Tesla Now Has Multiple Battery Options: Which One Should You Choose? Our friend Andy Slye put together this highly informative video breaking down the details about the different batteries uses in its cars. Beginning in 2022, there are now three different variations, though there were just two not long ago.

• To be clear, Slye’s not talking about different battery pack sizes, but rather, different chemistries and individual battery cell sizes.
• Avid Tesla fans, or simply people with an obsessive “need to know,” may be familiar with Tesla’s different battery chemistries and sizes.
• However, it’s not a topic that many people are familiar with, and if you’re in the market for an EV, it’s important to understand.

Thankfully, Slye lays it all out in a way that’s informative and easy to understand. Tesla’s first battery option is Nickel Cobalt Aluminum (NCA). The company started using NCA battery chemistry years ago in the form of 18650 cells, which were produced by Panasonic for the and,

• Tesla also uses cells with the same chemistry in the and, though the size is different: 2170 cells, which are larger and more energy-dense than the 18650 cells.
• Today, 2170 cells with NCA chemistry are used in all dual-motor Model 3 and Y vehicles.
• The current Model S and X still use NCA chemistry, though they’re also still using the 18650 cells.

Fast-forward to more recently, and Tesla started using a second battery chemistry in China, which eventually made its way to the US. Lithium Iron Phosphate (LFP) battery cells will be used in all Tesla’s single-motor rear-wheel-drive vehicles. In the US, this means only the base Model 3 uses LFP chemistry, though a new Model Y LFP variant may be on the way.

What cells do Tesla batteries use?

Tesla is the world’s largest electric car manufacturer and many wonder what batteries the company uses. Is there a secret battery type that allows it to achieve success? Well, if we look at almost 20 years of Tesla, it seems that the secret lies not in a particular battery, but in the approach – very pragmatic, flexible, geared to constant evolution, adaptation, and looking for opportunities.

1. When the company started its journey with the original Tesla Roadster, there were not many types of lithium-ion batteries to choose from.
2. Tesla simply decided to use 18650-type (recently called 1865) cylindrical batteries, designed for general purpose (slightly adapted to EVs).
3. They were difficult to use, due to a high number of small cells (low capacity) in the battery pack (several thousand), but available at a consistent quality and in high volume.

With outstanding engineering to handle electrical and thermal management (liquid cooling), Tesla went the pragmatic path (some other companies started to use the new pouch or prismatic cell types at the time). The 1865-type cells were used in the Roadster and Model S / Model X (including the refreshed ones).

The primary supplier of those cells for Tesla is Panasonic (from Japan). Later on, Tesla figured out that it would be better to have a larger battery cell (higher capacity per cell, and a lower number of cells), optimized for electric cars. This is how the 2170-type cylindrical cell entered the market in high volume for the Tesla Model 3 / Tesla Model Y as well as for energy storage products.

The 2170-type was initially produced by Panasonic at the Tesla Gigafactory 1 in Nevada (currently at roughly 38-39 GWh/year). In recent years, LG Chem’s LG Energy Solution has also become the supplier of such cells for Tesla – producing them in China, mainly for the Tesla Giga Shanghai plant.

1. The newest and so far the largest cylindrical cell format, the 4680-type, entered the market this year.
2. The cell is physically 5-times bigger than the 2170-type, which allows for further optimizing the system and introduction of some new technologies.
3. However, the size and new solutions make it challenging to produce.

This is why Tesla has started its own, in-house development and production in California and Texas, and encourages suppliers – including Panasonic – to accelerate their efforts, Those are the three cylindrical cell types used by Tesla in its electric cars, but there is a fourth one – prismatic type, for the LFP batteries, supplied by CATL.

1865-type (18 mm in diameter and 65 mm tall) use: Roadster (original), Model S, Model X 2170-type (21 mm in diameter and 70 mm tall) use: Model 3, Model Y 4680-type (46 mm in diameter and 80 mm tall) use: Model Y Made-in-Texas (in the future also Model Y from Germany and new models) prismatic use: entry-level Model 3 and Model Y

All of Tesla’s traction batteries are lithium-ion batteries, but they are not all the same. There are several main cathode chemistries, each of which evolves over the years. The three main cathode types in Tesla EVs:

nickel-cobalt-aluminum (NCA) nickel-cobalt-manganese (NCM) lithium iron phosphate (LFP)

The two first – NCA and NCM – have a high energy density, which predisposes them to use in long-range versions of Tesla cars. Those two types were used in cylindrical cells (NCA in 1865 and 2170 from Panasonic, NCM in 2170 from LGES). The LFP is a less energy-dense type. Tesla tries to increase nickel content and reduce the cobalt content in NCA and NCM batteries, which would reduce the cost and improve energy density (and range). However, it’s not easy to remove cobalt because of its role in the safety and longevity of the battery.

“Tesla will continue to advance a diversified cathode strategy for LFP, nickel-rich and manganese-rich cathodes to address various market segments for vehicle and energy storage products and provide future flexibility based on raw materials availability and pricing.” The company also notes that in the coming years, its absolute cobalt demand will increase, because the production growth of batteries and vehicles is forecasted to outpace the overall rate of cobalt reduction on a per-cell basis.

We must also remember that the cathode is not the only element of the battery and there are constant improvements to all elements, including the anode (silicon vs. graphite content) and the electrolyte. Finally, the battery suppliers. Initially, and for a long time, Tesla’s primary battery supplier happened to be Panasonic – 1865- and 2170-type cells with NCA chemistry.

But later it was joined by LG Energy Solution (2170-type cells with NCM chemistry) and CATL (prismatic LFP chemistry). On top of that, Tesla has started its own battery production – the 4680-type cell with undisclosed chemistry (but most likely a high energy dense one). Tesla’s 1 millionth cell was produced in California in January (an electric car might need up to about a 1,000 such cells).

In other words, we can see progressing diversification:

Panasonic: Japan: 1865-type NCA (main use: Model S/Model X) US (Gigafactory 1 in Nevada: 2170-type NCA (main use: Model 3/Model Y from California) LG Chem’s LG Energy Solution: China: 2170-type NCM (main use: MIC Model 3/Model Y and MIG Model Y) CATL: China: prismatic LFP (main use: entry-level Model 3/Model Y globally) Tesla: California/Texas: 4680-type, undisclosed chemistry (main use: Made-in-Texas Model Y)

* there might be other suppliers and other use cases (supplier/cell format/chemistry), but those are general ones. As we can see, the battery topic has become quite complex. It seems that Tesla moves forward with new types of batteries, but so far does not resign from the previous ones (partially due to lack of battery manufacturing capacity and additional cost to redesign products for new cells).

What type of cell is used in electric cars?

