Tesla Model S P85 Battery Degradation After 33,000 Miles – Video


Bjørn Nyland talks about Tesla Model S battery degradation after 33,000 miles (almost 53,000 kilometers).

"If my calculations are correct, 0.5 % degradation or 2 km of typical range. That's 10 times better than Tesla Roadster. For a more correct test though, a 100 % range charge has to be done."

“If my calculations are correct, 0.5 % degradation or 2 km of typical range. That’s 10 times better than Tesla Roadster. For a more correct test though, a 100 % range charge has to be done.”

As you will see in the video above, the total degradation on his battery pack is 0.5%.

Some technical data, as well as a detailed rundown and on how Bjørn arrived at his calculation is found in the video.

From what we can analyze, with proper battery maintenance and care, there should be no concern over battery packs not lasting the life of the Model S with an acceptable level of degradation.

With the long range of the Model S, battery degradation should not meaningfully impact the capabilities of the vehicle even after a rather long period of time.

For more info on Model S range and degradation, check out a 60 kWh Model S owner’s experience with similar miles.

Model S owners…How is your range and battery degradation?  How many miles?

Bonus Bjorn “How I killed two Lithium batteries” video below:


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18 Comments on "Tesla Model S P85 Battery Degradation After 33,000 Miles – Video"

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One is done at 3 degree celsius the other was at 20 degree celsius. Apple to orange!

21k miles on our Tesla-powered RAV4 and there’s no discernible loss. That’s after 1 1/2 Phoenix summers and a hot garage. Those same conditions decimated our Leaf and we had over 20% range loss in 25k mi. I’m very, very impressed by Tesla’s tech. It makes buying a used Model S a no-brainer when the prices eventually go down.

James, that’s good news. But I have a question for you: What percentage of the battery are you using on the daily for each vehicle? I am guessing similar..
However, from what we all know about Lithium Ion batteries.. is that it’s number of complete charge cycles that kind of determine the “life” of the batteries. That is why I think shorter range cars utilizing most of the range daily) will see faster perceived degradation than owners of cars who use very little of their pack on the daily.
But your scenario seems to throw “pie in my face” on this one as both cars have similar range and maybe similar utilization of the batteries.

The battery capacity of the Leaf and the RAV4 EV are not “similar”. The gross capacity of the RAV4 EV is about 50kWh of which 41.8kWh is usable in extended charge mode. Standard charge mode is about 35kWh. The gross capacity of the Leaf is 24kWh of which about 22kWh is usable when new. If James is driving with the same pattern with both the cars, the equivalent full cycles per day will be significantly lower on the RAV4 EV even though the efficiency is lower.

I have just under 40k miles on my Tesla with no noticeable battery capacity reduction. I bought the Tesla after my Leaf battery declined beyond useability. Nissan claimed my range reduction from 90+ miles to about 65 miles was “fine” and refused to fix it. This in central Texas.

There should be some US customers with a 2 year old car and maybe even up to 100 000 miles on it.

It would be interesting to see reports from some of them.

My personal experiences with batteries is that time passed by will kill them rather than charging cycles. So it will be interesting so see how the Tesla does after 5, 10 or 15 years of service.

I meant 100 000 km or 62 000 miles. 100 000 miles in 2 years would be a lot more than just extreme. 😛

Actually, there are owners over 70,000 miles in under 2 years of ownership.

Shouldn’t one be obligated to include a link when using such outlandish statements as “with proper battery maintenance and care”???

I still think these kind of things are pointless. This is just what their software is reporting to you. You have no idea how that software comes up with its numbers/statistics. I’m certain that the batteries are fine but I’m not going to assume the numbers from automaker’s algorithms are giving pure straight data.

I will grant that it’d more ideal to see the raw data though but this is as good as people outside of Tesla can do. I would tend to believe these numbers though… Tesla’s guessometer has actually gotten more pessimistic over time as the algorithm has been refined.

Great work, Bjorn and thank you for creating the video.

Rounding error. Cool to see no real difference.

I have an S85 that will be a year old this week. So far, I have put 28K miles on it. It currently max charges to somewhere between 263 and 267 miles of rated range. When I first took delivery, it max charged to 269/270 although I think the official benchmark is 265 miles of rated range–you can figure out how you want to count the “loss”, but in my mind, its pretty negligible. I do not baby the battery. I daily charge to 90% (@80A via an HPWC), max charge at least once a week, SuperCharge at least once a week and every once in a while, I end up max charging on multiple days in a row. The MS is my daily driver, so while I am not going out of my way to abuse the battery, I do charge it to meet the demands of my work/life, which is what Tesla intends. BTW, the actual recommendations for battery pack care are pretty simple–keep it plugged in when not driving, don’t run the battery down to zero and don’t leave it sitting around at max charge–the last two cases are what kill the batteries. I think the active… Read more »

Our car has 51,000km (nearly the same as the poster’s car) on it and we’re seeing the exact same level of degradation… about 0.5% or 1-2km range loss.

Highest mileage owner I know of is “my5bAby”on the teslamotors forum (not TMC) who had 87.000 miles on the clock as of a few weeks ago. He is probably over 90k by now.

I’m not surprised.

The Volt has also demonstrated that having a TMS helps minimize degradation.

It’s not just about battery cost, it’s about battery + operating cost per mile. $270/kWh for a Leaf battery may seem impressive, but if you have to replace it after 5 years it’s going to be expensive.

A TMS also means that the car and battery do the heavy lifting instead of the cell, and that will make the cell engineering easier.

With a TMS helping to ease cell chemistry stability requirements, and a large battery that helps to lower average C-rate and power density requirements, as well as provide more sales volume per car, it’s not surprising that Tesla would end up with the lowest cost per kWh in the industry.

There are those who put meters on the feed to their chargers (Tesla and other owners). That way, they know how much electricity was drawn from the wall (total losses) and how far they were able to go.

It’s the same thing that I do with my hybrid (and my other ICEs before it): total gallons pumped divided by total miles driven I ignore the onboard computer because it is perenially optimistic by at least a full mpg.

Sorry, “…total miles driven divided by total gallons pumped”…