Tesla Battery Teardown In 9 Minutes – Video

9 months ago by Mark Kane 16

Tesla Battery Teardown

Tesla battery packs are considered state-of-the-art, and have some of the highest energy density capacity in the industry. So, it’s not a surprise that even batteries totaled in crashes have some value. In a new video, Jehu Garcia and EV West show us how Model S packs get town down to extract modules for other projects, like EV conversions or energy storage.

Because of the size and weight of the batteries, as well as safety concerns, not everyone should handle disassembling the pack. For an easy way to get the final results, though, you can always order modules from companies like EV West.

Modules presented on the video are:

  • 444 cells (74 parallel and 6 series)
  • 5.3 kWh, 24 V
  • 56.45 lbs (25.6 kg) -> 207 Wh/kg

The particular battery in question was equipped with 14 modules.

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16 responses to "Tesla Battery Teardown In 9 Minutes – Video"

  1. TM says:

    Interesting!

  2. Tom says:

    Very cool. There pricing looks like $1375 for a module that is 5.3kwh.

    1. SJC says:

      I would like to see modular, start with 24 kWh, add 6 kWh at a time up to 48 kWh.

  3. Bsweet says:

    I wish he would make a kit for my leaf even if it was made out off leaf cells

    1. SJC says:

      Nissan will not sell LEAF modules, I tried.

  4. John M says:

    Small correction: 16 modules, not 14.

  5. Warren says:

    It would be pretty easy for a knowledgeable person to make a kit for the Leaf, from salvaged Leaf wrecks. A complete battery and BMS could be repackaged to fit in the storage area. It could basically be hooked up in parallel with the existing battery, for a 150 mile range Leaf. They would probably need to hack the car’s computer to get it to accept the extra battery capacity. However, this will never happen, because the legal liability would be huge.

    1. Warren says:

      And, of course, it would end up costing more than a used 30 kWh Leaf, in a year or two.

  6. Nix says:

    I would imagine that some expertly applied heat would help with that adhesive so you could get the case open easier without bending things. But since they aren’t worried about the case, it makes sense to just use brute force.

  7. JAMCL3 says:

    Without the battery management system, these modules will have short and miserable lives.

    1. SJC says:

      BMS is mandatory, thermal management should be.

  8. J P DeCaen says:

    It’s interesting to see how it looks in these “restricted” areas. Thanks for the video. I like the soundtrack and drone footage too.

  9. premium salmon says:

    The battery packs torn must contain “old” 18650, not new 2170 cells, which are in volume 25% larger and – for the same pruduction price – per kWh 25% cheaper.

    Something went wrong with arithmetics in the recent 2170 post and this: the volumes do not differ by 33% and are not „around 50% larger”, but just by 25%
    http://insideevs.com/tesla-2170-battery-cells-greater-power-comparable-cost/

    But what is then the truth about the current in mA?
    If the cell volume is 25% larger, and the battery chemistry is the same, then can they „deliver almost double the current”?

    And what about „energy density” in Wh/kg?
    If the chemistry is the same and the volume is 25% higher, then the mass/weight of a module is cca. 32 kg.

    If the modules in tests deliver 5,750-6,000 mA, then the module capacity is up to (6,000mAx24Vx74)=10.66 kWh, the per kg capacity being 10660Wh÷32kg=333Wh/kg?

    Am I wrong and if yes, where?

    1. Bone says:

      You have some errors. First 21700 has 47 % higher volume than 18650. Then you use 24 V in your calculation, but the average discharge voltage of li-ion cell is about 3.7 V giving 22.2 V for the module.

      There are other errors that don’t affect the result. You write current (mA) when you refer to capacity (mAh). And it is 21700 size cell, not 2170, but lot of people make this mistake.

      1. Tesla’s Gigafactory is not making cells for other companies or for retail at this time, and Tesla has defined them as 2170 cells.

        You can give them names such as you think follow past and historical references, or Nomenclature, but Tesla has defined them in the simpler, and more direct naming, as exactly 2170 cells.

    2. No current or past Tesla car uses anything but Panasonic / Sanyo 18650:

      2600mah – Roadster, RAV4 EV, Mercedes B-Class ED, Smart ED

      3100-3400mah – Tesla Model S & X