With that said, just on these forums…
Just the first page alone a few of those are people saying they heard it was an issue. Probably would need a better method to see how many unique vehicles had an issue, not sure if people reporting 2 or 3 replacement should count as more than 1 as it is clearly an unresolved issue with those vehicles.
I swear these places don’t know what they’re talking about when it comes to testing batteries. I’ve had two previous ICE vehicles with battery issues. The first one kept testing fine and they refused to replace it. Then I took it to another garage and told them to replace it anyway. It was miraculously fixed. Turns out it was the wrong size.
I saw that the other day. Very exciting. You can significantly reduce the thickness of the wiring with a 48V system. This can reduce manufacturing costs and keep Rivian in the black. It’ll take years to implement though. Maybe in the R4/R5?
It matters how it was treated at the store too. Lead Acid batteries just sitting on a shelf still need to get maintenance charges every couple months, or it'll end up reducing their useful life. I always try to get a battery with a recent date code and put a meter on it before walking it up to the counter.
Like other duplicate discussions... The issue has nothing to do with chemistry of the 12V. It has everything to do how much demand is placed on the 12V (software and platform architecture), how charge levels of the 12V is managed (BMS) and how well matched the 12V's capacity is to what is demanded of it.
This 100%. No currently-shipping lithium battery chemistry has low-temperature performance that is compatible with an Adventure Vehicle, and the “use the HV battery to heat the 12V battery” is overly-complex, risky, wasteful, and just dumb. The sodium batteries starting to appear on the market might be a viable option.
Why haven't these problems shown up in the millions of vehicles that have these LFP low voltage batteries? Cars that are sold in Norway and Canada. You guys are talking about hypotheticals that aren't showing up in practice with OEMs that have implemented low voltage LFP.
Because they are heated? What cars? What exactly do they have to combat the inherent misgivings of LFP chemistry? Can you name specifics? You are making a blanket assumption that they just work, without knowing what was done to make them work in those cold climates. Who's the one talking in hypotheticals? Come back when you have more meaningful and factual talking points.
LTO, but they have pretty low energy density and are expensive compared to other chemistries.
Model 3 and Y are the one's I know about with low voltage LFP so we're talking millions of vehicles. I don't know if they are heated or not, but there's been no evidence that there is some huge downside to them. If anything, you rarely hear about replacement of low voltage with Tesla anymore.
