#11 Tesla's Three Cathode Choices // Product Impact

[@jaym7494]

I listened to 5 seconds, paused, subscribed and resumed.

[@kunalguleria9617]

I usually like The Limiting Factor's video first and then start viewing ! 😎

[@joshletourneau9444]

"Tesla can play on many monopoly games at once" this is an understatement, and an awesome quote! Great video!

[@dizzyjw]

I came on to comment the same thing. It is so over for ICE. While they continue to spend countless dollars on advertising their future EVs that don’t exist Tesla will continue their acceleration of dominance. It’s so obvious and the media is suppressing it because who pays for adds? Not Tesla.

[@MarcoYolo420]

_"I’m eager to watch the game play out in the next few years as economic pressures mount on legacy automakers._ _It’ll be like watching a Monopoly game after one player gains an advantage._ _As soon as the cash flow of the weak hands dries up, a crushing series of negative feedback loops will enter the equation._ _Tesla, on the other hand, will be flush with cash and positioned to acquire assets and talent._ _However, in this game, the money is for real, it’s for keeps, and Tesla can play on several Monopoly boards at once."_ Quote *"The limiting factor",* KZbin, 3 March '21

[@danchatka8613]

Actual quote: "Tesla can play on *several* monopoly *boards* at once." (24:54)

[@MarcoYolo420]

@@danchatka8613 that's what I posted 😉

[@alexlind2703]

Damn I opened the comments exactly after I heard that line. I was 100% sure it was the top comment. Not disappointed

[@edwinmogere4512]

Jesus...you are killing it man.I think you can teach this stuff at a college level way better than most so called experts.Loved it...thank you very much!

[@sp00l]

I feel like we should be paying a premium for insights like these. I swear its probably better information than Hedge Funds/EFT managers are getting.

[@thelimitingfactor]

There is a Patreon linked in the description :D

[@DanielZajic]

Yes, definitely support him on Patreon! These videos are 💰.

[@elektrotehnik94]

Only 550 Patreons on this channel? I wish I had spare change to donate ^^

[@miken4591]

Don’t underestimate how many fund managers watch this channel. I just wish they’d support it more.

[@josephvanorden3782]

Thank you for explaining LFP in detail; you are again professional and well-sourced. I am continually impressed and blessed by learning from you.

[@remo]

„Getting margin on their margin“ 😂 Loved this video!

[@MrBadgas]

Another great deep dive. Love it. Thank you! The depth of thinking and planning Elon/Tesla has done leading to use of diverse chemistries aligned with performance metrics is a master class. Another advantage Tesla has is their drive to implement evolving chemistries. It’s a culture that that is driven from the top. Amazing.

[@mackxue779]

Another killer episode! Flow batteries will not compete with cans not just for material costs, but maintenance headaches as well. Too many moving parts in flow and liquid will likely need a top up at some point.

[@lilUrso11]

Thank you for the concise chemistry battery breakdown.

[@rogerstarkey5390]

Jordan I have a compliant! One (short?) year ago, when watching your presentations, I was enthusiastically posting what I thought was (sometimes) useful input, contributing to the discussion. Great for the ego(!) Only while watching this video, after a year of "C", needing a pick-me-up, have I realised that I'm essentially reduced to "What the smart guy (you) said" ☹️ At *very best* it's a long list of Yes, That's right, I agree, That's right, Certainly, Etc..... I'm off to watch some "stupid person on KZbin" output, make myself feel more intelligent. (😉)

[@737smartin]

Nice! 😂

[@thelimitingfactor]

LOL 🤣 Thanks for the support as always Roger

[@Taylor-k4q]

Jordan, your content includes always high-level analysis, I love it! For LFP battery-based systems, both energy density and specific energy are lower than that of the trinary battery systems. It is also true that the LFP cell is cheaper and inherently safer than that of the NMC cell. For both EV and ESS, the trend of the development is increasing travel range by developing packaging skills, meaning that the integrator tried best to pack a number batteries as possible. For EV application, LFP chemistry-based energy storage system has a packing limit in unit volume. This is one of the reasons that you do not see a long-range or performance EV with LFP based energy storage system. Moreover, once you build the same amount of energy storage device that reaches long-range or performance EVs that used NMC based batteries, the cost efficiency of LFP will be dramatically decreased and will lose space and travel ranges. What I am trying to say is both olivine and layered, they have their own applications. It is not that worth comparing them.