Lithium-Ion Batteries – Lithium-ion batteries are currently used in most portable consumer electronics such as cell phones and laptops because of their high energy per unit mass relative to other electrical energy storage systems. They also have a high power-to-weight ratio, high energy efficiency, good high-temperature performance, and low self-discharge.

• Most components of lithium-ion batteries can be recycled, but the cost of material recovery remains a challenge for the industry. The U.S.
• Department of Energy is also supporting the Lithium-Ion Battery Recycling Prize to develop and demonstrate profitable solutions for collecting, sorting, storing, and transporting spent and discarded lithium-ion batteries for eventual recycling and materials recovery.

Most of today’s all-electric vehicles and PHEVs use lithium-ion batteries, though the exact chemistry often varies from that of consumer electronics batteries. Research and development are ongoing to reduce their relatively high cost, extend their useful life, and address safety concerns in regard to overheating.

Does Tesla use cell production?

Giga Berlin may only start producing cells by 2024 due to technical issues. – The previously confirmed delayed start of battery cell production at Giga Berlin now appears to have a technical reason, too, in the dry coating of electrodes. According to local media, this could hold up manufacturing even longer than earlier reports suggested.

Handelsblatt cites five experts, two close to Tesla, saying test facilities were running quite successfully, but implementation in large-scale production is lagging. “The rejects are simply too big,” one said. The insiders now expect series production by 2024 at the earliest. Until now, energy costs and the amendment to the US tax credit for electric cars signed by US President Joe Biden in August were seen as crucial reasons for Tesla to delay complete cell production at its German plant for the time being.

Instead, the company had diverted the production machines to Giga, Texas, in Austin as reported, However, the Handelsblatt leaves open whether or not large-scale cell production at Giga Texas will also be affected by the alleged delay until 2024. Since the e-truck Tesla Semi, for example, which recently went into production, also relies on these battery cells, such a delay would be of significant impact.

Until now, Tesla has been producing its 4680 cells for the Semi and the Model Y from Giga Texas, at the Tera pilot plant in Fremont. However, production capacity is limited and runs with an unknown scrap rate. Tesla’s 4680 cells are not only supposed to have a higher energy density but also to be cheaper to produce.

At the heart of cheaper production is the way the electrodes are coated. In wet coating, the active materials (in the case of an NCM cathode, lithium, nickel, cobalt and manganese) are mixed in powder form, combined with solvents and other chemicals to form a paste (slurry) and applied to the copper or aluminium carrier foil.

1. The paste, however, only serves to spread the active materials evenly.
2. In the next production step, the electrode is dried so that the liquid components of the paste evaporate.
3. This requires large, energy-intensive ovens located in an equally large clean room.
4. If the electrodes could be dry-coated directly, not only would the energy consumption of the ovens be eliminated, but the clean room could also be significantly smaller.

As Handelsblatt now states among an expert close to Tesla, the carmaker wants to reduce the capital expenditure for a production capacity of 30-gigawatt hours by more than one billion euros. In Grünheide, potentially more than 50 GWh are planned, so enormous savings are at stake.

Where are Tesla battery cells made?

Tesla battery supplier Panasonic is considering another large-scale US battery cell factory Panasonic just announced that it is building a $4 billion battery cell factory in Kansas to supply Tesla, but we now learn that the Japanese company is considering greenlighting another large-scale US battery cell factory to build simultaneously.

• Before last month, Panasonic was choosing between Oklahoma and Kansas.
• The company ended up going with Kansas for a large-scale battery cell factory, its second in the US after its part in Tesla’s Gigafactory Nevada where it exclusively produces battery cells for Tesla vehicles.
• Panasonic plans to manufacture new 4680 cells for Tesla at the new Kansas plant.
• Now the reports that Panasonic’s plan for a battery cell factory in Oklahoma is not dead because it is moving forward with Kansas. The report states that the Japanese manufacturer is actually considering also building a plant in Oklahoma simultaneously:

The new Panasonic plant would come in addition to a roughly $4 billion EV battery factory that the Japanese company said in July it plans to build in Kansas. People with knowledge of Panasonic’s plans described the two plants as twins with similar capacity.

1. While this would be a big investment for Panasonic, it wouldn’t actually be out of the norm.
2. LG Energy and SK Innovation, both competitors of Panasonic, have both announced plans for multiple battery cell factories in the US in partnership with GM and Ford respectively.
3. Panasonic supplies cells to multiple electric automakers, but it is obviously closer to Tesla who has made it clear that it will buy every viable battery cell it can get its hands on for the foreseeable future.

If you believe Tesla, it wouldn’t be a bad business model to ramp up production as fast as you can with as many factories as you can. Also, both Kansas and Oklahoma are strategically located relatively close to Tesla’s Gigafactory Texas where most of the company’s growth in production capacity is going to come from in North America for the next few years.

What are EV batteries made of?

What Goes Into an E.V. Battery? Noah Pisner ⚡️Looking at what’s inside your electric car Noah Pisner ⚡️Looking at what’s inside your electric car James Surdam for The New York Times As automakers go electric, the hunt for raw materials has intensified. Let’s break down what goes into an electric vehicle battery → Noah Pisner ⚡️Looking at what’s inside your electric car James Surdam for The New York Times E.V. batteries are composed of hundreds or thousands of individual lithium-ion cells or pouches. Noah Pisner ⚡️Looking at what’s inside your electric car James Surdam for The New York Times Lithium atoms give up electrons as they move from one side of a battery to the other, creating an electrical current. Noah Pisner ⚡️Looking at what’s inside your electric car James Surdam for The New York Times The negative side of the cell is typically made of graphite, and the positive side is a compound made of energy-dense metals like nickel and cobalt. Noah Pisner ⚡️Looking at what’s inside your electric car James Surdam for The New York Times China invested in mining and battery production earlier than other countries. It has come to dominate the global supply chain for batteries, leaving the rest of the world dependent on China.

Which EVs use cylindrical cells?

BMW opts for cylindrical battery cells for EVs from 2025 BMW has announced it will opt for cylindrical battery cells on its electric vehicles (EVs) for a new generation of vehicles to be made from 2025. The decision to choose cylindrical cells means that BMW is following Tesla, with its 4680 cylindrical battery.

The new generation batteries are optimised for the new vehicle architecture (‘NEUE KLASSE’) and BMW claims increased energy density of more than 20% for performance enhancements that include faster charging (up to 30% faster) and longer range (up to 30% more). According to Frank Weber, member of the Board of Management of BMW AG responsible for Development: “We are also reducing CO2 emissions from cell production by up to 60 percent.

These are big steps for sustainability and customer benefits.” New cell factories To supply the battery cells needed for the NEUE KLASSE, the BMW Group has awarded contracts in the two-digit billion-euro range for construction of battery cell factories to CATL and EVE Energy.

