What's better? NCA VS LFP lithium batteries (even Elon agrees with me!)

What's better? NCA VS LFP lithium batteries (even Elon agrees with me!)

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#NCA #LFP #bladebattery #Ev #elonmusk

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[bru]

Sam, agreed. As range anxiety continues to ease, LFP batteries will become mainstream. As long as you can place enough kwh in the floorpan of the vehicle to meet range needs, the manufacturer is good. 2/3 of the cars in the future will be LFP, stationary storage will be Sodium.

[KKandEV]

I waited for the LFP Battery to appear in the Tesla M3 before I purchased mine. The science says YES over NCM purely for two things… 100% charging and minimal degradation. I believe the LFP Teslas will be better to sell as a second hand car as buyers will see them as a better used investment.

[jamespatrick]

LFP
Charge & use 0 to 100%
Last much longer.
Low fire hazard.
Costs less.

[see-it-for-yourself]

I like how Sandy Munro explained: LFP is like 87 octane gas, whereas NCA is like 95 octane. Another advantage of NCA is that it can discharge fast when needed, for example for quick acceleration or when power is needed for awd. I like that the NCA model 3 lr can accelerate fast, is awd and has longer range cause i travel on long trips. And you CAN charge NCA to 100%, Elon said himself you can, it's just don't do it when you don't need to, like in city driving

[garybean]

NCA battery charged to 80% gives an EPA range of 210 mi. vs LFP 100% range of 253 mi. LFP are less likely to have a thermal event and less degradation. Living in CA where cold temperatures are milder; given the choice I would likely choose the LFP.

[ivankuljis]

Sam, whatever's cheap and safe and efficient!
I go with that!
More bums on seats ...not on 🔥 pls!

[erhuforever]

Great video! Thanks for all your dedication! One thing I like you to clarify when comparing energy densities between NCM and LFP is the difference between pack level and cell level. I think pack level comparison is more relevant for EV owners. At the pack level, BYD's Blade LFP battery system has energy density of 140 wh/kg versus Tesla's NCM battery system of 160 wh/kg. So the ratio is 0.875 which is almost 90%. Since ideally you should only charge the NCM pack to no more than 90% full, then this puts the BYD Blade battery's pack level energy density on par with the NCM battery system. This is why BYD Blade battery is so attractive .

[jeffmann]

I have a Chevy Bolt and when the temperature gets below -20 Celsius, the range goes from 240 miles to < 100 miles. We can see temperatures below -30 degrees Celsius (rare). So this is a real problem for people living in the North of the US and Canadians.

[Laura-S]

Tesla vehicles made in the US have NCA batteries, not NMC. US customers who are waiting for a Model 3 SR+ that are being offered a Chineses made Model 3 SR+ with LFP batteries.

[dansanger]

If LFP batteries lose a lot of energy in the cold, then maybe they do need more thermal management, not to keep them cool but to keep them warm.

[davidelliott]

Just found this again. LFP makes the most sense. They will need thermal insulation for colder weather conditions (more bulk) but quite likely won’t need as much cooling as other chemistries.

[edvoon]

LFP all the way! That 10 or so miles range difference is negligible, and within a few years, the difference in degradation would see the LFP packs catch up with the NMC packs in terms of range. Unless you're buying a Tesla for pure performance (and people who buy the standard range clearly are not) then the power density and energy density advantage of the NMC packs make sense, but otherwise you would be way better off with an LFP pack. The only other reason I suppose for people not to want an LFP pack is of course that they want to be patriotic and will only buy "Made in America" and won't touch "Made in China" "Junk". Well then it's clearly not for you.
It's a pity that the Nissan LEAF doesn't have LFP packs, as the lack of a battery cooling system really limits what would have been a brilliant car otherwise. An LFP pack would have made the LEAF much more affordable and also eliminate what is its worst fault - battery degradation.
I can only hope that some smart Chinese entrepreneur would start building and exporting aftermarket LEAF replacement batteries built with LFPs.

[Video-tuvn]

Jut ordered a 16.6kW/h BYD home battery with LiFePO4 chemistry. Well suited to stationary
storage

[zain]

Hey. I just want to appreciate your analysis and explanation for us EV fans. Good job.

[philoso]

Elon has the correct answer for LFP because is is a political correct answer and not because he is on general consumer’s side. His agenda is to lead and popularized EV globally LFP is a fast ticket for him.

[franciscodelorenzo]

I agree with you. One question arises, what will be the chemistry of the new 4680 from Tesla?

[rogerstarkey]

A few things to consider.

All LIFEPO4 cells have to do is be "sufficient"
Bjørn just completed a test where a 50 kWh model 3 held its own on a test which a "big battery" Mach E and Taycan.
It's the "system" which is important
Form factor. Assuming the LifePo4 chemistry can be made into 4680 cells, it becomes VERY cheap.
Battery day.
There was a chart / graph in the "cathode discussion" showing a LifePo4 cell at about 600wh/kg(!)

Typo?
If
1) They're sandbagging
2) No need for other chemistry for cars!

[cobber]

I thought that the Gigafactory produced NCA batteries by Panasonic for Tesla Electric cars. I know Tesla has been buying batteries from several mainstream battery manufacturers to keep up with the quantity of cars made. The NCA has different thermal and safety characteristics to EV batteries such as NCM and LFP. The video keeps saying NCM where the Gigafactory makes NCA. LFP does have the best thermal / safety characteristics and longer life in the vehicle.

[daves]

If a LiFePO4 battery is to be used at low temps (<30F), they can provide energy at a lower capacity but they cannot be charged until battery cells are warmed. Cells will be damaged if charged when too cold. So, LiFePO DOES need very good thermal management, esp to warm battery when temps are low.
The trouble comes when an owner leaves a LiFePO pack EV at low temp with a low SOC. Will find the pack does not charge (b/c BMS is protecting pack) when temp is too low. Owner has to wait for BMS to warm pack before it will begin to charge it.
Best practice: if live in cold climate must keep a standard LiFePO at a higher SOC when cold so it can be driven and warmed before charging is needed.
Best best practice for cold climate: Get newer Mn-enhanced LiFePO when they become available for a more cold-worthy version of LFP chemistry pack!

[KineticEV]

I knew the LFP would take off in the European market ad well ad here in the US when I realized the same type of comparison after watching Bjorn Nyland's video doing a range test with the Model 3 SR in Norway.