[@hxteng5348]

guy still breaking down tesla battery day's slides after 6 months with new information, if that's not dedication i don't know what is.

[@DanielZajic]

Wowwww, Jordan, this was an amazing video. 🤯 The way you handled so much complex information and tradeoffs, etc, truly outstanding. 👏

[@thelimitingfactor]

😁 Thanks Daniel!

[@SafetyBriefer]

"Absolutely cream it'. Woah there, Hoss.

[@thelimitingfactor]

🤣

[@entspannter_hase]

Am I the only one getting a dopamine kick from that intro?

[@san080890]

Jordan I agree with u regarding million mile battery parameter. Nice video thanks.

[@TimothyParker1]

Great video! You're the man when it comes to battery detailed breakdowns.

[@stephengevers5894]

Would love to know your thoughts on cybertruck range and towing. Seeing that Tesla grouped the CT with the semi and labeled them mass sensitive made me hopeful that the CT range estimates might be at max towing capacity. The semi’s range estimate is at full load!

[@ThompYT]

I just wanted to add: I think because LFP has less density, that mean you're going to have to pack more of the batteries into the pack, but because LFP batteries are for short-range vehicles, that means that now half the pack wont be empty air, and will be actively contributing to the structure, if they used higher density chemistries for short range vehicles, the pack would be empty in some areas, thus reducing the structural impact of the pack and the dynamics of the vehicle!

[@slicksalmon6948]

This is a brilliantly clear video. Bravo!

[@TPIOo27]

Jeff Dahn from the Tesla battery research group is going to be the Chief Scientific Advisor at Novonix (NVNXF). From what I gathered they are one of the only companies making synthetic graphite outside of China. They are working with Lake Resources (LLKKF) who is extracting pure lithium. I’m keeping an eye on these

[@thomaseames7264]

Love your videos. Wanted to comment on VTG. VTG is more complex than most people think. It requires an automatic approved home disconnect much like the Tesla PW2 Gateway. This is because the possibility of back feeding the utility power lines can kill a utility worker. I had 3 Tesla PW2s installed after analyzing the issues associated with building my own similar system. The only way to accomplish vehicle to grid is to change a homes main service entrance panel such that a Gateway automatic disconnect device "islands" the home during a power failure if backup is desired. The EV would need a single phase inverter not unlike that in the one in each PW2. But a PW2 inverter is limited to 5KW and 13.5KHr of storage. An EV with a 75-100KHr battery would want a larger inverter possibly as high as 10KW or more to be able to provide reasonable VTG power. I have 3 PWs or 15KW and it powers my home. This inverter could be autonomous like a solar inverter that shuts off or is throttled by the 60Hz frequency or its disappearance so the utility can shut it down or it shuts off on power failure ( like solar). But you lose backup on power failure. The current Tesla EVs do not have this large expensive inverter that feeds both 240VAC and split phase 120VAC toward the home. Running a home requires 120VAC spilt phase as that is what most home appliances run on and is required on backup ( like the PW). Not having home backup on power failure would be a major feature issue as it is in solar. So the only proper way is to add a Gateway at the utility main panel entrance ( expensive) along with software coordination between a new large 10KW ( solar like ) inverter in every EV via 60Hz modulation or a hidden AC datalink. My installation cost of the PW2s and all the support panels and the Gateway cost $4000. So adding a large split phase solar like inverter to the output of the EV battery would be expensive and add weight and cost. Check out the cost of a solar inverter at 10-15KW and you will find its $1000s of $$. The home charger setup and its breaker box would need to support the 10KW or more output or it would need an upgrade. I think this mess is why Elon was cool on the idea. He has a good understanding of the Powerwall 2 and its installation and Inverter cost so knows the can of worms it presents. Sounds cool until you find out it costs $5000 ( EV cost and home install plus Gateway) on top of your EV without it.

[@thelimitingfactor]

Great information thanks!

[@davidmarkmann6098]

Another exceptionally well done video both visually and content-wise. 👍👊

[@matthewmanzi9504]

One thing about LFP with silicone anodes. If it’s being used for cars then the silicon anode would work as you don’t need the super high cycle life. The LFP main benefit for Tesla in cars is price for and less nickel. Adding silicon anode wouldn’t change that but give some improved energy density which is the main drawback of LFP. Just my opinion.

