Battery
15 article(s) on «Battery». Sorted by severity — most severe first.
Model 3/Y 82 kWh Panasonic (US): frequent module imbalance
American 2021–2022 LR cars show frequent imbalances; treated by replacing modules/the pack. An alternative — replacement with LG 79 kWh.
Model S/X 85 kWh: stuck air valves and moisture ingress into the battery
Old 85-kWh packs are prone to corrosion/leaks through valves/fuse cover → BMS errors, HV shutdown. What to look for and how to fix it.
Used Tesla buying checklist: what to verify in 10 minutes by model and battery (2026)
Structured checklist: what to do BEFORE the viewing, the 3 software checks that take 10 minutes (ScanMyTesla, ECUVIN, our cert-risk calculator), how to inspect body / suspension / electronics in person, and the red flags for each battery chemistry (NCA/LFP/NMC/4680). Distilled from 400,000+ messages in our community.
Which battery does my Tesla have? NCA, NMC, LFP, 4680 lookup by model and year (2026)
Quick lookup table for every Tesla battery chemistry by model and year: NCA 18650 (early S/X, US M3/Y LR), NCA 21700, NMC LG 79 kWh, LFP 21700 (CN/EU SR), 4680 Texas Model Y. How to check what you have via VIN and Service Mode, reliability ranking from community experience, and which packs are risky to buy used.
Model S/X refresh (2021+): HV battery breather valve failure
On the Plaid/Palladium packs in refresh S/X cars, the battery enclosure breather valves stick — internal pressure rises, the pack risks losing seal, BMS errors. Fix is dropping the pack and replacing the valves/gaskets.
Model 3/Y: HV battery module-level repair — who can do it in Belarus and what it costs
82 kWh Panasonic packs degrade in a typical pattern — one out of 16 modules weakens → imbalance → errors. Good news: a module can be replaced individually. What it costs in Belarus, who actually can do it, and when it's easier to take a refurb pack.
Tesla Model S/X stuck HV contactor: BMS_f038 errors, won't sleep, won't charge — diagnosis and replacement
Sticking HV battery contactors on early 85/90 kWh packs cause BMS_f038 / BMS_w026 / BMS_w086 errors, prevent the car from sleeping (12V drains overnight), and after a charge-station pyrofuse trigger leave the car unable to drive or charge. Service Mode diagnostics, replacement procedure, and why this is one of the few HV jobs you should not DIY.
Battery Test — battery calibration via Service Mode
Battery Test is the BMS calibration procedure. Where and how to run it in Belarus, what charger you need, how long to wait.
Tesla Model Y (TX, 4680): battery issues and zero repairability
Some Model Ys with the new 4680 batteries (USA, Gigafactory Texas) have shown traits that complicate battery service and repair: the structural battery pack is harder to repair, and mass production of the 4680 is facing difficulties.
Model 3/Y 54 and 75 kWh (pre-facelift, before 2021): imbalance happens, but less often
The 54/75 kWh packs (pre-facelift) are generally more stable than 82 kWh, but imbalance is possible. What to look at when buying and servicing.
Model 3/Y 79 kWh LG (Europe, NOT China): a reliable choice
LG 79 kWh (EU) shows the lowest failure rate per field reports. A good balance of longevity and charge.
Model 3/Y LFP 60–64 kWh (CATL/BYD): durably reliable, but RWD only
LFP batteries (CATL/BYD) — an excellent choice for long-term ownership: low degradation with daily 80–100% charging and simple operation. Usually fitted to RWD.
Model S/X 100 kWh Plaid/Palladium: features and vulnerabilities
The redesigned pack architecture is more reliable on the voltage measurement side, but there were cases of moisture/damage from below. The bottom is more vulnerable to impacts.
Model S/X 100 kWh: voltage sense harness tab failures
On 100-kWh batteries, voltage sense harness/tab failures on modules occur → BMS errors, pack shutdown. What to do and how much it costs in Belarus.
Model S/X 90 kWh: faster degradation than 85
90-kWh packs (NCA with silicon added to the anode) per owner reports degrade faster than 85. Fewer typical 'fatal' defects.