• Both partners will build two gigafactories in China and Europe.
• Each of the battery cell factories will have a total annual capacity of up to 20 GWh.
• Plans call for two more battery cell factories to be built in the North American free trade zone, USMCA, for which the partners have not yet been nominated.

The three regions where the battery cell factories will be built will also benefit economically from the creation of new supply chains, new networks for subcontractors and new jobs. Joachim Post, member of the Board of Management of BMW AG responsible for Purchasing and Supplier Network added: “We have also reached agreement with our partners that they will use a percentage of secondary material for the raw materials lithium, cobalt and nickel, as well as utilising green power for production, to ensure CO2-reduced manufacturing.” Based on current market assumptions, BMW says costs can be reduced by up to 50 percent, compared to the current fifth generation batteries.

The BMW Group has set itself the goal of bringing manufacturing costs for fully-electric models down to the same level as vehicles with combustion-engine technology. Technological advances: new cell format and chemistry For the sixth generation of BMW eDrive technology used in the NEUE KLASSE, the company has fundamentally refined the cell format and cell chemistry.

With the new BMW round cell specially designed for the electric architecture of the NEUE KLASSE models, it will be possible to significantly increase the range of the highest-range model by up to 30 percent (according to WLTP). The new BMW round cells come with a standard diameter of 46 millimetres and two different heights.

• Compared to the prismatic cells of the fifth BMW battery cell generation, the nickel content in the sixth-generation BMW round cells is higher on the cathode side, while the cobalt content is reduced.
• On the anode side, the silicon content will be increased.
• As a result, the cell’s volumetric energy density will improve by more than 20 percent.

The battery system plays a key role in the body structure of the NEUE KLASSE. Depending on the model, it can be flexibly integrated into the installation space to save space (“pack to open body”). The cell module level is thus eliminated. The battery, drive train and charging technology in the NEUE KLASSE will also have a higher voltage of 800 volts.

Which car uses prismatic cells?

BMW future EVs to get cylindrical battery cells from CATL German luxury car major has secured a deal with the Chinese battery manufacturer CATL to charge the future electric cars of the automaker. BMW will use the cylindrical lithium-ion battery cells for its future electric vehicles, starting from 2025. BMW will use cylindrical battery cells in its future electric cars. Also Read : The shift from prismatic battery cells to cylindrical cell format at a large scale comes for a reason for sure. However, BMW is yet to reveal that. CATL too has not revealed the reason so far.

• BMW is currently working on its Neue Klasse, which is a new dedicated architecture for its future electric vehicles.
• Slated to debut in 2025, the BMW Neue Klasse is expected to use cylindrical battery cells.
• This new battery cell type is expected to reduce the manufacturing cost for the automaker by as much as 30 per cent, compared to the current prismatic format batteries in use.

Interestingly, Tesla too recently launched its in-house produced 4680 type cylindrical battery cell, stepping up from the 2170 type and previous 1865 type. While the new agreement between BMW and CATL focuses on cylindrical type battery format, the exact type of the battery is yet to be disclosed by any of them.

1. A Bloomberg report claims that the key reason behind the shift to cylindrical cell format by the automakers is to reduce production costs.
2. The report published in 2021 claimed that carmakers pay a price of $118 per kWh on average.
3. The report also claimed that battery cells typically make up four-fifths of the price of a battery system cost.

The substantial hike in battery material cost is the reason why car manufacturers are looking for new technology to bring down the production cost and cylindrical cell is one answer to that. First Published Date: 29 May 2022, 17:51 PM IST : BMW future EVs to get cylindrical battery cells from CATL

How many cells does a Tesla car have?

A Bit About Batteries | Tesla Portugal Para obter a melhor experiência, recomendamos atualizar ou alterar o seu navegador Web. Martin Eberhard, 30 de novembro de 2006 By now most people know that the Tesla Roadster is powered by Lithium ion (Li-ion) batteries.

But here are a few things about our batteries you might not have heard. Our battery system – or, as we like to call it – is comprised of 6,831 individual Li-ion cells. It’s roughly the size of a storage trunk and weighs about 900 pounds. Nestled securely in the back of the Tesla Roadster, the battery system is the secret behind our four second 0-60 mph acceleration and phenomenal driving range.

To achieve this kind of performance, we were meticulous about our battery technology selection. Batteries are not perfect – no doubt about it. Though market forces continue to drive improvements in batteries, the Li-ion battery system in the Tesla Roadster represents the very best of today’s commercially available battery technology.

These Li-ion batteries are a whole lot better than and found in EVs of yore, but they too have their limitations. One of the most difficult challenges in battery design is increasing energy density while also maximizing battery life span. Li-ion chemistries have achieved better combinations of these parameters than anything that has come before.

Yet there is still a tradeoff between energy and life, even within the family of Li-ion. Back pack: The battery is carried in the safest and strongest part of the vehicle The bottom line is that all batteries age, and they lose capacity as they do. This, in turn, shortens driving range.

Batteries age with use, and they age with time, even if not used. We tend to look at two kinds of aging: aging from use, called “cycle life,” and aging with time, known as “calendar life.” These two different aging mechanisms can be thought of as separate, overlapping forces. In reality they are always operating together, and depending on the type of application and usage pattern one may become more important than the other.

Another consideration is that environmental conditions such as temperature and humidity affect each aging mechanism in its own way. And, of course, various kinds of batteries age very differently in terms of cycle life and calendar life. Through the process of developing the Tesla Roadster and in previous ventures, we have really become experts in battery technology, particularly Li-ion.

This week, we’ll share with you what we have learned about battery technology and what you should expect from the Li-ion-powered Tesla Roadster. Cycle Life For Li-ion cells, manufacturers define cycle life as the number of full discharge-charge cycles that it takes to reduce a cell’s capacity to some fraction of its original state.

(A common threshold used in the laptop industry is 80 percent.) Note that the cell is generally not completely dead at the end of these cycles. It has a significant number of useful cycles left, just at a lower capacity. There are several factors that affect Li-ion cycle life.

Some are physical and are built into the cells at the time of manufacture and so they can’t be changed. Not all cells are created equal, and we have worked very hard to find the best cells on the market that offer an exceptional combination of cycle life and energy density from a top-tier Japanese manufacturer.

The other factors affecting cycle life are tied to how the cell is used. In particular:

Avoiding very high and very low states of charge. Voltages over 4.15V/cell (about 95 percent state of charge ) and voltages below 3.00V/cell (about 2 percent SOC) cause more stress on the insides of the cell (both physical and electrical). Avoiding very high charge rates. Charging faster than about C/2 (two hour charge) can reduce the cell’s life. Avoiding charging at temperatures below 0° C. (Our design heats the pack before charging at cold temperatures.) Avoiding very high discharge rates. (Our pack has been designed such that even at maximum discharge rate, the current required from each cell is not excessive.)