[@wr2382]

With regard to vehicle-to-grid, the easiest way to do this might be to install one or two 110V/230V outlets in the vehicle like Tesla have planned for the Cybertruck. Then, in cases when emergency power is needed, people could just plug one or two powerboards into the car to operate some appliances and lamps. It would not be as convenient running an entire house off the car's battery, but it would work in emergencies.

[@mtnbikr11]

Thanks for another great video. Will you be touching on Nano one's "single pot" process in comparison to the cathode process used by Tesla?

[@thelimitingfactor]

Yup

[@boatthere867]

yay more The Limiting Factor

[@Cybernatural]

It was interesting, and funny, watching the two guys install that Powerwall. I imagine the hardest part is how narrow and tall it is being heavy. Looks like some kind of powered crank genie they had. I install heavy things all the time and have never seen a powered one. Usually they are hand cranked. Man are those guys lucky.

[@thelimitingfactor]

Cool toys :D

[@MrKirknel]

Awesome video. You just get better and better.

[@juhopeltola3993]

Btw. Lfp needs to be spot on balanced. 0.1v diffrens can mean almost half of overall capasity. My 52v 13ah lfp-battery is not much bigger than 48v li-ion, and gives good performance and great deal of current. I placed order for bluetooth bms, even it is a bit expensive.

[@oooChickenatorXooo]

24:41 Snowball Effect, virtuous cycle, and vicious cycle are all ways to describe a positive-feedback loop. A negative feedback loop is a self-stabilizing system. "Positive" and "negative" are not value judgements on the effect of a "feedback loop". "Positive-feedback" means that the output of the loop is fed back into the input, and "negative-feedback" means the output of the loop is inverted before it is fed back as an input. .

[@larryteslaspacexboringlawr739]

thank you for battery animations, and please reach out to reddit and patreon for more volunteer animators

[@michaelseymour5465]

Great content as always Jordan! I hope you are able to go full-time with the channel!

[@motofunk1]

I am sure I can be less wrong on this, so check me. After battery day I crunched the numbers a bit and thought of it this way. 4680 per Cell Capacity..... Nickel - 120wh Nickel/Mag - 110wh Iron - 80wh Assuming a Model 3 with a 960 cell pack as seen in some of the cell to pack graphics, knowing the Model 3 won't see the High Nickel pack, but for comparisons. Also, assumed a vehicle efficiency at 205wh/m, 14% improvement based on vehicle integration of the structural pack. Nickel - 115kwh, range 560 miles, cost $5200 per pack. Nickel/Mag - 105kwh, range 512 miles, cost $4180 per pack Iron - 77kwh, range 375 miles, cost $2900 per pack

[@kevin42]

Great video, as always. The probabillity of catastrophic (none silent) End-Of-Life faliures only become meaningfully high (for Nickel based chemistry's) at sub ~60% (sometimes even lower) capacity retention. the reason 80% is considered End-Of-Life is simply due to the aformentioned performance based reliability issues. And even at sub 60% retention, the chances of smoke & fire are resonably slim. The majority of hazardious faliure modes involve expansion/pressure-venting due to slow gas generation over prolonged periods of time.

[@thelimitingfactor]

I'll do a deeper dive on second life use and why it will soon be bunk 😉

[@kevin42]

@@thelimitingfactor cant wait. Btw I hope i dont come across as condescending or as an arm-chair Einstein haha. I just comment on things i feel are somewhat incorrect or need clarification.

[@jimborad7490]

Your work is top shelf! 👌 I enjoy geeking out with these insights. Thanks Jordan 😊

[@AWildBard]

Incredible show as always. I can barely take in everything you say! I have to watch again, but I haven't even seen all the videos you've made yet. What is the chemistry for larger batteries? Is it known or available information? I mean batteries used for grid storage. Was it mentioned in this video and I missed it?

[@thelimitingfactor]

LFP for grid storage :)

[@TimothyParker1]

One additional benefit of LFP is you can charge to 100% without degredation.

[@thelimitingfactor]

Good point!

[@JRP3]

I would say "less" degradation. Lower SOC still extends cycle life with LFP just as it does with other lithium ion chemistries.

[@apocrypth]

@@thelimitingfactor it would be great, if you can do a video to compare temperature behavior between "tesla batteries", mainly regarding LFP supposedly working poorly in cold

[@davidclark2286]

But in a tesla you are expected to fully charge at least once a week to balance the cells.

