Researched Data: How Long Should A Tesla Battery Last?

Let’s take an up-close look at Tesla battery life, with analysis from a long list of owners’ cars.

Not long ago, we shared our friend Sean Mitchell’s video about having to replace the 60-kWh battery in his Tesla Model S. He shared what caused his battery’s rapid degradation so that other Tesla owners will make more informed choices. When all of this happened, it piqued his interest in Tesla batteries and how long they should last, etc. Because of this, Sean felt compelled to do some research.

Last week, Sean published his first video in the series “How long will a Tesla battery pack last?” We didn’t share it right away since it was essentially preliminary information stating that he’d found some valuable sources surrounding Tesla owners’ battery life and he intended to put together a more in-depth analysis of his findings. The above video is the culmination of Sean’s hard work. At the bottom of this article, we’ve embedded the previous video for your enjoyment. Kudos to Sean for including screenshots and shares from InsideEVs’ contributor George Bower in his analysis.

Sean told us that “failure is surprisingly low (2.24%) and overwhelmingly isolated to the 85 kWh battery and before 50K miles.” Based on what we’ve learned from George, it seems the Model 3 battery packs should fare even better.

Have you had any issues with your Tesla battery? How long have you owned the car and how much has the battery degraded? Share your information with us in the comment section below.

Video Description via Sean Mitchell on YouTube:

How long will a Tesla battery pack last? Pt 2

How long will a Tesla battery pack last? Pt 1: below)

Battery degradation shared by owners:…

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Video Description via Sean Mitchell on YouTube:

How long will a Tesla battery pack last? Pt 1

Tesla Model 3 Battery Cooling Much-Improved … Track Mode?:…

Source: Electric Vehicle News

Bombardier Introduces Talent 3 Battery-Operated Train

Bombardier develops battery-electric trains.

Progress in lithium-ion batteries enables some firms to think about making trains battery-electric instead of the typical series-hybrids.

Bombardier recently presented the Talent 3, which according to the press release, is the first of its kind to enter passenger operation in Europe in over 60 years.

The first prototype has a range of 40 km (25 miles), but the second one scheduled for 2019 will go 100 km (62 miles) on a single charge.

The range is not as high as in case of electric cars, although trains can recharge the batteries from an overhead line while driving on many lines. In Germany, for example, around 40% of the rail network is not electrified, which means that a battery-electric train could operate partially off-grid and perhaps part on.

Another advantage is the regenerative braking capability, normally difficult to do when there is no on-board battery and electricity would need to be sent back to the grid.

The Technical University of Dresden says that a battery-operated train clearly has an edge with respect to the total costs across the service life of 30 years.

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Press blast:

“Emission-free, energy-efficient and low-noise – the new battery-operated train from Bombardier Transportation, introduced to the public for the first time today, scores with these features. A group maiden voyage with the BOMBARDIER TALENT 3 electro-hybrid train was the highlight of the press event at Bombardier’s Hennigsdorf site. The guests included Enak Ferlemann, State Secretary at the Federal Ministry of Transport and Digital Infrastructure and Federal Commissioner for Rail Transport as well as the Brandenburg Transport Minister Kathrin Schneider.

“We want to continue to electrify rail transport. A train that can charge its batteries from the overhead line while driving is a huge step toward this and the epitome of innovation,” the State Secretary stated. “On non-electrified or only partially electrified routes, the motto is: move away from diesel on the tracks and toward cleaner and more environmentally-friendly mobility.”

The new battery-operated train is the first of its kind to enter passenger operation in Europe in over 60 years. It does not generate any exhaust and sets the standards for smart mobility with peak values of 90 percent in the areas of efficiency and recyclability. It does not generate any exhaust and sets the standards for smart mobility with peak values of 90 percent in the areas of efficiency and recyclability. It is also around 50 percent quieter than modern diesel trains. According to a comparative study by the Technical University of Dresden, the battery-operated train clearly has an edge with respect to the total costs across the service life of 30 years.