6,831 of these little guys power one battery pack We were all trained by annoying (NiCad) batteries (the older batteries that used to be popular in cell phone and laptop computers) to fully discharge them before recharging again. These batteries suffered quick capacity degradation – the so-called memory effect – if you didn’t do this.

The good news is that Li-ion cells do not have the same problem. There is a huge difference in cycle life between a 4.2V/cell charge (defined by the manufacturers as “fully charged”) and a 4.15V/cell charge.4.15 volts represents a charge of about 95 percent. For this reduction of initial capacity (5 percent), the batteries last a whole lot longer.

Unfortunately, further reduction of charge has a much smaller benefit on cycle life. Understanding this tradeoff, Tesla Motors has decided to limit the maximum charge of its cells to 4.15 volts, taking an initial 5 percent range hit to maximize lifetime of the pack.

We also limit discharge of our battery pack to 3.0V/cell and will shut down the car when the batteries reach this level. Limiting our charge rate is less of a compromise, since the wire size and availability of very high current outlets limit us much more than the batteries do at this point. Calendar Life Li-ion cells lose capacity with time, even if they are just sitting on a shelf.

They lose the most early in their life (year one) and then continue to lose capacity gradually thereafter. Two factors shorten calendar life considerably: lifetime average temperature and time spent at high states of charge. Batteries would last the longest if they were stored in a refrigerator at a very low state of charge.

They age the fastest when stored in a hot place at a full state of charge – like those in your laptop computer, plugged into its charger and being cooked by a toasty Pentium processor. At Tesla Motors one of our key inventions to maximize battery lifetime is a sophisticated liquid cooling system that maintains a favorable temperature for the batteries, even under extreme ambient conditions.

Our cooling system engages to try and keep the temperature of the cells below 35° C at all times and the lifetime average temperature at or below 25° C. The battery pack gets a lift The other significant factor that affects calendar aging is the charge state of the battery during storage.

At higher charge states cells lose capacity faster. This is a second reason why we have limited our maximum state of charge to 4.15V/cell instead of 4.2V/cell. We also offer the driver the option of charging to only 3.8V/cell (~50 percent) or 4.10V/cell (~90 percent) to further extend calendar life if the full vehicle range is not needed on the next few trips.

We advise and encourage a full (4.15V/cell) charge only when it is needed. So what does this all mean for the real-world performance of a car? As batteries in any EV age, they lose capacity and the vehicle will lose range. This is unavoidable and true in any EV with any type of battery.

You can think of this as a very slow reduction in the volume of your vehicle’s “gas tank” over its lifetime. We limit how fast this aging and loss of range happens by working very hard to select the best cells, design the best cooling systems, and carefully manage charge states. By doing all of this we expect more than 100,000 miles of driving range and more than five years of useful life.

However, at the end of this period the pack will have less capacity than when new (just like an internal combustion engine has less power and much worse emissions than when new). If, for example, you drive 10,000 miles per year at the end of five years you will have around 70 percent of the energy storage capacity of when new.

Does Tesla make its own battery cells?

Tesla is running into issues building battery cells at Gigafactory Berlin Tesla is reportedly running into problems establishing battery cell production at Gigafactory Berlin, and it is moving battery manufacturing equipment to Texas. For over two years now, Tesla has been working to build its own battery cells with a new 4680 format.

The plan is critical to the company’s long-term growth as it powers its next generation of electric vehicles using a new structural battery pack architecture. Tesla is currently building the cells at its pilot plant in Fremont, California, but the automaker’s goal was to achieve volume production of the 4680 battery cell by the end of the year at Gigafactory Texas.

The automaker also planned to establish battery cell production at Gigafactory Berlin on a similar timeline. Now a report from Germany’s suggests that Tesla is putting the plan on hold in Berlin: The fact that Tesla will not start full battery cell production in its German plant in Grünheide for the time being apparently has other reasons than lower energy costs and new tax incentives in the USA worth billions.

• Several sources close to the electric car manufacturer report a significant delay in a crucial but highly complex production technique.
• The publication had previously reported that Tesla planned to move some battery cell manufacturing equipment from Gigafactory Berlin to Gigafactory Texas.
• The move was suspected of having something to do with the new tax credit for electric vehicles in the US that forces automakers to use battery cells produced locally.

Now they report that only the machines for electrode production are going to remain on site and everything else is going to be moved to the US. The reason behind the move is not completely clear, but Handelsblatt says that Tesla wants to focus on successfully deploying its dry coating of the electrodes in the US first: This is not a rejection of Grünheide.

Tesla boss Elon Musk wants to continue to build a battery cell plant in Brandenburg in the long term. But before that, the electric car manufacturer has to get the so-called dry coating of the electrodes under control. A total of five experts, two of whom are close to Tesla, report that test systems with the technology are currently running quite successfully, but that implementation in large series is lacking.

Tesla has previously disclosed that the dry coating process is part of the bottleneck preventing the automaker from achieving volume production of the battery cells. The last official comment from the company is that it was still confident that volume production would be achieved at Gigafactory Texas by the end of the year.

What makes Tesla batteries different?

Tesla Now Has Multiple Battery Options: Which One Should You Choose? Our friend Andy Slye put together this highly informative video breaking down the details about the different batteries uses in its cars. Beginning in 2022, there are now three different variations, though there were just two not long ago.

• To be clear, Slye’s not talking about different battery pack sizes, but rather, different chemistries and individual battery cell sizes.
• Avid Tesla fans, or simply people with an obsessive “need to know,” may be familiar with Tesla’s different battery chemistries and sizes.
• However, it’s not a topic that many people are familiar with, and if you’re in the market for an EV, it’s important to understand.

Thankfully, Slye lays it all out in a way that’s informative and easy to understand. Tesla’s first battery option is Nickel Cobalt Aluminum (NCA). The company started using NCA battery chemistry years ago in the form of 18650 cells, which were produced by Panasonic for the and,

Tesla also uses cells with the same chemistry in the and, though the size is different: 2170 cells, which are larger and more energy-dense than the 18650 cells. Today, 2170 cells with NCA chemistry are used in all dual-motor Model 3 and Y vehicles. The current Model S and X still use NCA chemistry, though they’re also still using the 18650 cells.

Fast-forward to more recently, and Tesla started using a second battery chemistry in China, which eventually made its way to the US. Lithium Iron Phosphate (LFP) battery cells will be used in all Tesla’s single-motor rear-wheel-drive vehicles. In the US, this means only the base Model 3 uses LFP chemistry, though a new Model Y LFP variant may be on the way.

