Elon Musk just revealed this all-new battery pack for the Cyber truck Tesla will start Mass
producing the eagerly anticipated cyber truck in 2024. the Tesla cyber trucks Market launch
has been postponed numerous times by the automaker in the three and a half years after it was first
unveiled however production will begin soon and so in today's episode we are going to find out what
battery packs will Tesla use and likewise check the fresh upgrades for the Tesla cyber truck hello
everyone welcome back to Elon Musk Evolution where we bring you the most recent news about
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any of our amazing videos since the concept's introduction Tesla hasn't revealed many details
about how the Cyber truck will evolve from the design design stage to mass production however
Tesla has always done things its own way luckily a few uncovered prototypes have been captured on
camera recently a Tesla Alpha version of the electric truck was recently captured at the
automaker's Fremont plant and test center the Cyber truck has undergone a few modifications
in order to be ready for travel the overall size has been decreased and Tesla has made a number
of exterior design changes this prototype which was seen by a member of the Cyber truck Owners
Club site can be spotted with orange turn signals just above the blacked out bumper for instance and
the headlamps and front LED light bar have both been modified the Cyber truck includes a single
sizable windshield wiper that is located behind the driver's side a-pillar a pair of triangular
shaped Wing mirrors painted in black and other features that are immediately noticeable The
Forum user also took pictures of the Cyber truck driving around the Tesla test track in California
the video wasn't all that exciting because the Tesla is being driven very carefully
but it does give us a taste of how its unique appearance will appear on the road Elon Musk
the CEO of Tesla stated in January that although commercial production of the Cyber truck would
not begin until 2024. prototypes would begin to be produced this summer the pickups production
Readiness is unknown in several significant ways three variations will reportedly be available the
first of which is a single electric motor and rear wheel drive while the other two models
have all-wheel drive however the flagship model of the Cyber truck powered by three electric motors
may be able to go more than 500 miles on a single charge the size of the cybertruck's battery pack
is still unknown but we are going to find out in a while the new battery pack we've known for a
while that Tesla uses a 100 kilowatt hour battery pack for its top models so it makes sense for it
to start with a pack like that for the Cyber truck however it doesn't seem likely that the
enormous electric pickup could have a competitive driving range with a pack like that the model S
has a 405 mile maximum driving range according to the EPA for comparison the model X which is
heavier is predicted to have a range of up to 348 Miles when used with the same battery pack
and environmental circumstances with the same pack the Cyber truck might be able to achieve a range
of roughly 300 miles based on these facts but going much further than that would be a stretch
the Tesla trucks range under heavier towing or carrying conditions and in Colder Weather would
be of Greater concern the Ford F-150 Lightning and rivian r1t or two competing electric trucks that
have battery packs that are 130 kilowatt hours or more according to Tesla Roddy and Tesla wants
to outperform competitors on driving range the Cyber truck's 100 kilowatt hour pack might just
be the beginning regarding Tesla's efficiency in comparison to other EVS there is also something
to be said and the best case scenario Tesla May provide a base model with a 100 kilowatt
hour pack and a range of perhaps around 300 miles but if past Trends are any indication it won't be
for a very long time as Tesla ramps up throughout its gigafactories in the US the automaker is said
to have worked with two Chinese firms Ningbo rombe new energy and Shoujo dongshin Precision
manufacturing to further reduce the cost of the 4680 battery manufacturer the Texas gigafactory
where the Cyber truck will be put together is getting a multi-million dollar battery section
expansion according to a recent Tesla filing in contrast to The elusive dry cathode production
process that would help cut their costs by 50 percent as promised on battery day the design of
the integrated packs themselves as so far proven to be the primary source of cost savings and the
production of 4680 batteries at the time of the previous disassembly the structural 4680 pack used
by Tesla in the Texas made model y had an energy density of 244 Watt hours per kilogram as opposed
to 269 Watt hours four Panasonic's 2170 cells surprisingly the reason for Panasonic's higher
number is that there is 10 percent more silicon in the anode and more Nickel in the cathode which
results in relatively identical adjusted energy density between the two batteries the creation of
its own high nickel cathode for the 4680 battery which would further increase its energy density
and improve the performance of the Cyber truck is also said to be a joint effort between Tesla and
a Korean firm LNF company what are high nickel cathodes development of low-cost highly energy
dense batteries is essential given the rise in electric vehicles high energy density cathodes
have drawn a lot of attention since they formed the foundation for high energy density Lithium-ion
batteries which are necessary to get past the range anxiety that is preventing EV adoption
on a global scale in order to achieve the best possible balance between battery cost