“With our new battery-operated train, we are putting real innovation on the tracks,” says Michael Fohrer, Head of Bombardier Transportation in Germany. “This train is Bombardier’s technological response to challenges such as air pollution, climate change and scarcity of resources. Around 40 percent of the German rail network is not electrified. The Bombardier battery-operated train is an attractive option to counter that, both economically and ecologically speaking.”

In general, the prospects for the battery-operated train are positive. The range increases proportionally with the continuous capacity increases due to new battery developments. The current prototype is equipped with four BOMBARDIER MITRAC traction batteries and can travel routes of around 40 kilometres – in 2019, the next generation of battery-operated trains will be able to cover distances of up to 100 kilometres on non-electrified railways. In 2019, Deutsche Bahn (DB) will start a twelve-month trial run with passengers with the current prototype in the Alb-Lake Constance region.

The development of the battery-operated train is subsidised by the German federal government in the framework of an innovation program for electromobility with four million euros. The project partners include the DB Regio subsidiary DB ZugBus Regionalverkehr Alb-Bodensee (regional transport for the Lake Constance region), Nahverkehrsgesellschaft Baden-Württemberg (Baden-Wuerttemberg Regional Transport Company) and the Nationale Organisation Wasserstoff- und Brennstoffzellentechnologie (National Organisation for Hydrogen and Fuel Cell Technology) and the Technical University of Berlin.”

Source: Electric Vehicle News

Norwegians Place 1,000 Pre-Orders For BMW iX3 In Under 2 Weeks

Already around 1,000 individuals have pre-ordered the upcoming BMW iX3.

The BMW iX3 is a new all-electric model, scheduled for market launch in 2020. The concept version was equipped with a 70 kWh battery for 400 km (250 miles) of WLTP range and 200 kW electric motor.

Since opening reservations in Norway on September 1 (with 15,000 NOK/≈$1,800/≈€1,600 deposit required), BMW received around 1,000 pre-orders.

Well, if there are so many consumers willing to purchase the iX3 some two years ahead of seeing the car at the dealership, BMW should be encouraged to continue down the path of electrification at even quicker pace.

Pieter Nota, BMW AG Management Board member responsible for Sales and Brand BMW, said:

“In Norway, we’ve just launched a pilot project to pre-order the BMW iX3, which is due to start production in 2020, via an app. Within less than two weeks, around 1,000 Norwegian customers have already registered, including paying a €1,600 deposit on the first-ever pure-electric BMW core model,”

15 photos

BMW Concept iX3
BMW Concept iX3

11 photos

Source: Electric Vehicle News

India Exempts Electric Vehicles From Permit Process

India tries unconventional methods to promote EVs


India is not a big market for all-electric or plug-in hybrid cars, but would like to be part of the electric revolution. The willingness to put electric cars on the roads in volume, lower emissions and fulfills the ambitions of establishing production facilities seems to be strong and perhaps even a bit desperate.

The latest decision by the government is to exempt alternatively-powered vehicles (EVs, ethanol, biodiesel, CNG, methanol and biofuel) from all permit requirements. There is no timeline for the execution.

This could, of course, make it easier to introduce more EV models, especially from smaller manufacturers, but at a cost of potential chaos and safety issues in the future.

The other announced, possible move, is mandating cab aggregators (Uber, Ola) to have a certain percentage of the fleet with an electrified powertrain.


Source: Electric Vehicle News

News: 2020 Mercedes-Benz EQC 400 4Matic Electric Crossover Debuts

The Assault on Tesla’s Electric Luxury Vehicles Dominance Is Getting Closer

Mercedes-Benz’s first model produced under the automaker’s new electric EQC sub-brand was unveiled at an event in Sweden last week. The 2020 Mercedes-Benz EQC 400 4Matic is an all-wheel-drive, all-electric crossover SUV that Mercedes says it estimates will get about 280 miles per charge. But that estimate is based on the overly optimistic European NEDC standard. For comparison, Jaguar’s I-Pace crossover is rated for 300 miles with NEDC but has an USEPA rating of 240 miles.