How many 18650 cells are in a Tesla?

330$/kWh **** Meilleur prix par capacité sur le marché These used 18650 Tesla battery modules from a 85kWh Model S. These are currently the best battery on the market for energy density, allowing many classic conversions to get well over 200 miles per charge.

1. Model S modules are comprised of 3400mAh cells arranged in a 74p6s configuration.
2. They are rated at 500 amps, 750 amps peak.
3. They have an integrated liquid cooling/heating system, but they can also be air cooled in light duty cycle applications.
4. They also have an integrated connector with cell level connectivity for BMS systems and two integrated thermistors.

The packs contain 444 cells, and each cell is independently safety fused on both terminals. Perfect for home battery storage or a EV conversion! The modules consist of 444 Panasonic 18650 cells of about 3400 mAh nominal capacity. The cells are configured 6s74p, Voltage range for the whole module is about: 18.6V soc 0% 23.1V soc 70% 24.9V soc 100% capacity ~250Ah, ~5.3kWh dimensions: length 27″/685mm total width with mounting fins 11 13/16″/300mm width without mounting fins 11″/280mm height 3″/75mm mounting fin at 2″/50mm terminals apart 9″/230mm tubing 5/16″ 8mm weight about 55lbs / 25kg

Is Tesla using 4680 cells?

Tesla makes progress on 4680 battery cells, reduces dependence on them Tesla gave an update on the progress of ramping up 4680 battery cell production. It sounds like they are making progress, but the automaker also appears to be reducing dependence on the new cell.

At its Battery Day in 2020, Tesla unveiled its 4680 battery cell and made a big deal about how the new battery cell format could revolutionize the industry by cutting costs by almost 50%.At the time, the automaker was already operating a pilot production line in Fremont, California.However, Tesla has admitted that there are several parts of the process of producing the cell in volume that has been harder to deliver than expected.It has been hard to track the progress, as Tesla is sharing the production capacity of the 4680 cells rather than how it compared to other quarters.Nonetheless, it sounds like Tesla is making some progress in an update that came with the release of :

The total number of 4680 cells produced (cells sent to formation) increased 3x sequentially in Q3. That would be impressive if we knew how many cells Tesla produced in Q2, because if the number was low, a 3x increase is not really impressive. But Tesla CFO Zachary Kirkhorn did share an additional piece of information during the conference call following the release of the financial results: The ramp is going well, as Elon said – total output is up 3x quarter over quarter, and production is tracking to exceed 1,000 car cells per week this quarter.

At 60 kWh per car, it would mean 60 MWh of weekly 4680 battery cell production or 3 GWh on an annualized basis. That’s not a massive production capacity, but it is certainly significant. Interestingly, Tesla also made new comments that show the automaker is aiming not to be dependent on ramping up 4680 cell production for new vehicle programs.

CEO Elon Musk said that, Musk was also asked if the Cybertruck is going to be affected by the 4680 production ramp. While the CEO didn’t say that the vehicle doesn’t use the cells, like Tesla Semi, he said that he doesn’t expect the electric pickup truck to be affected.

How does Tesla cell work?

What is the Telsa battery life? – To put this into perspective, the longest vehicle range currently sits at 620 miles, from the Tesla Roadster boasts a 200 kWh (720 MJ) battery. The main pain point people had with electric cars was always the limited range.

Tesla Model S and Model X: 8 years. Model 3: 8 years or 100,000 miles, whichever comes first. Model 3 with long-range battery: 8 years or 120,000 miles, whichever comes first.

A Tesla battery is not all too dissimilar to that of a phone or laptop. Tesla batteries use thousands of lithium ion cells to power the vehicle. Equipped with a heating system capable of warming the battery in cool temperatures, Tesla motors are as durable as they are capable.

Unlike hybrid motors, Tesla’s batteries have to be charged from outlets. This is because they run solely on battery power, meaning the electric motor cannot be charged automatically while driving. The energy generated and stored in the battery is then used to generate a small motor that powers the vehicle.

A Tesla battery can be fully charged in less than 90 minutes thanks to the Supercharger, “the world’s fastest charging network”. The most sustainable way to charge your electric vehicle is to use renewable energy that you yourself have already consumed at home.

Where are Tesla solar cells made?

In our quest to accelerate the world’s transition to sustainable energy, Tesla manufactures infinitely scalable clean energy generation and storage products – solar panels, Solar Roof, the Powerwall home battery, and the Powerpack battery system for commercial and utility-scale sites.

These products make use of the most sustainable energy source: the sun. In 2017, Tesla began production of solar cells and modules at Gigafactory 2 – a 1.2 million square-foot facility in Buffalo, New York. In 2019, Tesla added new production lines that will support electrical components for Supercharger and energy storage products.

To date, Tesla has created nearly 800 jobs at Gigafactory 2 and continues to ramp operations and production at the facility. Originally a steel manufacturing site, the 88-acre property located along the Buffalo River was transformed to produce solar panels and solar cells.

Who makes EV batteries for Tesla?

Contemporary Amperex Technology Limited (CATL) – CATL operates out of China, which is now the biggest international market for EVs (around 2.99 million EVs were sold in China in 2021, an increase of 169 per cent compared to 2020), with Europe, formerly the biggest market, now coming in second (1.2 million EVs sold in 2021, an increase of 63.4 per cent from 2020).

• CATL takes out the top spot due to the fact that it has the biggest number of relationships with car manufacturers, including EV giant Tesla, BMW, Great Wall, Honda, Hyundai and Volkswagen,
• If you’ve ever wondered “Who makes Tesla batteries?”, the answer is chiefly Panasonic, although CATL is a key Tesla car battery manufacturer, due to the fact the two companies have agreed to produce lithium-ion batteries together at Tesla’s second “battery megafactory” at Giga Shanghai.

Batteries that last longer and can deal with more wear and tear are the golden goose in the EV battery manufacturing game, and CATL may very well maintain its number one position for years to come now that it has unveiled an EV battery it claims has a range of over 1000 kilometres from a single charge.

What is cell manufacturing Tesla?

Engineering – Cells are optimized electrochemical, thermal, micron-scale mechanical systems designed to be manufactured at millions per day scale. Engineer the future of cell technology for energy and vehicle applications at our state-of-the-art, in-house prototyping, validation and manufacturing facilities.

What type of lithium battery does Tesla use?

Key Points

All Tesla’s EVs are powered by four kinds of batteries: 18650-type, 2170-type, 4680-type, and prismatic-type Tesla batteries.The 18650-type Tesla battery powers the Model S and the Model X. (It was also used for the original Roadster); the 2170-type is used for the Model 3 and Model Y. Both of these batteries are supplied by Panasonic.The 4680-type battery is intended for all future Model Ys and is manufactured by Tesla; The prismatic type battery which is also a lithium-iron-phosphate battery is supplied by CATL and is slated for all model 3s and model Ys.