and performance scientists and Engineers from Academia government labs and Industry have been
collaborating to solve technical obstacles and constraints due to its high energy density and
good rate capability High nickel cathodes are popular leading experts in the battery industry
are developing new nickel-based cathode materials while also focusing on improving the performance
of existing High nickel cathode materials to together they predict a successful future for
nickel-based cathodes given all the Intriguing research projects that are now being conducted
as far as nickel Rich cathode hurdles among the 3D transition metals nickel guarantees a higher
cell voltage a continuous voltage profile and a delocalized electron density or good electronic
conductivity the capacity is raised by using more Nickel in the cathodes however there is a catch it
will have a negative effect on thermal stability and long-term cycling performance when a nickel
Rich compound is exposed to air over time residual lie or lithium hydroxide and lithium carbonate
forms on the surface which is bad for the ability to make electrode slurry and for cyclability to
address the problems with high nickel containing cathodes scientists have developed a variety of
solutions gas Evolution and other problems are hampered by bulk doping introducing contaminants
and surface stabilizing methods the Virginia Tech team led by a Dr Lynn has tested a range
of doped chemistries and found that there is a preference for how the dopant is distributed
either as an accumulation on the surface or as a permanent component of the bulk because Thai
or titanium and oxygen have a greater bonding energy it was shown that titanium doping in the
cathode effectively locks oxygen into the lattice similar results are seen when w or tungsten is
injected however MN or manganese doping results in a weaker oxygen retention dopins that accumulate
on the cathode surface shielded from electrolyte side reactions while those that reside in the
bulk could prevent phase Transitions and so help the structure remain stable simultaneous doping
can stabilize the cathode surface in bulk by taking use of this preferred behavior for dopant
distribution among them is lithium nickel oxide or ly9io2 co-doped with magnesium and titanium or
mgti the capacity utilization percentage is another area of focus for Dr Lynn's team they use
layered oxides that are polycrystalline and Rich a nickel while making sure that every grain has the
identical charge pattern the charging behavior and mechanical characteristics of nickel-rich
multi-layer cathodes are determined by the grain crystallographic orientation they have discovered
researchers from Oak Ridge National Laboratory in the United States have created a novel class
of nickel Rich layered to cathodes for batteries in their search for suitable electrode materials
lithium nickel iron aluminum and oxygen make up this new substance which is designated as
NFA and will eventually include 90 nickel as the research advances due to their size similarities
to Nickel 3 plus and other materials aluminum and iron can easily and cleanly replace one another
in the transition metal layer continuous stirred tank reactors use the co-precipitation process to
create NFA given that lithium cation and nickel ions have similar ionic radii cation mixing and
nickel-rich cathodes would be difficult and could cause ion migration bottlenecks that would reduce
capacity for the created NFA compositional variants NPD or Neutron powder diffraction
refinements reveal just four percent lithium and nickel anti-site flaws which is similar
to that scene for traditional Cobalt based nmc type materials both structural stability and
safety are enhanced by the addition of very small amounts of aluminum and iron
two articles provide a summary of the results for these potential cathodes similar to the cathode
material used in NCA NFA has a layered structure additionally NFA materials have similar voltage
windows and specific capacities to NCA and ncm-811 80 percent of the capacity was retained after 100
charge discharge Cycles demonstrating reasonable rate capability and cycling stability in the
compositional space investigated it is being researched how to Shield the nickel Rich NFA
cathodes from parasitic reactions using Coatings like zirconia and phosphates materials with a
high capacity and energy density are required for long distance transport the most important
element influencing the adoption of electric vehicles in the U.S Canada and certain European
nations is energy density finding High nickel cathodes with the optimum thermodynamic stability
and cyclability is the subject of continuing research commercially speaking nickel-based
cathodes are already well established and major advancements are being made in the reliability
of the nickel Rich chemistry that's being widely embraced by oems Tesla has long used nickel Rich
chemistry such as NCA and over the next two years multiple companies intend to introduce
Lithium-ion batteries that use cathodes that are over 90 percent nickel Rich the benefits and
drawbacks of competing Technologies with high nickel Lithium-ion batteries the fundamental
technological differences between each of these core technologies have not changed despite years
of development the Technologies differ in terms of voltage and voltage profiles as well as energy
density power density safety cycle life and cost numerous battery Management systems are needed
due to these variances in collaboration with the vehicles Electronics the BMS regulates how the
battery is used it may be extremely complicated and the mechanism employed will change based
on Cell technology and the particular vehicle although there are other battery types besides