2020 Mercedes-Benz EQC

Ready to join the battle

The EQC will face off against Tesla’s Model X and the I-Pace, as well as forthcoming electric crossovers from BMW and Audi. Porsche has an all-electric crossover car on the way, also.

Under the New Sheetmetal

Power for the EQC 400 4Matic comes from two asynchronous electric motors; one placed at each axle for dual-motor all-wheel drive with a combined output of 402 horsepower and 564 pounds-feet of torque. While each motor unit includes a fixed-ratio transmission and differential, the two are not identical. The front is tuned for maximum efficiency at low and medium speeds, while the rear kicks in for extra sporting performance. Mercedes says 0-60 mph arrives in 4.9 seconds, while the top speed is an electronically-limited 112 mph.

Drivers can select regenerative braking strength using two shift paddles on the back of the steering wheel. To optimize the trade-off between range and power, EQC drivers can select among five different drive modes: Comfort, Eco, Max Range, Sport, and Individual.

Meanwhile, an 80-kilowatt-hour lithium-ion battery pack is housed in the floor. The EQC comes with a 7.4-kilowattt onboard charger, which allows it to plug in at a number of different charging sources. Mercedes doesn’t give estimates for charge time with the slowest AC chargers, but did say with the EQC’s standard DC fast charging capability the battery can be charged from 10 percent up to 80 percent in around 40 minutes.

 It Looks Like A Regular Mercedes-Benz Crossover SUV

In profile, the EQC doesn’t look too different from the mid-size GLC 300 crossover SUV. It sits on the same platform of the GLC 300, however it is about four inches longer at 187.4 inches. But unique front and rear ends help identify this as the battery-electric variant.

2020 Mercedes-Benz EQC

The electric SUV category is growing quickly

The EQC receives a chrome grille with daytime running lights that are accompanied with an LED Light Band, which in low-light conditions will look almost like an uninterrupted light strip across the front of the car. Visually lowered, thanks to the black lower bumper trim, side trim, and rear bumper trim, the EQC makes the most of its stance with a low roof spoiler. High-gloss aluminum trim strips frame the side windows, and there are 19- to 21-inch light alloy wheels, fitted flush with the wheel arches for aerodynamic performance.

New Design for the EQC Interior

As you’d expect, there’s an abundance of leather, aluminum, and natural grain wood inside, though the automaker says it’s been given a special EQ distinction—a textile-like structure in metallic silver grey with rose-gold highlights. The cabin has a more avant-garde look than the traditional Mercedes. The dashboard is pared back compared to the normal Mercedes style, with the upper section reduced down and the whole dash using an asymmetrical wing profile.

2020 Mercedes-Benz EQC

Are you ready for the big screen?

Two 10.25-inch displays dominate the dashboard—one for the driver’s instrumentation, the other for the rest of the systems–controlled by a touchpad in the center console or by voice. New key-shaped, rose-gold colored louvers and rectangular vents direct air flow.

The EQC is packed to the sunroof with features. Notable is a dedicated electric-vehicle-specific navigation system. It takes factors like current range, energy consumption, route topography and traffic, as well as available charging stations, into account to chart the most efficient course to a destination.

Mercedes also uses the EQC to showcase its safety and assistance technology. There’s Active Brake Assist as standard, while the Driver Assistance package adds evasive steering assist, Pre-Safe Plus for rear crashes, blind-spot assistance with warnings if you’re about to open the door into a car or cyclist, and more.

How Will the Electric Luxury Battle Play Out?

Only time will tell just how well the 2020 EQC 400 4Matic and other luxury electric models are received. But going in they will soon have an advantage over Tesla. Tesla buyers will lose the full federal $7,500 credit by the end of 2018 unless the law is changed.  It will be reduced to $3,750 for the first half of 2019 and $1,875 in the second half of 2019.

2020 Mercedes-Benz EQC

Conventional looks, but with a big electric range–the Mercedes formula

Luxury automakers who are just now beginning to introduce their electric crossovers and cars will have several years before their full tax credit expires. This could be a big negative hit for Tesla and topple the California automaker as the leader in electric vehicle sales.