When it comes to electric vehicle (EV) batteries, it’s not exactly one-size-fits-all. This is especially true of Tesla, one of the top EV brands today. Tesla has relied on four main types of batteries, It’s a similar situation with other car manufacturers and their EV lineups.

What are the 2 major components of a EV battery?

The Battery Minerals Mix – The cells in the average battery with a 60 kilowatt-hour (kWh) capacity—the same size that’s used in a Chevy Bolt—contained roughly 185 kilograms of minerals. This figure excludes materials in the electrolyte, binder, separator, and battery pack casing.

Mineral	Cell Part	Amount Contained in the Avg.2020 Battery (kg)	% of Total
Graphite	Anode	52kg	28.1%
Aluminum	Cathode, Casing, Current collectors	35kg	18.9%
Nickel	Cathode	29kg	15.7%
Copper	Current collectors	20kg	10.8%
Steel	Casing	20kg	10.8%
Manganese	Cathode	10kg	5.4%
Cobalt	Cathode	8kg	4.3%
Lithium	Cathode	6kg	3.2%
Iron	Cathode	5kg	2.7%
Total	N/A	185kg	100%

The cathode contains the widest variety of minerals and is arguably the most important and of the battery. The composition of the cathode is a major determinant in the performance of the battery, with each mineral offering a unique benefit. For example, NMC batteries, which 72% of batteries used in EVs in 2020 (excluding China), have a cathode composed of nickel, manganese, and cobalt along with lithium.

The higher nickel content in these batteries tends to increase their energy density or the amount of energy stored per unit of volume, increasing the driving range of the EV. Cobalt and manganese often act as stabilizers in NMC batteries, improving their safety. Altogether, materials in the cathode account for 31.3% of the mineral weight in the average battery produced in 2020.

This figure doesn’t include aluminum, which is used in nickel-cobalt-aluminum (NCA) cathode chemistries, but is also used elsewhere in the battery for casing and current collectors. Meanwhile, graphite has been the for anodes due to its relatively low cost, abundance, and long cycle life.

Can EV batteries be made without lithium?

Magnesium’s conductivity hits solid-state battery application level (image: Tokyo University of Science) Making solid-state EV batteries without the rare and expensive lithium could become reality as Japanese scientists discover a viable alternative using magnesium ions.

• Magnesium is cheap and abundant and the long struggle to improve its conductivity in solids has finally overcome the material’s shortcomings.
• Researchers from the Tokyo University of Science have cracked the code of using plentiful magnesium instead of expensive lithium in the next generation of solid-state electric vehicle batteries,

The decades-long magnesium conductivity hurdle before replacing lithium as a solid-state battery material has been overcome by adding organic materials and an accelerator. Junior Associate Professor Masaaki Sadakiyo explains the breakthrough as follows: In this work, we exploited a class of materials called metal-organic frameworks (MOFs).

MOFs have highly porous crystal structures, which provide the space for efficient migration of the included ions. Here, we additionally introduced a “guest molecule,” acetonitrile, into the pores of the MOF, which succeeded in strongly accelerating the conductivity of Mg2+. As a result, the typically low level of magnesium ions’ conductivity in solid materials at room temperature, has been greatly increased to reach the 10-3 S cm-1 threshold required for tangible application in solid-state batteries.

This superconductivity of magnesium ions may have thus hit a record, but it is the minimum required for practical solid-state battery production, so the team of Japanese scientists is now focused on improving the conductivity level of the new magnesium-based material even further.

Unlike lithium, magnesium is not considered a rare earth material and is abundant in the earth’s crust. Moreover, Elon Musk recently urged lithium mining companies like the Australian ones to go into refining, too, as a ” license to print money,” since battery-grade lithium refiners are few and far between and most of them are located in China.

Swapping lithium for magnesium in solid-state batteries will allow electric car makers to escape the near-monopoly of Chinese lithium refiners, as well as significantly lower the per-unit cell cost of the promising technology. Solid-state batteries have many advantages before the current chemistries, mainly in terms of safety and durability, so any breakthrough research that makes them easier and cheaper to make is welcome news for both the major electric vehicle makers, and their future customers. Daniel Zlatev – Tech Writer – 500 articles published on Notebookcheck since 2021 Wooed by tech since the industrial espionage of Apple computers and the times of pixelized Nintendos, Daniel went and opened a gaming club when personal computers and consoles were still an expensive rarity.

What raw materials does Tesla use?

Tesla explains its approach to sourcing lithium, nickel, and cobalt directly from mines in impressive detail Tesla released interesting and rare details about its approach to sourcing lithium, nickel, and cobalt directly from mines instead of through its cell suppliers. This approach is going to be critical as companies fight to secure those minerals for battery production to support electric vehicle growth.

• While Tesla sources the vast majority of its battery cells from suppliers, it actually sources a large part of the materials used to build those batteries directly from mines.
• This approach enables Tesla to have direct relationships with miners of critical minerals and helps secure supply while allowing the company to monitor quality closely and ensure responsible environmental and social sourcing.
• Tesla explained in its latest Impact Report:

While cobalt, nickel, and lithium go through multiple processing steps by different companies, some of the more important environmental and social risks in this supply chain are present at mine sites. Direct sourcing from mining companies allows Tesla to engage directly in local contexts instead of having to rely on multiple midstream companies that typically sit between EV makers and mining.

It also enables more transparent and traceable supply chains and better environmental and social data. Tesla even released some very rare and interesting details about the effort. The automaker says that it had directly sourced over 95% of the lithium hydroxide, 50% of the cobalt, and more than 30% of the nickel used in its high-energy density cells (NCA and NCM) in 2021.

The rest came from deals between the battery cell manufacturers and their own material suppliers.

1. As we previously reported, Tesla also released a that are supplying those minerals.
2. Another, less discussed aspect of the company’s Impact Report is that it makes it clear how aware Tesla is that mining and its environmental and social impact are going to become more significant challenges for EV adoption in the future.
3. The automaker wrote:

Cobalt, lithium and nickel are also “minerals” – in that they are raw materials that are produced through different methods of mining around the world, often concentrated in countries that face socio-economic and environmental challenges. As known global reserves are depleted, these minerals are becoming increasingly scarce, and companies look to access resources in more remote and challenging locations to meet global demand.

Cobalt, lithium and nickel are also classified as critical minerals by the United States, European Union and Canadian governments because they are essential in enabling a transition away from fossil fuels to a low-carbon economy. As a result, the impact of mining activity on the environment and local communities lends itself to greater environmental and social scrutiny from civil society, policymakers and investors.