[@JRP3]

@@davidclark2286 I don't believe that is correct. Cells will balance below 100% SOC. The range estimation may become inaccurate over time if you don't occasionally do a full charge.

[@tarunce995]

Two videos on same day. ... Lucky day it is

[@rogerstarkey5390]

What?.... Where?

[@monkeysezbegood]

Great Vid - A 'million mile battery' could be achieve currently with the China Model 3 SR+ with 4000 and 250 mile range. All in the definition as you say. The future Robotaxi can already do a million miles.

[@Nphen]

"Tesla is becoming... Larger in the margin?" Was that a reference to the 311 song?

[@grantguy8933]

What a 💎. Thank you 🙏 well done 👍

[@MrAjgreenfeld]

At 21:13, the chart lists Nickel-Manganese at 90% of the cost and 92% of cell level energy (compared to high nickel). At 21:41 it changes to 88% and 90% respectively. Then at 21:50, it changes back to the original. Which figures are accurate?

[@patreekotime4578]

The diversification of chemistry to future proof their production against supply constraint is a great point. Clearly one of Tesla's major strategies from the S going forward has been solving their early supply chain problems by bringing production of almost everything either in-house or at least under their own roof (Panasonic). Today we have tier 1 suppliers for almost everything Tesla might need, but instead of pursuing those contracts Tesla is doubling-down on vertical integration. That suggests that Tesla sees supply chain problems as a continued major constraint on volume. More and more OEMs are promising to go 100% electric by 2030, but how realistically can they accomplish that goal at current production volumes without addressing supply security with enormous investments?

[@inlinesix1187]

I remember reading an article on Inside Ev that said there’s a LFP battery manufacturer in China that has plans to bring a 260wh/kg battery to market around 2022. Would be interested to hear your thoughts on it.

[@juhopeltola3993]

My bikes battery is close, if not exactly that. 52v 13ah Lfp 675wh and weights about 2 kg. I use Liitokala 26700 4ah, 4c lifepo4 cells in that. Liitokala has 32700 7ah cells that are rated 6c, I got those too in a nother pack.

[@thelimitingfactor]

Naaaaaaaah. More than that would take a video, lol

[@juhopeltola3993]

@@thelimitingfactor I am going to make a video of it :D It has 16s 3p, but I measured 13 ah while chargin empty to full. Controller of my bike is rated 35a, and I get the full power, bit more than 48v li-ion for extra volts.

[@brucecampbell6133]

I'm looking forward to VTG. Tesla may not be making it available now because it would compete with their PowerWall product.

[@Global_Optimization]

🚒 These videos are fire 🔥 How do they keep getting better every month?

[@StormyDog]

We already know that the Cybertruck will have outputs for both 110/120V and 220/240V, so what would keep it from powering anything plugged into it?

[@MrAjgreenfeld]

Hey Jordan, I've been re-watching your truly terrific "Lithium Mine to Battery Line Series" and I have a couple questions. First, I seem to have missed your approach to volumetric energy density. Do you see capacity increasing with specific energy at a commensurate rate or at a different rate? Second, you mentioned that, on the cell-level, the LFP with Graphite Anode, would have 50% of the High Nickel Cell 's capacity. If cycle life were a non-issue and Tesla developed an LFP with a Silicon Anode, what would the difference in capacity be? And are the differences in LFP, N-M and High-Nickel cell capacity, the same as the difference in their specific energy? Apologies for the long comment. Thank you again for making this video series!!!

[@thelimitingfactor]

Hey man! Thanks for the support. To your questions: I haven't been focused on volumetric energy density, but they tend to trend together. There are some exceptions but over the next 5 years at least they are headed in the same direction. If Tesla weren't concerned with cycle life, I'd like to think they could squeeze out another 15% energy density from LFP. No, the specific energy of the materials varies are of a greater magnitude, but similar ratio. Everything gets diluted when moving from material to cell level to pack level.

[@MrAjgreenfeld]

@@thelimitingfactor Thank you Jordan, I appreciate the quick turn around on your response. And it is very much my pleasure to support this channel. "Everything gets diluted when moving from material to cell level to pack level." I've noticed this too, doing my own research on these topics. It's sort of like the "turtles all the way down" dilemma, only it's rough estimates and approximations, instead of turtles. Quick aside: do you think the LFP will us Tesla's standard 96S grouping pattern or change to something like 108 bricks, to compensate for the difference in voltage? And how likely is a new voltage architecture(s) for their other packs? Great work on the "Salt+Clay" video BTW! Looking forward to next installment!