EQC production will start in 2019 in Germany, and it will eventually spread to China and potentially to the company’s U.S. plant in Tuscaloosa, Alabama, down the road. Pricing for the 2020 Mercedes-Benz EQC 400 4Matic will be announced closer to its arrival at U.S. dealers in early 2020.

Related Stories You Might Enjoy–Luxury Electric SUVs

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The post News: 2020 Mercedes-Benz EQC 400 4Matic Electric Crossover Debuts appeared first on Clean Fleet Report.

Source: Electric, Hybrid, Clean Diesel & High-MPG Vehicles

Elon Musk says Tesla’s customer service response time is new priority with increased delivery volume

Tesla is pushing to deliver a record number of vehicles by the end of the month in order to potentially achieve a profitable quarter.

The higher delivery volume is resulting in longer customer service response time and CEO Elon Musk now says that it is a new ‘top priority’ to resolve the problem. more…

Source: Charge Forward

Hyundai IONIQ Electric Comes Packing Kona Motor To Defend Race Title

It’s going to need all the horses it can borrow.

Last year, the Hyundai Ioniq electric won the “Search for the Ultimate Street Car” in the GTE class. It was a no contest result, literally, as it was the only vehicle in the competition. Regardless, this year it’s back to defend its title and it’s not going to be a cakewalk.  Again piloted by Matthew Scott, the battery-powered unicorn — try to find one in a showroom, even in California, the only state in which they are sold — is facing competition from the likes of a Chevy Spark EV and, more formidably, a Tesla Model S P100D.

Though it may seem like it’s bitten off more than it can chew, this particular example of the Ioniq electric is coming loaded for bear. In place of the stock motor, the team has bolted in a unit borrowed from a Hyundai Kona Electric, giving it a 70-percent increase over stock, at 201 horsepower with 291 pound-feet of torque. Among the other alterations is enhanced battery cooling with higher airflow fans and dedicated air conditioning ducting,  a water-cooled AC condenser for improved battery cooling while pitted and during charging, a specially configured torque map/rate tuning for improved launch and limit driving control, and improved power electronics cooling with upgraded radiator and electric water pumps. Plus, it’s got some go-fast stickers, which should help. Right?

Regardless of the outcome, we believe the modifications could go some way to provide engineers with important data for future vehicles, for instance, a rumored high-performance N version of the Ioniq electric. Indeed the racer will be fully instrumented “for video and data analysis.” While the brand generally focuses on practical vehicles, it does try to appeal to driving enthusiasts with some of its offerings. Case in point, the automaker is also behind a 2019 Veloster N entry in a separate class.

Check out all the modifications below along with a description of the five different segments of this unique competition. The Ioniq electric is entered into the second-from-last event of the season this weekend in Fontana, CA in hopes of reaching the Invitational to be held in Las Vegas right after the SEMA.


2018 IONIQ electric racecar

  • Higher Power AC permanent magnet electric motor borrowed from the KONA electric
    • 201 horsepower and 291 lb.-ft. of torque
  • Performance results
    • 0 to 60 mph: 8 seconds
    • 0 to 100 mph: 7 seconds
    • Top Speed: 115 mph
  • Drexler Limited Slip Differential and 7.05 gear ratio
  • Wilwood performance brake package
  • Lowering springs with a firmer spring rate
  • Volk Racing Wheels with 275/35R18 Bridgestone RE71
  • Torque map/rate tuning for improved launch and limit driving control
  • Improved power electronics cooling with upgraded radiator and electric water pumps
  • Enhanced battery cooling with higher airflow fans and dedicated air conditioning ducting
  • Water-cooled AC condenser for improved battery cooling while pitted and during charging

The Competition consists of 5 key segments:

  • Design & Engineering: Judged on their construction and modifications that enhance the look, performance, and/or functionality of a stock vehicle while maintaining or enhancing the ‘Daily Drive’ comfort features and accessories.
  • Road Rally: Routes will typically be 25 to 100 miles long and may or may not include stops
  • Speed Stop: Timed event that establishes the ability of the car and driver to accelerate, negotiate tight turns, and stop in a designated spot.
  • Autocross: Timed event that establishes the ability of the car and driver to negotiate tight turns, slow speed maneuvers and short straightaways.
  • Road Course: Timed event that establishes the ability of the car and driver to negotiate a variety of turns and straightaways in the shortest time. Very simply, this is the test to see how closely a street car can perform in real road racing conditions.