In response, Tesla has joined the Initiative for Responsible Mining Assurance (IRMA), and the company’s direct-sourcing approach also helps ensure the implementation of those standards. FTC: We use income earning auto affiliate links. : Tesla explains its approach to sourcing lithium, nickel, and cobalt directly from mines in impressive detail

What 18650 cell does Tesla use?

Tesla Model S Lithium Ion Battery 18650 – 22.8 Volt, 5.3 kWh** Shipping Rates: All Tesla Batteries will be shipped to your closest FedEx Freight Service Center if the shipping address is a residential address. You can find your closest FedEx Freight Service Center by If you would like to have these batteries shipped to a residential address an additional $200.00 residential freight delivery fee will be added to your order prior to shipping.

1. Shipping 1-3 Tesla Batteries: $350.00Shipping 4-6 Tesla Batteries: $450.00 Shipping 6 or more Tesla Batteries: Call for a custom rate Please note: These rates are only to ship to an address within the USA.
2. These rates only apply to a commercial address that does not require a lift-gate upon delivery.

Contact our sales team at [email protected] if you have any shipping-related questions. Specifications Capacity: **200Ah, 5.3kWhPlease read “Understanding Used Tesla Model S Batteries” below for further explanation. Height: 3.1 InchesWidth: 11.9 InchesLength: 26.2 InchesWeight: 55 PoundsBolt Size: M8Voltage nominal: 3.8V/Cell, 22.8V/ModuleCharge voltage cut-off: 4.2V/Cell, 25.2V/ModuleDischarging cut-off: 3.3V/Cell, 19.8/ModuleMaximum Discharging Current (10 sec.):750 Amps Spec Sheets Understanding Used Tesla Model S Batteries Tesla Model S Batteries are Used Lithium-Ion batteries that are based around 444 Panasonic NCR18650B cells running in a configuration of 6s74p.

These batteries have been pulled from wrecked Tesla Vehicles. Do you provide a warranty on Used Tesla Batteries? We don’t provide a warranty on Used Batteries due to the uncertainty of how these batteries were maintained and what their current SOH (State of Health) is. We verify a healthy resting voltage is present on each of the series connections.

If you would like a more comprehensive overview we do offer capacity testing for $225/ module which will let you know what the SOH of the batteries are and their capacity at C/3. This is more valuable information than the year and miles of the vehicle that the batteries were removed from since it represents the true usable capacity of the battery devoid of any assumptions.

1. How much battery life do these modules have left? We cannot provide any estimations on the remaining life of these batteries.
2. The only information we are given when purchasing Used Tesla Model S batteries is the mileage, normally these batteries have around 50,000 miles.
3. Total cycles measured in miles is only one variable needed to determine the battery SOH.

One should also consider how the batteries were charged. Trickle Charging refers to charging a fully charged battery at a rate equal to its self-discharge rate, thus enabling the battery to remain at its fully charged level. Fast Charging refers to using a rapid charger that is much faster than your average electric vehicle charger.

• When charging and discharging your batteries the internal resistance in each cell creates heat.
• Fast charging creates a lot of heat that has the potential to shorten the life of your battery, slow charging/ trickle charging means less heat and potentially a healthier battery long term.
• The key takeaway is that mileage alone provides very little information about the actual battery state of health.

The only way to understand the actual SOC of a battery is to load test it at an appropriate C-rate (rate of time in which it takes to charge or discharge) and to measure the current over time. We have seen modules with 50,000 miles perform worse than modules with 80,000 miles likely because of some of the variables listed above.

• Do you provide load testing/ capacity testing? Yes, we provide load testing/ capacity testing at a rate of $225.00 per Tesla Model S Battery.
• Can I connect my Tesla Model S Batteries in parallel? Yes, however, you should consider that in doing so your system will consist of parallel strings.
• Please read the attached documentation that explains parallel strings in more detail.

If parallel strings are present it is absolutely necessary to use a battery management system per parallel string in a master/slave configuration to ensure that each parallel string is being properly protected. Can I use Used Tesla Model S Batteries in my electric vehicle conversion? This comes down to the actual application but in short, the answer is typically yes.

The only variable that will affect its applicability is the measured SOH. Any battery with a SOH below 70% is considered unsafe for high C-rate automotive applications and should be used exclusively for stationary storage applications. Do I need a Battery Management System if I keep the Original Tesla BMS Boards? The Original Tesla BMS Boards require the Master Tesla BMS board to protect the batteries.

The original BMS boards alone can only monitor and balance the cells. Communication with the original BMS boards is mostly experimental and not fully tested. These units are not readily available or properly understood. We recommend using the Tesla BMS Boards from our EVolve Electrics store.

1. These units can be easily installed and are compatible with the Orion BMS to ensure that your batteries are properly protected.
2. Click here to learn more about the Orion BMS.
3. Can I discharge my batteries down to 0%? It’s not recommended to discharge your Tesla Model S Batteries to 0%, this would negatively impact your battery SOH.

Tesla Model S Batteries should not be discharged below 20% SOC (State of Charge).

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: Tesla Model S Lithium Ion Battery 18650 – 22.8 Volt, 5.3 kWh**

What will 4680 cells do?

Next-Generation Battery Cell Development – It has been about two years since Tesla first touted its more powerful, less expensive 4680 battery cells that would transform the cost structure of its vehicles. The next-generation Tesla battery cell, which boasts a diameter of 46mm and height of 80mm, is capable of being 5x more powerful than its predecessors, while also enabling greater cost efficiencies due to its simplified manufacturing process.

1. The related cost efficiencies enabled by the 4680 battery cells are primarily driven by its simplified manufacturing process and composition.
2. On manufacturing, the 4680 battery cells are made under an innovative process known as ” dry-coating “.
3. With dry-coating, the battery cell’s electrodes (i.e.
4. The cathodes and anodes that “store and release charge”) are processed with binders that use significantly less liquid, which eliminates the drying process that the legacy wet-coating requires – and inadvertently, cuts the massive costs pertaining to the processing area, time, labour and energy required to facilitate the said drying process.

Specifically, the simplified dry-coating process requires only a tenth of energy and factory floor area used in facilitating the legacy wet-coating process. Paired with other cost efficiencies realized through reduced time and labour requirements in the manufacturing process, the dry-coating method used to produce the 4680 cells is alone capable of reducing Tesla’s capital outlay in battery productions by at least a third.

1. The 4680 battery cells also enable a much more simplified and streamlined pack composition and vehicle integration process compared to its predecessor cells.
2. The current Model Y requires more than 4,000 2170 cells in its battery pack.
3. But with the 4680 cells being 5x more powerful, the next-generation battery packs will only require approximately 800 cells.