[@inspiringstocks]

Love the content as always! :)

[@Bryan46162]

Thanks for another excellent deep dive!

[@t0mt0mt0m]

Great episode. Thank you for the great info.

[@constructioneerful]

That's quite an interesting point¹ you made about the 80 percent capacity threshold being a barrier to second life battery recycling. Hmmm. (¹Amongst many other interesting points!)

[@thelimitingfactor]

There's a lot more to it than that. That's just one factor.

[@gospelofthomas77thpearl22]

Very informative as always!

[@glennwehmeyer]

V2G is a great technology but a bit sophisticated for the average consumer right now. I don't actually think they need to have any updated power electronics onboard the car to do V2G, just a software update to BMS and charging system to open the contactor to the pack. But an external V2G unit will have to take the DC voltage from the pack and turn it into AC for the grid. An upside could also be faster charging at home from a V2G unit.

[@ash98981]

Who will dominate electric motors in space/exploration/colonization, and which battery chemistries are viable

[@douggolde7582]

I'm thinking Cybertruck tri-motor will get high nickel while single and dual will use LFP. They could keep the pack design and vehicle weight the same except change the cell.

[@arnaudcampion]

Hi Jordan, thank you for all your great videos. Not always easy to understand for non english native speaker as it is technical matters, but the 3D animation make it easier ... and I can loop part I want to fully understand ;) When you speak about anode and cathode material, you never mention the electrolyte. Lithium have seen its price surge recently and despite it been quite abundant, battery grade lithium is not as abundent and there might be a lithium shortage pushing price higher. Do you think this would have a substantial impact on the pack price or it is not so important ?

[@thelimitingfactor]

Not sure how much it can/will effect battery prices. It's an entire area of expertise. I would only say that changes in Nickel prices will have a much greater impact. Lithium is the salt in the salad.

[@brucec954]

While LFP sounds like it can play a bigger role, it sounds like its not suppose to be charged below freezing temp so assume for a car you would have to use energy to heat itself? Also, for V2G, Hyundai new car supports it so may pressure Tesla to respond if it catches on.

[@thelimitingfactor]

I need to look into this...on my list

[@wyrdstein]

Awesome video Jordan. Thank you!

[@brucebender5917]

What are the variances between LFP and high nickel chemistries in terms of graphite content? Similar? In any event, your work is fantastic, thank you.

[@thelimitingfactor]

LFP will likely use more graphite on average

[@onlymediumsteak9005]

Great video, but the liquid metal battery has no degradation from what I heard. How would this affect the long term cost?

[@thelimitingfactor]

All things degrade. I need a research paper rather than hearsay. LFP is good for 20-30 years

[@onlymediumsteak9005]

@@thelimitingfactor Hey, I'm no expert in the field, but here is the link for Donald Sadoways presentation where I got the information. If I can find a research paper on time I will post it. kzbin.info/www/bejne/hJq1o6mun9d9Z7c

[@frederickfeelyii2278]

Would this be a fair reason to postpone a Tesla order or do you guys think new updates will be efficient for both old and new batteries

[@DougJessee]

What about the announcement that the standard range models switching to LFP?

[@thelimitingfactor]

I expect this will eventually happen (and predicted it starting about a year ago). There is a temporal aspect to this and the today's video was point in time/general strategy.

[@emmettthompson2167]

Another fantastic video. Thanks

[@Klemeq]

The assumption that Tesla is diverting Model S cells into powerwall makes sense, but IIRC the 18650's haven't been used in that product for years. The S/X are the only product that uses them. So either they're getting re-introduced into storage or Tesla is simply buying fewer cells and increasing their margin on those products.

[@kunalpardikar7402]

Amazing work! Very useful to researchers like me who are beginning into the battery industry. This is essentially literature review in video format. Couldn't ask for more! Can you tell me how do you create those cool looking 3D battery animations? The charge/discharge animation of LFP and The vanadium liquid battery animation? Thanks!

[@thelimitingfactor]

Hey man! Most of the animation I use a guy out of Russia. The more simple animation of the Vanadium came from 'Real Engineering' which I linked in a card above the video and credited in the lower right.

