Electric Cars Lose Range Every Day! My Tesla Model S 4 Year Battery Capacity Update

Overview — What the video covers

• A four‑year (~57–60k mile) capacity check of the creator’s 2022 Tesla Model S Plaid (tri‑motor).
• Explanation of why EV batteries lose usable range over time (capacity fade / degradation) and the factors that influence it: cell chemistry, temperature, state‑of‑charge (SOC) habits, and usage profile.
• Comparison of two test methods: a manual full charge → drive to vehicle shut‑off (100% → “dead”) discharge test, and Tesla’s built‑in “Battery Health” factory test.

Key results

Manual full‑discharge test and Tesla’s factory test gave consistent results: the pack has lost roughly 13% usable capacity in ~4 years (~57–60k miles).

• Usable capacity measured by the manual 100% → shut‑off test: 86.3 kWh delivered before shutdown.
• Tesla’s built‑in Battery Health test: 87% SOH (state‑of‑health).
• Baseline “as‑new” usable capacity used for comparison: 99 kWh.
• Implied degradation: ~13% over ~4 years.
• Practical effect: realistic highway range dropped to roughly 200 miles (versus 300+ miles when new), increasing the need for more frequent supercharging on routine 200‑mile round trips.

Test methodology (recommended approach)

1. Warm the battery: supercharge and let it sit so the pack top‑calibrates and cells can deliver maximum usable energy.
2. Charge to 100% and ensure the topping process completes.
3. Drive a representative discharge profile — the video targeted 60–80 mph highway driving to match earlier baseline tests.
4. Drive until the vehicle shuts off; record the total kWh used from car readouts or Scan My Tesla.
5. Run Tesla’s built‑in Battery Health test afterward (note: this requires >0% SOC and an AC connection) to confirm results.

• The creator emphasizes the full 100%→dead test as the most user‑accessible and comparable method to measure pack SOH over time.

Technical analysis — causes of degradation

• Cell chemistry:
  • This Model S uses high‑nickel NCA (2170) cells. Owner and fleet anecdotes suggest these show worse durability than some NCM chemistries (and 4680 NCM cells used in other vehicles).
  • Example comparison cited: a Cybertruck with 4680 NCM cells showed ~6% loss in 26k miles (anecdotal).
• Worst stresses for cells:
  • High SOC (sitting at 100%) combined with high temperature — calendar aging (time at elevated SOC/temperature) is a major contributor.
• Usage profile:
  • The car was mostly stored at ~25–50% SOC (good for calendar life) but used as a road‑trip car with lots of DC fast charging and occasional track/performance use — a mix of stressors.
• Battery management and pack balancing:
  • Tesla packs appear to include a buffer below displayed 0% SOC; the owner observed multiple kWh (5+ kWh) available below 0% before shutdown.
  • Keeping a car at low SOC constantly can hinder pack balancing; an occasional rest at >75% SOC for a day helps the BMS “bleed” and balance cells.
• Physical failure modes (high level):
  • SEI growth, lithium loss to electrolyte, dendrite formation, cathode cracking — typically accelerated by heat and high SOC.

Practical observations & owner recommendations

• Avoid regularly holding the pack at 100% or storing/parking in hot conditions.
• For long‑term calendar life, store at mid SOC (~25–50%).
• Occasionally charge above ~75% and leave it for a day to allow the BMS to balance cells.
• Mixed charging patterns (AC + DC fast) are probably acceptable; fleet data doesn’t clearly show DC fast charging alone as the primary cause of accelerated degradation.
• If range is critical, consider more efficient wheel/tire combinations — owner swapped to lightweight Martian MW5 wheels but lost aerodynamic efficiency compared to original aero wheels.
• For repeatable SOH tracking, use the same full‑discharge protocol at purchase and at regular intervals, and cross‑check with Tesla’s Battery Health test where available.

Product reviews & gear used in the video

• MSI EV Premium Charger (sponsor)
  • NEMA 14‑50 style plug, 40 A / 9.6 kW @ 240 V.
  • 24.5 ft flexible cable, native J1772 connector.
  • Features: plug‑and‑charge / access control, Wi‑Fi (or wired LAN), app telemetry (voltage/current/scheduling), rated for wide temperature ranges, 5‑year warranty.
  • Owner permanently mounted it in the garage for reliability and convenience.
• Portable backup power:
  • EcoFlow portable battery (approx. 6 kWh).
  • Additional small power bank (Bluetti / “Blue Eddie”, approx. 2 kWh) used as emergency AC charging for roadside recovery when the car was run to dead.
• Scan My Tesla app:
  • Used to monitor battery temperature, cell voltages, and BMS data during the test.

Discussion points / proposed community actions

• Creator proposes a “Tesla Battery Health Test Month”: a crowdsourced data collection where viewers submit Tesla Battery Health test results, usage profiles, and charging habits to build a broader picture of real‑world pack aging.
• Note: there is no universal industry standard for SOH reporting — manufacturers use different metrics (usable SOC display vs full pack capacity vs impedance checks), so standardization is a challenge.

Miscellaneous

• Owner notes long‑term ownership issues with this specific Model S (rattles, service regressions) and remarks on resale value versus original purchase price.
• Comparisons given:
  • Earlier Model 3 (owner’s 2019): ~10–11% loss over 100k miles (per owner’s prior video).
  • Cybertruck (4680 NCM, anecdotal): ~6% loss in 26k miles.

Main speakers / sources

• Out of Spec Reviews (video host; primary voice and tester)
• MSI (charger sponsor / product provider)
• Ayana (sponsorship mention: charging network)
• Scan My Tesla (app used for logging)
• EcoFlow / Bluetti (portable batteries used for roadside recovery)
• Out of Spec testing channel staff (Wes) and community contributors/viewers (for proposed crowd testing)

Creator note

The creator offered to extract the precise test numbers and telemetry timeline (SOC vs kWh used, temperatures) into a compact table or produce a short checklist to run the same test on your own EV.