,000 miles. And LFP will have less degradation. So actually, LFP has more range.
Oops. I should have watched the video.
Elon said charge NCA to 100% if you need the range and are going to drive right away.
@@tommckinney1489 still, after about 5,000 miles, NCA have ~5-10% degradation. So even at 100% charge, it'll be less than LFP
@@tommckinney1489
You can charge an NCA battery to 100%.
But this is not recommended to do so on regular basis.
Charging to 100% when you go on vacations or weekend: okay.
Charging to 100% everyday or so : not okay.
My Model Y after 6k miles has 233 miles now compared to the original 244 miles, so I can confirm it is true. I don't know how many miles LFP battery loses after 6k miles, but the 10 mile difference isn't very concerning anyway. Getting it months earlier is more important.
I love my LFP Model 3... And it still has all the zip I'll ever need
Not in the US (actually in Greece). Took delivery of the LFP version about 10 days ago. The Tesla people told us to charge to 90% unless going on a long journey. Is this incorrect? Should we actually be charging to 100%? For reference charging is done about twice per week at work @ around 3kwph on a normal 240 volt 16 amp socket (European standard).
Unless you live where Bjorn lives I don't think the charge rate will be an issue, most people will charge at home anyway on level 2. Although the accuracy of the range estimator is a concern, But I'm sure that'll be fixed. I'd pick the lfp. Even if adjusting for 100% on NCA, after a year or two of use the lfp will keep it's range for longer. Thus making it a better battery, also with the voltage sag being less, it should hold full performance for longer too.
The extra will compromise handling !
LFP batteries have more charge cycles and degrade slower per charge, so ultimately the LFP batteries could be the million miler pack.
Also won't explode when damaged
I am a SR+ reservation holder in CAN. They originally stated a January delivery. They have upped that to Nov 11-Dec1. They state that Tesla CAN orders (in CAN) will be NCA batteries. Wondering if this is climate related.
I switched my reservation to the LFP pack. The performance based on battery percentage is better, longer life, better safety but what did it was it seems likely Tesla will switch all SR+ to LFP. I'd rather have what will be used going forward because they will spend more engineering time making this the best it can be.
Also LFP performance is better at low charge state (cell voltage difference is way smaller for charged/discharge state). Charging curve is flatter. Overall good choice :)
Great points!
Would love to see an update on this video now that there is some real world data from use in Tesla's.
Depends on if I was the car, I would go with the nickel for the lighter weight. For anything else, the LFP due to no cobalt, charging characteristics.
Plus longer life with LFP
Very good video
How does the NCA vs LFP compare on efficiency? The LFP pack has to be heavier to achieve an equivalent range (even if 100% charge vs. NCA 90% charge). Also, does anyone know of the carbon output from mining materials for NCA vs. LFP? This would be an interesting video!
Will there be an LFP option for the long range Model Y ?
Plenty of comments here about regen and 100% charge. It isn’t mentioned in the video, but regen is available after 100% charge on the LFP models.
That is a good point that I will include in future mentions of LFP.
Excellent video, the lfp chemistry has been around a lot longer than nca so it has a proven track record for slower levels of degradation making it a clear winner, we can only imagine where energy storage would be now if Tesla had adopted it 10 years ago. Even still diy solar/storage builds with prismatic cells are a financial no brainer already, my system has operated flawlessly for 2 years full time from what I learnt on youtube :) In that time prices have dropped so much I will probably upgrade long before they die...
Can we feel pretty confident that a Model 3 with LFP cells would have very low degradation after say, 10 years and 100,000 miles- perhaps 10% or less?
@@jm31828 Yes you can, I think nmc would even approach that. Especially if you slow charge at home mostly and rarely drive it below 20%.
@@jedics1 Ah, that's great news! And I know this is out of scope with Tesla, but is there any reason LiPo batteries wouldn't also approach that if being careful with it just as you mentioned?
@@jm31828 Lipo has a high discharge rate but with a short life, Ev's already are very powerful by having many cells at a high voltage so there is little benefit to be had with lipo there. I'd say longevity is why you don't see it used in Ev's but I haven't looked into Lipo much beyond seeing them used for drone flying.
@@jedics1 Thanks! To clarify, I was asking because my 2022 Kia Niro EV is listed as having a "Lithium Ion Polymer NCM" battery pack. But from what I am realizing here, that is not truly a LiPo battery pack, but just another flavor or NMC/NCM battery pack, like the ones that are in most other EV's on the market. And you answered my question above on whether those can come close- with care- to the low degradation over the course of 10 years/100,000 miles that we might also expect from LFP batteries.
The increased cycle life for the LFP pack is theoretical. We haven't seen anything from Tesla that nails that advantage down tight, so far as I am aware. Just because the manufacturer claims to be working on a million mile LFP battery doesn't mean that *these* batteries will last that long. Or even outperform NCA batteries. We don't have that information.
One point that you didn't address is braking. Has Tesla tweaked the Model 3 braking system to account for the heavier LFP variant? Or does it take longer to stop? There might be a safety issue there.
With the heavier variant and the same motors, I would expect slightly decreased acceleration and slightly decreased miles per kilowatt-hour, but the differences are probably small.
I would also expect the heavier variant to benefit from larger tires. Not a lot larger, but more tire in contact with the road is useful for heavier vehicles. Otherwise, control and handling may be a bit degraded.
Does the car adjust to the weight difference of having 1 large, or two smaller passengers? ... that's all we're talking about for the weight difference.