[@kunalpardikar7402]

@@thelimitingfactor I think generating good animations is getting really important in the research community. I wish I could create something like that!

[@glennrmarks]

People may not have realized but Tesla is about to use massive amounts of LFP batteries. This will be the most common battery Tesla produces or use. Why, because grid storage will use more cells than the cars and the most popular cars (model 2 and standard range+ model 3) will be LFP as well.

[@bobbyg42069]

What do these new Cathodes mean for graphite? Should we be adding graphite to our portfolios before the Wall Street suits come in and take it all? Excellent video.

[@thelimitingfactor]

LFP will probably use less silicon and more graphite to extend useful life. Most of the graphite stocks have run up, but some are starting to become on sale due to the market dip (not investing advice, just my perspective)

[@infotime]

When would you expect to see Tesla Model 3 SR+ cars produced in US that use LFP?

[@thelimitingfactor]

No idea! I'd like to see it within a few years though. More likely that it will be longer.

[@MikeStefanski]

Do you know how many kg of Nickel is in the 4680 battery? or know any metric amount of nickel in the 4680 battery?

[@andrepiotrowski5668]

One of the most overlooked takeaways of Battery Day was that Tesla will reduce the price by about 50 % and increase the range by about 50 % AT THE SAME TIME. Since Tesla’s cars already have enough range, they could easily reduce the size of the battery to 2/3 of the original size which would result in (1/2 * 2/3 =) 1/3 the price for the entire battery. But because of the reduced weight of that battery Tesla would still achieve an remarkable range increase. And (like you said with the Model S/X refresh) this would free up a lot of battery capacity.

[@thelimitingfactor]

Nah, see the last slide they showed for their cost trajectory. Targeting about $50 at the pack level in 2025. They'll get to a 2/3 decrease for sure, but the scope for battery day was 3-5 years max.

[@andrepiotrowski5668]

@@thelimitingfactor - $50 is per kWh but doesn’t say much about the size of the entire battery!

[@andrepiotrowski5668]

Just to make myself clear. Imagine you have a car with the old batteries and a range of 360 miles. With the changes discusssed at Battery Day you would end up with a new car with a range of 540 miles, but the entire battery costs half as much as that in the old car. But was is the sense of having a range of 540 miles? You could implement a smaller battery (2/3 the size) which brings the costs of the entire size down to 1/3 of the original one (probably not eaxctly, since some of the savings were due to the structure of the car). The reduced battery has lot less weight, so the range wouldn’t be 360 miles but remarkably more.

[@thomasthomas3311]

Super thank you! Awesome! ;)

[@demoticshadow2494]

Pure gold!!! Thank you

[@Bass007]

Great video Jordan!

[@thelimitingfactor]

Thanks Bass!

[@kunalguleria9617]

1) Can you please elaborate on CATL's Cell to Pack design used in Shanghai made Model 3? 2) I have searched the whole internet but nowhere can I find breakdown or showcase of Shanghai made Model 3 CATL Battery pack. Is there any source or real picture of Model 3 CATL Battery pack ? I really would like to see the cooling system that Tesla must have used on Shanghai made Model 3 3) Whats your opinion on decreased range and cold start problems with Shanghai made Model 3's battery ? Although cheap and immune from supply problems Is Lithium ion phosphate chemistry really reliable even in short range vehicles as we hear numerous complains with battery performance of Shanghai made Tesla Model 3?

[@thelimitingfactor]

At some point I'll try to answer all these questions. It's just not doable in the comments section.

[@kunalguleria9617]

@@thelimitingfactor Will be eagerly waiting for your upcoming videos😀

[@jasonsmith8929]

Sounds like you wanted to be a inorganic chemist all along. Good job.

[@glennwehmeyer]

In the short term, I think Tesla will just let CATL build LFP Cylindrical Cells like the 32600. Should be able to integrate them into a structural pack and be able to use them in low-cost Teslas.

[@Maggio100]

I think that LFP with silicon anode and 2000-3000 cycle life should be more than enough for a 250 miles car. graphite and 10000 cycles for storage is perfect.

[@jamesellis4899]

Another great video

[@Sophocles13]

Poor Jaguar had to get into the EV game just so they could be terrible at that too >.< Also, a Nissan Leaf with a _62_ kWh pack costs more than a Tesla Model 3 Sr+ with a _50_ kWh pack *but 40 more miles range* damn Tesla is really kicking ass!

