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2019 Tesla Model 3 Long Range degradation test after 165k km/3 years



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32 Comments

  1. Does the total miles available at 100% give a good indication of degradation?

  2. The avg consumption of 200 Wh/km can be used to calculate cycles if we know how much was charged (without charging losses, preheat/-cool, phantom drain, etc.) — at least you can validate your other estimate with another estimate 🙂

  3. You pass a “Charge Cycles” when scrolling, at 8.26 in the video. It says 601 cycles.

  4. I wonder if a calibration cycle should be done first before looking at the Nominal Full Pack number. By calibration cycle I mean a discharge to 0% (heater/ a/c), than wait one hour (BMS takes samples from settled battery), then ac charge to 100%, then wait another hour (again, settling and sampling). Now the BMS has the data to calculate the capacity. If you drive always 80% to 20%, then the nominal capacity may not be accurate any more. Is my guess anyway. Also 50kW DC charging is still relatively gentle on the battery.

  5. I am rather interested in degradation after 10 years and a maximun of 60000 to 80000 km. All people who drive only short distances don't care about a large amount of kilometers.

  6. I was kinda surprized my Model Y already has 6.1% degradation (as said by ABRP) with just 10K Km on it right now. I charge mostly on AC in the street, to 80%, charged to 100% just a few times when on vacation or going for a road trip, I am not hammering it like you do. When it is at about 10-20% I put it on the charger again.

    But plenty of range for my use, very pleased with the Model Y this far, also found out it is an excellent car for towing my glider trailer!

  7. As I watch this my LFP equipped m3 is sitting in my driveway at 100% on the ac charger. My charge limit sits at 100 and it sees that everyday as per Teslas recommendation in the owners manual. I hope they’re right about this and I’m not killing my battery prematurely.

  8. An interesting question is also is the degradiation curve a straight line during the whole life of the battery if your charging manners stay the same or will the curve get steeper when the battery gets older.

  9. I have 130000km and i do only fast charging charging to 95% never discharge below 20% and i immediately drive 2% down after charging and my degradation is 3.8%

  10. At 3:18, Do you know what is the difference between odometer and distance? I guess it is odometer vs reel distance, you mentioned in your 1000 Km challenge ( X is over reporting by Y%), but how does the car know?

  11. @Bjørn, before opening the ODB bus connector under the seat and inserting the ODB bus adapter cable: Do you first shut down the car, wait a few minutes, then turn off the high voltage battery switch under the backseat and then disconnect the 12 volt battery? Or do you separate the connector under the seat when the car computer is running and the ODB bus is powered and active?

  12. Hello, like your video! How you think – is it worth buying a tesla model from 2013 now?

  13. Just done this calculation for a 55 kWh LFP car that has travelled 13,500 km.
    When the car was new – Full pack when new = 55.1 with Nominal Full Pack = 55.1 kWh and a Buffer = 5.5 kWh (buffer changed just after I got the car)
    Now – Full pack when new = 55.1 with Nominal Full Pack = 53.0 kWh and a Buffer = 2.4 kWh
    Taking the change in Nominal Full Pack of 53.0/55.1 = 3.8% degradation
    This seems high at 3.8% when TeslaFi says it's 1.88%
    Any idea why SmT and TeslaFi give such different results?

  14. TeslaFi collects this kind of data for a number of cars. My 2019 TM3 shows a total battery degradation of just over 6%. My DC fast charging Has only been about 4% of the total charging to date, and I have 35,855 miles (~58,000 KM) on the car. What is strange is that this seems to fluctuate quite a bit. According to TeslaFi, my car had a range of 309.8 miles when new, but has been as low as 258.11 miles on 11-23-2021 (about 16.7 percent degradation). But… the battery has been "getting better" of late. It now shows 291.11 miles of range. For what it is worth, this data has been consistent with the "Nominal Full Pack" values reported by the "scan my tesla" app. (I'm not sure WHY the range has been increasing, some recent charges to 100% for better "balancing" maybe? Updated SW doing something different maybe? Favorably attributes of the astrological sign when the car was built?????) As of today, the "fleet average" is 283.04 miles of range (about 9% degradation). The "fleet" consists of cars with similar mileage on them. I don't know if the "fleet" is with respect to TM3s from 2019 or all TM3s with the same battery of any year??? I think its the former, but I'm not sure. TeslaFi shows 112 cars in the "fleet". It might be worth noting that I live in the Cleveland Ohio USA area. Winters here can be a little hard on the actual range, where daily high temperatures in January average around 33 Fahrenheit (1 C) and can go below 0 Fahrenheit (-18C) overnight on occasion. I typically see the range in the winter drop by 25%-30% relative to the summer. (I'm sure that the lack of a heat pump contributes to this as well a a little "pre-heating" when I leave the office for home). I typically see 90% of the reported range in the summer on near ideal weather days (no rain etc…) I attribute the 10% drop to occasional "spirited" driving. (I can upload a screen shot of the TeslaFi data for you if you'd like? I just don't know were to do so.

  15. Would be interesting that you get a 2022 Model 3 performance and do all your testing on it.

  16. Yes, high temps in combination with high SoC and also high current draw with high temps are bad. My e-Golf user manual recommends not to DCFC repeatedly and consecutively, and since e-Golf has no active cooling system, there is no way to cool pack except to not drive car and let it radiate heat to the surroundings. I have taken the car on summer road trips (250 miles in a day) and got rapidgate at second consecutive DCFC (~27 kW instead of ~39 kW) as BMS tries to “cool” pack.

  17. You cannot trust the "Nominal full pack" (NFP) value which comes from the battery management system (BMS). I have the same car from 2019 which 77,8kWh "Nominal pack when new". It got down to NFP of almost 70kWh before I switched to the well known charging strategy of newer letting the car stay for longer time with a SoC above 60%. This brought over several weeks my NFP back to 76,2 kWh. Of course I don't expect that the battery got better: It just illustrates that different charging behaviors makes the BMS produce nicer or worse numbers which are only very roughly related to the real degradation: It can easily change degradation values by 7 to 8%.

  18. You could also calculate it by the total energy used divided by the battery size: Like 32 000 kWh / 80 kWh = 400 cycles