Does Tesla use Panasonic 18650 3300 cells?

While Panasonic sells batteries separately, the company has also developed a custom battery to supply Tesla with Model 18650 batteries through a partnership agreement. Back in 2014, Tesla signed a contract with Panasonic to produce billions of these batteries for use in Tesla's <>

Model S (parameter |.)**) and <>

Model X (Parameter |.)**) series of models until the end of 2017.

It is now known that they have developed a new battery, the slightly larger 2170 battery. The batteries are manufactured at Gigafactory in Nevada, USA, but these batteries are currently only used in Tesla's PowerPack and PowerWall. They will also be used for <> later this year

Model 3 (parameter |.)**). Currently, 18650 batteries are only used in Tesla's cars.

The 18650 battery is claimed to last longer than Panasonic's NCR18650 battery, and the seller tested them and provided a chart of these comparisons:

Does Tesla use Panasonic 18603300 battery cells? Tesla generally uses a lithium battery, so they are all 18650, which can be said to be a more normal and convenient one.

In fact, the chips in it are all better kinds.

Tesla uses Panasonic's 186503300 battery cells.

For what you said, whether this Tesla is used or not is Panasonic 18650, this telecom, it is very likely that it is.

The Panasonic 18650 lithium battery used by Tesla uses NCA as the positive electrode and designs a complex battery management system to ensure and improve the efficiency and safety of the battery as much as possible. As for whether it is absolutely safe, this can't, if you want to say spontaneous combustion, I also want to say that gasoline cars also spontaneously combust in summer. In pure electric vehicles (not considering plug-in hybrid and pure hybrid, people can rely on gasoline to open and hang), what we are most entangled with, range anxiety, is not far away, because the energy density of the battery can be stored is too low, after the car battery is grouped, it is generally 100 150wh kg of energy density, and the value of gasoline is about 10000, so even if you carry a car battery like a turtle, it may not solve the problem.

Everyone complains every day that electric vehicles are charged every day, and what should I do if I run out of power halfway, and the energy density is too low to harm Sun. Now the biggest shortcoming of battery technology is that the energy density is too low, far behind Moore's law infinity, don't talk about those lithium with Kai slag or something, even if their energy density is not high enough, the key is far from practicality, so as for why not use lithium iron phosphate batteries, the main reason should be capacity (capacity unit is AH), and energy (energy, that is, the capacity of AH multiplied by voltage, to get WH) is low (lithium iron phosphate capacity is a little lower than ternary, voltage is still low, only, So the multiplied energy is lower). At this time, the voltage of a single cell and the consistency of capacity between different batteries are very important.

The materials for comparison are NMC NCA ternary materials NCA, LCO lithium cobalt oxide, LFP lithium iron phosphate, and LMO lithium manganese oxide. NCA and NCM are relatively close to each other and are considered close relatives in the material, so they are classified as a category here. lco=licoo2，layered，nmc=linixmnycozo2，layered，nca=lini1-y-zcoyalzo2，layered，lmo=limn2o4spinel，lfp=lifepo4olivine。

Tesla's product concept is different from Nissan's, they take the high-end to low-end route, so the car performance requirements are relatively high, the mileage should exceed 200 miles, a few years ago can only use ternary batteries, and ternary batteries are not the mainstream of the electric passenger car market now, so it is normal to be bargained by Panasonic. The main buyers of models, especially 85, are senior white-collar workers and wealthy people in the Bay Area, the number is relatively small, concentrated in Southern California and LA, and the cost cannot be reduced through scale effects, Straubel said that Panasonic's batteries account for less than 50%, or even only 25%. In the end, Tesla has actually saved about 25% of production costs.

After the business was completed, the Japanese quickly restored the original price and made a lot of money on the follow-up order. Now Tesla is seeking a number of battery manufacturers, including Samsung and LG Chem, all of which want to play with Panasonic and seek to reduce the battery cost of Model 3. Having said that, the current stage of electric vehicles is originally a money-burning industry, and the money is mainly burned on the battery.

There is a saying that "whoever masters the battery will master the electric vehicle market". It is normal for the battery cost to account for 50%, 200 dollars per kilowatt hour, 215 miles of range, the basic battery cell needs 13,000 dollars, which is already 36% of the selling price, plus nearly 8,000 dollars of BMS, it is 60%. Not only Tesla, but also the Nissan Leaf (100 miles of range) is at the same level.

Only BYD will be more special, they use lithium iron phosphate batteries, the battery pack is huge, sacrificing the safety performance of the car, prolonging the battery life, so the battery cost will account for the proportion of the whole vehicle will be more special. From Tesla's point of view, if the gigafactory is successful, it can alleviate the problem of battery burning. From Panasonic's point of view, they do not occupy as much market share as LG Chem in other battery materials, so the challenge for them may be greater in the future, and they need Tesla's hot sales to expand their position in the battery market.

It is not so much that Tesla works for Panasonic, but that Panasonic pulls Tesla to seek a breakthrough in the market.