@@KenLord True, that - but the *average* weight of the car is more. Add in those 1 large or two smaller passengers and the total is *more.*
The proof will be in the pudding. How do the two versions compare in braking tests? We don't have that information. I'm just pointing out that we'd like to have it. There's actually quite a good number of questions about the LFP pack version of the Model 3 that we'd like answered.
don't sweat is only about 200 lb more...the car will get that in road dirt ..I stick with FLP...th-cam.com/video/TPHyY6zd9xg/w-d-xo.html
The motor in the LFP China SR+ has an upgraded motor 239kW, around 320 bhp, so can maintain 0-60 and top end!
I guess the Ford Mach-E must drive like a tank then. hahaha LOL your funny. Bigger tires for 200lbs hahaha Clearly you do not have an engineering background. :-)
I was wondering what kind of battery does the Model 3 LR has currently?
Can you provide reference why LFP battery does not accurate tell what is state of charge? Most likely Tesla has "smart" shunt between battery and the car to count consumed amper hours and hence car can calculate how many KW it has in the battery.
The model 3 is manufactured in Fremont. I chatted with a rep when I ordered mine 2 weeks ago.
What's the estimated Delivery time if you go with LFP Battery?
I am looking for specific range and charging metric in cold weather ex: 0 to -30 degré Farenheit....do they exist?
Great video - thanks!9
If I had yet to purchase mine, I would be fine with LFP. I’m not interested in peak performance or charging speed which is why I’m ok with SR+ in the first at place. Mine was capped at 100kW supercharging when I bought it and toured Europe quite happily. It has since been enhanced and getting 168kW one day was impressive but only saved me 5 mins when all is said and done as my longer trips are very infrequent even without Covid-19 curtailing it further. Owning a Tesla with FSD is far more important to me than which battery it has. I like to choose the best, but LFP are better in some ways. Those ways would be valuable to me.
What is FSD?
@@bobby1970 Full Self Driving option. It adds Navigate on Autopilot currently in the mainstream version. This will morph into what the name says without further costs to me as it becomes available.
@@richardgoldsmith7278 , thanks.
Got my M3 SR+ at the end of December (2021) and it has the LFP which is great. I like it because I can charge to 100% (273 mile range @ 33miles per hour charging on my NEMA 15-40, 240V, 50 Amp plug)) all the time without concern, at home this doensnt take long at all and I can top it up every day which is great! A littler safer which is good. Usable range is 273 so better than the Non LFP and way better than Energizers! Happy with it, especally as gas goes to $10/gallon next month (already its almost $9 now in CA) or more.Improved reslale is a plus. Working for the power utility with a 25% dicount also helps on charging!
Hi sir, can you give me a update on how much range you have when charge to 100% now? Mine is 2022 M3 RWD LFP ad I just got 256 miles on 100%, wonder is that normal or not, thank
3:14 But why are the iron phosphate batteries considered safer?
I ordered the M3 LR only because the EDD was 6 months sooner. I'm now thinking I should change it to the RWD because the degradation over time is much less. I plan to own my car for 8-10 years. Now the time for the SR (LFP batt), has shortened to only a 2 month difference (vs 6 mos). I also don't live in colder climates nor feel the need to get from 0-60 one sec faster...lol. I feel like its $7k wasted for the upgrade. I'm buying my own mats and the stereo upgrade can be done for much cheaper after market.
+120kg is a massive issue there, I would go for NCA
Agree. How much does the extra 120kg impact the 0 to 60mph time?
@@paulschmitt6703 th-cam.com/video/TPHyY6zd9xg/w-d-xo.html LFP actual has a slightly better and more consistent 0 ~ 60 time.
I just got my used M3 SR+. The previous owner got it in september 2022. How do i know if i have LFP batteries or not? Living in Norway btw.
Elon has stated that the LFP type of battery wants to be @ 100% vs the lithium battery wants to be @ 90%.
So 293 miles per charge of lithium battery vs 326 miles of LFP version variation of 33 miles of charge.
Are you referring to a LONG RANGE Model Y?
When will the LFP battery become available for the Long Range model 3?
The LiFePO4 battery is a nice update for the SR+
How about the difference in life span when supercharging a lot
NCA battery is definitely the way to go in Canada where temp. in winter can drop down to as low as -30 deg.C for 6-8 weeks.
Iron is possibly more environmentally friendly (just because it is more abundant). I like the 100% charging, very simple.
I would like to refer to these batteries as "iron" vs "aluminum"...just my personal preference :)
How would LFP do in extreme heat? I'm talking 100-120 degrees in Arizona during summer
Battery pack is liquid cooled. I would worry way more for cold climate.
I'd prefer the LFP. In fact, I'm waiting until they come out with a LFP Model Y in the USA. Right now I believe LFP is only available in the Model 3 RWD.
No combustion risk, able to be charged to 100%.. Can this LFP be used in smartphone or laptop?
What about the LFP version accelerating much slower? I DON'T see that as an advantage!
Also the EPA range includes the buffer KWH? Right? If so I wish the community would advertise what that value is.
I believe so.
I actually think range is a little overrated. I drive 25kwh leaf with realistically 50 miles per charge left and it works fine. Hopefully with the infrastructure building out charging rate becomes more valued
I live in Melbourne Australia and I don't have a choice, but LFP suites my climate better.
And a friend said his still has good regen at 100% , so it must have a top buffer.
Hmm, would that top buffer also help mask degradation, where the software slowly uses more of that buffer as degradation happens, keeping actual range the same after many, many miles/years?
Does the LFP degrade similar to the NCA battery ? A 10% degrade would give only 228 miles of charge.
You might want to study the structural systems- which design makes a stronger chassis