Source: Hyundai

Source: Electric Vehicle News

Tesla Semi production to get ‘serious’ by 2020, says investor after Gigafactory 1 tour

Tesla Semi was announced to go into production in 2019 when it was officially unveiled in 2017.

A Tesla investor now says that they were told in a Gigafactory 1 tour that “earnest” production would only start by 2020.

Some media are framing it as a delay, but Tesla says that the plan hasn’t changed. more…

Source: Charge Forward

Tesla’s Chief Motor Engineer Discusses Model 3 Motor Tech


Tesla is always inclined to do things differently, and this applies to the motors it uses in its vehicles. Most production EVs use some form of permanent magnet traction motor technology, but Tesla’s Model S and Model X both use induction motors. EV engineers have carried on spirited debates about the merits of each technology, and many have speculated about why Tesla chose induction motors from day one.

*This article comes to us courtesy of EVANNEX (which also makes aftermarket Tesla accessories). Authored by Charles Morris. The opinions expressed in these articles are not necessarily our own at InsideEVs.

Above: Charged interviews Tesla’s top motor engineer (Source: Charged)

Christian Ruoff, writing in Charged, tells us that the most likely explanation has to do with historical factors. By many accounts, the reason Tesla started developing an induction motor in the first place is because it inherited the design from AC Propulsion (as described in my history of Tesla). The induction motor used in the Roadster actually had roots going all the way back to GM’s EV1 motor, which was designed by Alan Cocconi. Cocconi based it on existing AC induction motor specs. Tesla initially licensed the design from Cocconi’s company, AC Propulsion. However, Marc Tarpenning later said that Tesla had completely redesigned its induction machine “a year before we were in production…long before we were even into the engineering prototypes.” A lot has changed since those early days in terms of available R&D technology and material costs.

In any case, Tesla’s exclusive use of induction machines has been intriguing to motor experts and EV techies. So, it was particularly interesting in August 2017 when Model 3’s EPA certification application revealed a big change in the powertrain – the document states that Model 3 uses a 3-phase permanent magnet motor.

Tesla rarely offers official comment on technology decisions, so it can be hard to discern the exact engineering thought process. However, when Christian moderated a keynote panel discussion of EV tech experts at the Coil Winding, Insulation & Electrical Manufacturing Exhibition (CWIEME) in Chicago, the panel included Konstantinos Laskaris, Tesla’s Chief Motor Designer, so the Charged publisher had the chance to pry a few more details from the world-class motor engineer.

As usual when interviewing engineers from major automakers, Laskaris wasn’t at liberty to tell us all about the specific quantitative analysis that led to choosing a permanent magnet motor. However, he did offer some interesting insights into the engineering processes the company employed in the analysis.

“It’s well known that permanent magnet machines have the benefit of pre-excitation from the magnets, and therefore you have some efficiency benefit for that,” said Laskaris. “Induction machines have perfect flux regulation and therefore you can optimize your efficiency. Both make sense for variable-speed drive single-gear transmission as the drive units of the cars.

“So, as you know, our Model 3 has a permanent magnet machine now. This is because for the specification of the performance and efficiency, the permanent magnet machine better solved our cost minimization function, and it was optimal for the range and performance target.