lithium-ion and they are being developed in Labs it is unlikely that they will have a significant
impact on the market for electric vehicles sodium ion lithium air zinc air and aluminum air are a
few of these specific energy and energy density are two different things when deciding on the
optimum technology for EVS the amount of energy a battery can deliver is quite important there's a
widespread confusion between the phrases specific energy and energy density in practice gravimetric
energy energy density in the other hand is volumetric energy density or the quantity
of energy per unit volume of space is what matters most in the majority of applications but as weight
is simpler to measure than volume the precise energy data is frequently employed but incorrectly
referred to as energy density it might be confusing keeping cost and energy density in check
cost energy density specific energy power density both volumetric and gravimetric cycle Life Safety
low and high temperature tolerance and performance are the seven primary factors that Automotive oems
concentrate on energy density which determines how far a vehicle can travel on a single charge
and battery cost which must be reasonable for the average consumer for an EV are the top concerns
for oems both of these conditions are met by Technology based on nickel the greatest technology
over the last 10 years has been a combination of nickel Cobalt and manganese or aluminum oxides
that being nmc or NCA because nickel substitutes Cobalt the price is lower and the energy density
increases with increasing nickel concentration this High nickel Technologies rifles have
received a lot of media attention the majority of what we read about in journals newspapers and
magazines are articles on updates to outdated technology however the truth is that a lot of
them are lacking in one or more performance care characteristics which will make it hard for them
to find a large market for many years to come nickel-based technology will be the preferred
batteries for electric vehicles the benefits and drawbacks of the different battery technologies
lithium manganese oxide or LMO similar to lfp LMO was one of the first Technologies to be
commercialized because of its high power capacity and high level of safety manganese oxide requires
a unique cubic molecular structure that must be generated in order for lithium ions to travel in
and out nevertheless due to its low energy density nmc has surpassed lfp as well and their i m i e v
Mitsubishi uses a combination of LMO and nmc which is uncommon for oems to do LMO has recently been
changed to become lnmo a structure that includes 30 nickel as a result the energy density Rises
and theoretical energy is much enhanced due to manganese's ability to support a greater voltage
at 4.7 volts although the new Ln MO is anticipated to cost 30 to 50 percent less than the nmc 811 its
practical energy density is only 65 percent that of the nmc 811 although it seems unlikely that
Ln Mo will be employed in full-size TVs it might work for e-bikes and scooters lithium manganese
rich or LMR a non-spinel technology called LMR that is rich in manganese also has a minor amount
of nickel in it given the use of a two electron transfer and the potential for a 5 volt potential
this material has a very high density of energy theoretically sadly these two extremes work
against durability and the cycling stability is really poor thus it is unlikely that this
technology will be accepted by the EV industry lithium sulfur almost primarily utilized in
weather balloons and drones lithium sulfur or Lis is a commercialized technology it is essentially
the most energy dense battery on the market with a specific energy density that's almost 50 higher
than nmc 811 the issue is preventing the sulfur cathode's disintegration into the electrolyte
and retaining the cathode structural Integrity the end result is a technology that cannot be
employed in electric vehicles and is extremely poor cycling and substantial capacity fading
Solid State Technology over the past few years solid state lithium-ion technology has advanced
the phrase solid state merely denotes the absence of liquid in the electrolyte and the
presence of a solid or jelly-like ionically conductive substance the goal is to develop
an energy storage system that is safer due to the electrolytes lack of flammability Solid
State Technology offers a huge safety benefit allowing the anode to be built of lithium metal
and resulting in a significant increase in energy however the excess lithium consumed determines the
cyclability of the lithium anode which lowers the energy density therefore there must be a
trade-off between energy density and cycle life for an EV silicon technology the development of
silicon technology has also been going well for a while in this method portion of the conventionally
employed graphite is replaced by silicon as an anode component due to its theoretically
higher energy density than graphite silicon is a very alluring substance the issue with silicon
is that it physically expands significantly when the battery is being charged the material develops
stress cracks as a result of the material's expansion and subsequent contraction during
discharge which increases impedance and decreases capacity this anode material
has undergone extensive structural support development and it is now commonly employed
as a minor percentage supplement to the graphite and EVS commercialization of EVS will depend as
with solid state Technologies on an agreeable trade-off between energy density and cycle
life having said that which battery do you think is the most efficient and most environmentally
friendly let us know in the comment box below and that ends today's episode Please Subscribe and
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