And with the connecting “weld points” reduced from four per cell in the legacy 2170s to now two per cell in the next-generation 4680s, the pack assembly costs will also be significantly reduced with the larger, more powerful cells. In terms of vehicle integration, the 4680 battery packs are designed to be embedded in the chassis, which could “trim the volume of material needed” and reduce its overall weight, enabling cost savings of up to $600 alone.

On performance, the 4680 battery packs – capable of more than 5x the power of the current 2170 battery packs – can up the existing Model Y’s range by at least 16%, with future “improvements in battery materials and vehicle design” to unlock a further range increase of more than 50%. Altogether, Tesla’s next-generation battery packs enabled by the innovative 4680 cells can reduce up to $5,500 – or 50% – in costs compared to the current 2170 battery packs.

This would accordingly enable Tesla to trim the sticker price on the Model Y by a similar extent of about $5,300, or 8% of the vehicle’s current starting price of about $65,000, For now, the company is estimated to be realizing cost-savings in the $3,000 range per pack made with the 4680 cells, as it continues to work through manufacturing hiccups to push productions toward scale.

1. The cost-savings enabled by the 4680 battery packs would not only further Tesla’s industry-leading vehicle margins, but also facilitate the production of more budget-friendly cars to better compete for market share against the influx of competition from both EV pure-plays and legacy auto OEMs.
2. The European Federation for Transport and Environment predicts more than 300 available EV models within the European automotive market by mid-decade, while the IHS Markit predicts more than 130 available EV models in the U.S.

by 2026, which is equivalent to the number of ICE options available in the market today. For now, the refreshed line-up of Model Y vehicles fitted with the 4680 battery packs, which are currently available in limited quantity from Tesla’s Texas facility, have been reported to offer a lower range capability of 279 miles on a single charge, compared to 318 miles in the 2170-equipped Long Range Model Y.

1. The 4680-equipped Long Range Model Y manufactured in Texas, which is priced at almost $10,000 cheaper than the 2170-equipped Long Range Model Y produced in Fremont, actually offers less range due to the EV maker’s conscious decision to integrate a “smaller 50 kWh battery pack in the new vehicle”.
2. This has deterred some from pulling the trigger on the cheaper offering right now, given range anxiety remains one of the biggest barriers to EV adoption.

While on first glance this may seem counteractive to Tesla’s ambitions in unlocking greater margins towards territories never seen before by another auto manufacturer, a closer look would show the strategic decision to retrofit the 4680-equipped Model Ys with a smaller pack actually enables the company to better manage, refine and scale its technology before the product becomes a function of supply availability like the rest of its auto business today.

And over the longer term, the 4680 batteries will not only be critical to the ultimate roll-out of the long-awaited Cybertruck – which would enable Tesla to compete for a share in one of the world’s most popular vehicle segments – the achievement of scaled productions in the new technology would also be key to the company’s release of a lower-priced product to better mass market penetration in the future.

The long speculated ” Model 2 “, a $25,000 model that Tesla CEO Elon Musk has recently said is not a near-term priority for the company, would grant the EV titan access to price-sensitive market segments where penetration remains low. It will also make a competitive offering to prevent material market share losses to other mass market legacy auto manufacturers like China’s BYD ( OTCPK:BYDDF / OTCPK:BYDDY ) and Hyundai / Kia ( OTCPK:HYMLF / OTCPK:HYMTF / OTCPK:HYMPY ), as well as EV upstarts like Fisker ( FSR ), which are gradually gaining traction in the nascent industry with their respective budget-friendly offerings.

• The ultimate introduction of a $25,000 model will also play a forefront role in Tesla’s ambitions to deliver 20 million vehicles on an annual basis by 2030.
• Batteries remain the leading cost driver of EVs.
• Tesla’s development and roll-out of the 4680 battery packs build on its ongoing efforts in actively reducing related costs to enable better EV pricing needed to encourage further adoption.

It builds on Tesla’s active decision to switch out the legacy nickel-cobalt-aluminium (“NCA”) batteries used in its standard-range EVs with the less expensive lithium-iron-phosphate (“LFP”) batteries. While the LFP batteries, currently supplied by Chinese battery-maker CATL, offer lower range, they meet the requirements of Tesla’s standard-range requirements and are cheaper to produce due to the elimination of nickel and cobalt used in the NCA-composition cells that are still being used in the long-range models.

Is Tesla using 4680 cells?

Tesla makes progress on 4680 battery cells, reduces dependence on them Tesla gave an update on the progress of ramping up 4680 battery cell production. It sounds like they are making progress, but the automaker also appears to be reducing dependence on the new cell.

At its Battery Day in 2020, Tesla unveiled its 4680 battery cell and made a big deal about how the new battery cell format could revolutionize the industry by cutting costs by almost 50%.At the time, the automaker was already operating a pilot production line in Fremont, California.However, Tesla has admitted that there are several parts of the process of producing the cell in volume that has been harder to deliver than expected.It has been hard to track the progress, as Tesla is sharing the production capacity of the 4680 cells rather than how it compared to other quarters.Nonetheless, it sounds like Tesla is making some progress in an update that came with the release of :

The total number of 4680 cells produced (cells sent to formation) increased 3x sequentially in Q3. That would be impressive if we knew how many cells Tesla produced in Q2, because if the number was low, a 3x increase is not really impressive. But Tesla CFO Zachary Kirkhorn did share an additional piece of information during the conference call following the release of the financial results: The ramp is going well, as Elon said – total output is up 3x quarter over quarter, and production is tracking to exceed 1,000 car cells per week this quarter.

At 60 kWh per car, it would mean 60 MWh of weekly 4680 battery cell production or 3 GWh on an annualized basis. That’s not a massive production capacity, but it is certainly significant. Interestingly, Tesla also made new comments that show the automaker is aiming not to be dependent on ramping up 4680 cell production for new vehicle programs.

CEO Elon Musk said that, Musk was also asked if the Cybertruck is going to be affected by the 4680 production ramp. While the CEO didn’t say that the vehicle doesn’t use the cells, like Tesla Semi, he said that he doesn’t expect the electric pickup truck to be affected.

Does Tesla use 2170 cells?

2170 vs 4680: Side by Side Comparison – 2170 battery-type cells are widely used in dual-motor Tesla Model 3 and Y vehicles.

	2170 Battery	4680 Battery
Models Using the Battery	Model 3, Model Y	Model Y (Texas-made)
Type of Battery	lithium-ion	lithium-ion
Weight of Battery	68g	355g
Size of Battery	21mm x 70mm	46mm x 80mm
Battery Supplier	Panasonic	Tesla, Panasonic
mAh Per Cell	4800 mAh	9000 mAh
Nominal Voltage	3.7V	3.6V
Max Charge	4.2V	4.2V
Low Discharge	2.5V	2.8V