Above: The EV technology expert panelists at the CWIEME Chicago event included, from left to right, Jaydip Das – Carpenter Technology Corporation, J. Rhett Mayor – DHX Machines, Konstantinos Laskaris – Tesla, Peter B. Littlewood – Argonne National Laboratory, Tom Prucha – Protean Electric, Matthew Doude – Mississippi State University, and Christian Ruoff – Charged Electric Vehicles Magazine (Source: Charged)

“Quantitatively, the difference is what drives the future of the machine, and it’s a tradeoff between motor cost, range and battery cost that is determining which technology will be used in the future.”

Laskaris later added, “When you have a range target [for example], you can achieve it with battery size and with efficiency, so it’s in combination. When your equilibrium of cost changes, then it directly affects your motor design, so you justify efficiency in a more expensive battery. Your optimization is going to converge on a different motor, maybe a different motor technology. And that’s very interesting.”

If you combine these comments with those made by Laskaris during a 2016 on-stage interview at the CWIEME event in Berlin, you begin to see a clearer picture of the sophisticated process Tesla uses to evaluate different motor designs and optimize them for the specific desired parameters of each vehicle.

“Understanding exactly what you want a motor to do is the number-one thing for optimizing,” said Laskaris. “You need to know the exact constraints – precisely what you’re optimizing for. Once you know that, you can use advanced computer models to evaluate everything with the same objectives. This gives you a panoramic view of how each motor technology will perform. Then you go and pick the best.

“With vehicle design, in general, there is always a blending of desires and limitations. These parameters are related to performance, energy consumption, body design, quality, and costs. All of these metrics are competing with each other in a way. Ideally, you want them to coexist, but given cost constraints, there need to be some compromises. The electric car has additional challenges in that battery energy utilization is a very important consideration.

“This is the beauty of optimization. You can pick among all the options to get the best motor for the constraints. If we model everything properly, you can find the motor with the high-performance 0-60 constraint and the best possible highway efficiency.”

Above: Konstantinos Laskaris, Tesla’s Chief Motor Designer (Source: Charged)

To find answers for these tough engineering questions, Tesla uses sophisticated custom computer simulations that run custom algorithms designed in-house. Before joining Tesla, Laskaris earned a PhD writing the programs that allow computers to more accurately predict how different motor geometries will perform in the real world – a handy skill when you’re trying to evaluate countless motor topologies to find the best.


Written by: Charles Morris; This article originally appeared in Charged.

*Editor’s Note: EVANNEX, which also sells aftermarket gear for Teslas, has kindly allowed us to share some of its content with our readers, free of charge. Our thanks go out to EVANNEX. Check out the site here.


33 photos
2. Tesla Model 3
Range: 310 miles; 136/123 mpg-e. Still maintaining a long waiting list as production ramps up slowly, the new compact Tesla Model 3 sedan is a smaller and cheaper, but no less stylish, alternative, to the fledgling automaker’s popular Model S. This estimate is for a Model 3 with the “optional” (at $9,000) long-range battery, which is as of this writing still the only configuration available. The standard battery, which is expected to become available later in 2018, is estimated to run for 220 miles on a charge.

Tesla Model 3 charge port (U.S.)

Tesla Model 3 front seats

Tesla Model 3 at Atascadero, CA Supercharging station (via Mark F!)

Tesla Model 3

Tesla Model 3

The Tesla Model 3 is not hiding anymore!
Tesla Model 3 (Image Credit: Tom Moloughney/InsideEVs)

Tesla Model 3
Inside the Tesla Model 3

Tesla Model 3 rear seats

Tesla Model 3 Road Trip arrives in Tallahassee
Tesla Model 3 charges in Tallahassee, trunk open.


Tesla Model 3 Performance - Dual Motor Badge

10 photos
Tesla Model 3 Performance
Tesla Model 3 Performance
Tesla Model 3 Performance
Tesla Model 3 Performance
Tesla Model 3 Performance - Midnight Silver Tarmac Motion
Tesla Model 3 Performance - Midnight Silver Tarmac Motion (wallpaper 2,560x – click to enlarge)

Tesla Model 3 Performance - White Interior - Wide
Tesla Model 3 Performance - White Interior - Touchscreen

Source: Electric Vehicle News