[@bretprins4792]

Question, I know this video is about the cathode. But one material I rarely see channels talking about is Graphite in the Anode. It's always all about nickle, manganese, lithium...etc. Any insight into how important spherical grade graphite is going to be in the next 10 years?

[@thelimitingfactor]

I did a video series on graphite last year. Also, the 'Disrupting Silicon' video and the 'Silicon Myths' video.

[@bretprins4792]

@@thelimitingfactor Cool! Rarely see it mentioned on other channels. Thanks so much for all your research and effort you put into these videos.

[@Bruno-jp1wq]

is there any link between cathode choice and speed of charge ? Chinese Model 3 with LFP battery seems to have a lower DC charge speed

[@thelimitingfactor]

Primarily the anode

[@jmpetersrn]

Like your work

[@brokespoke5424]

Thank you for the content.

[@MaximeTrepreau]

Another masterpiece

[@DAM89]

Wish i had more money to invest in tsla on this stock dip. Holding until at least 2030.

[@Sarman605]

Super basic question: what do you mean by cycle?

[@thelimitingfactor]

One round of charge to discharge

[@Sarman605]

@@thelimitingfactor thank you

[@BSnydr]

Great info. Thanks

[@DesDreckett]

Awesome video, thanks :)

[@planetmuskvlog3047]

Love your essays

[@mathew00]

RE: V2G - what about safety? Like for people who have solar or generators during a power outage they have to make sure all that power doesn't go back into the grid and kill a power co. worker or someone touching a downed power line.

[@MrBadgas]

Automatic transfer switches and the like can do the job to safely isolate the system. Solar system controllers shut off power when you are tied to the grid and have a power outage. If you have storage from a power wall or vehicle it to can be isolated.

[@mathew00]

@@MrBadgas Thank you!

[@davidclark2286]

This was playing while I was looking for an item in the comments. Vehicle to grid. One time Elon was discussing this. It is all in the charging socket and cable. The us model does not have return wires and contacts. In Europe they use a European standard plug/lead which incorporates those two extra contacts and wires. NOT his exact words but that was the jist of the problem. So yes in Europe it could be done easily but in America it is not easily achieved.

[@johnharcombe9412]

Would be good to see you interview Warren Redlich

[@patreekotime4578]

Shouldnt that be the other way around?

[@hyric8927]

I don't see the issue of smaller LFP power walls.

[@calicops951]

Way to go Morgan, we love ya!!! [yes...I am that guy]

[@rogerstarkey5390]

Ok...... WE GET IT!!!

[@calicops951]

@@rogerstarkey5390 do you?

[@GroovyVideo2]

Great show- Thanks

[@no_more_free_nicks]

Hi 3:41 so do you think that the second life of batteries as energy storage will not happen? That is a bad news, because I was really counting on it. If the battery has only 50% of capacity left will it be more prone to a fire?

[@thelimitingfactor]

There's a lot more to the story. I think second life will depend on how valuable the materials in the chemistry are, and how easy they are to ♻️

[@no_more_free_nicks]

@@thelimitingfactor If it is easy to recycle, then it could make more sense just to build new batteries. Ok, I guess we will see, I hope the recycling will be effective.

[@Hellfer14]

Quick question: Is power here proportional to charging speed in some sense ?

[@thelimitingfactor]

Yes. Although I still need to do a deep dive into the differences between charge and discharge

[@Hellfer14]

@@thelimitingfactor ok great thanks ! Awesome videos btw 🔥

[@joe2mercs]

It seems to me that a lot of focus and energy (no pun intended) is focused on creating a ‘perfect’ universal battery cell; light weight, excellent charge and power density, 4000+ charge and discharge cycles and made of cheap abundant materials. Rather than letting ‘perfection’ become the enemy of ‘good’ an intermediary solution might already be available. It seems that LFP and NCM cells complement each other and that a pack made up of 50% of each might be a useful ‘Jack of all trades’ battery; with the LFP cells offering a high power ‘front end’ with frequent charge/discharge cycles and NCM cells providing ‘back end’ large capacity and long range. Electronic battery management would have to accommodate the two battery types by this route might be easier in the short term whilst chasing elusive panacea chemistries.

[@thelimitingfactor]

Could be, but I haven't seen any evidence to support this and to address all the complications a multichemistry battery creates (totally different voltage profiles, etc). If you know if a research paper or of someone actually doing this, fire me a link.