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Yo, what's up? A couple of days ago at
AA in Munchin, CL announced this
wonderful Shening battery. It got me
really excited. I was like, wow, this is
the next Yeah, but you know, is
this just wer or is it actually going to
come in production? Are we going to get
this battery in more common uh EVs?
Well, uh, CL, they actually have
batteries in onethird of the EVs around
the world, including Tesla, Volkswagen,
BM, Hundai, Ford, and Volvo. So, I
actually believe that it's not just uh
words, they are actually coming out with
this soon. So, what can we expect here,
right? They also promoted this ultra
safe propagation 3.0. And you know, LFP
battery is already ultra safe, but they
just went one step further to make it
almost indestructible or at least, you
know, really really safe. Uh, but what
what I'm going to do in this video is
talk a little bit about what the heck
this is and what I found out it is. Um,
I will estimate some stats because I was
missing some stats when I look at the
presentation and I will actually compare
this against my own test data when I
spend thousands of hours testing various
things with the cars when it comes to
range charging. Uh, 1,00 km challenge.
uh it's just real world data and I will
use my own data to try to figure out
more about what you can expect from this
battery and also try to estimate 1,000
km challenge time with this super
battery right and uh they c they also
talk about the degradation
I will just take that with a pinch of
salt I also have of course my own test
data on that and the last thing I'll
talk about is the acceleration or the
power output so they have basically two
batteries now coming out. It's the super
long life and then the super fast
charging battery and really impressive
specs. But if you try to break it down,
I try to figure out, okay, uh battery
size is probably gross capacity, a
higher number looks better, but what is
the net capacity? And they supply some
VTP numbers here. So, uh yeah, it of
course you guys know that it depends on
what car you put it in. If it's a Model
3 or I don't know, a big fat SUV or
something. Hong Xi. Yeah. So then it
depends but try to estimate and my best
guess is they use 150 W hour per
kilometer which is roughly in the
middle. Some of the most efficient cars
they go as low as 120 W hour per
kilometer and then efficient and then
thirsty cars they might consume 200 W
hour per kmter. So based on that I can
figure out that the net capacity could
be around 113.7
kilwatt hour for the big battery and
then 102.5 for the small battery.
And also charging time we can calculate
that it has 318 kW average. Very
impressive. And then the fast charging
battery is 430. I mean it's really fast.
Uh we have actually in production
rolling out now soon to be released you
know uh the Xpang G9 and I actually
tested it in Mintion and uh the G9 on
paper it will do 10 to 80% in 12 minutes
almost as fast as this uh uh super
battery and at least Xben's own number
is 313 kW average so it's actually close
to the the well this the big battery
that charges slightly slower but not as
fast as the small battery. And on my own
test in Mion recently, I went from 28 to
80% in less than 12 minutes and a
average 277 kW. So uh the 313 kW that uh
Xben claims is plausible, which means
that these numbers that CL claims is
also plausible. But is this really a 12C
battery? It sounds way too good to be
true because we actually have a
production car to compare against which
is the Xpang G9 I tested recently and
that is a 5C battery. They don't use a
CL battery. They're facing away from it.
They're using other providers and okay
it's 10 to 80% in 12 minutes versus 10
minutes in the CL battery. And then okay
kilowatt hour maybe not too relevant.
You have to look at the C rate here. So
it's 3.4 4C versus 3.9 C average from 10
to 80%.
To me, it sounds like it's a 6C battery
that the CL have. Okay. And also, if we
have 12C battery and we charge it at
12C, that would be a whopping 1.3
megawatt peak power is insanely fast.
Maybe you get it for a split second like
Tesla, right? 250 kW. I I don't know.
But if it's 6C, which I think is more
realistic, then it's 660 kilowatt peak,
which is still really high. So maybe
that's what you can expect, right? Uh
it's probably pointless to plug it in 1
1.3 megawatt charger if you're going to
find it even.
But what is great with this technology
if it's coming out soon is that um uh
smaller batteries, smaller cars, more
affordable cars, they can have around 50
kwatt hour and then okay depending on if
you can get 12c or 6C then we're talking
about 300 to 600 kow. I mean I would be
happy to get even 300 kowatt on a know
what I call poor man's car or a small
city car. then it doesn't matter if you
have a small battery. It charges really
fast and you don't need a big battery.
You you can just charge it slightly more
often or it charges so fast that you can
actually charge it in maybe 90% or
almost 100% and utilize more of the
battery. And they also have some really
impressive cold battery performance. So,
I also did some cold battery, but I
didn't go to minus20° C. It's not very
practical because uh in order to get the
battery down to -20° C, you usually have
to soak it outside inus 20 for 24 hour.
If you leave it out for just let's say
overnight, 10 hours, the battery
temperature drops, but it doesn't reach
the ambient temperature. and what the
way physics work. I've been you know in
uh in Fal where it's really cold and win
some winters uh the temperature might
drop to - 20 -30° at night but it's
actually really early in the morning
around 3 to 4 at night that it hits the
lowest temperature but then the sun
rises and then the temperature goes up
and it's when you have clear sky that
you get cold weather. Okay, whatever.
I'm not going to bother you with all the
physics, but um what I'm saying is that
in order to like get the battery to
reach -20°
um I guess you just need to camp it over
time in Laplan or somewhere and then
over time, yeah, it cools down. But when
I tested it, I tested in 10° C, which is
maybe more realistic
in Norway or other countries. When it's
nice and warm, you get 3.5 3.9 C. But
when it's cold, it's kind of tricky.
They don't suddenly don't use 10 to 80%,
they use 20 to 80%. And you have to
actually look at the numbers here. And
it charges then 44% of the maximum when
when it's hot, right? The maximum speed.
And then well, I have uh just a 10° C
battery uh when it comes to the model 3
plus LFP battery. In that test, you see
that I managed to achieve 60% power
versus the warm battery. So, uh, at
least the ATL, they have better
performance. Well, we can't really
compare them, not compare Apple to
apple. You know, if I actually went down
to minus 30, 20°C in the battery, it
would probably not charge at all. It
will probably just heat up the battery
for several hours and then maybe once
the battery hits 0° C, it will start
charging. So actually this claim by CL
if it's true it is
it is gamechanging how good it is and
then also uh but we should also compare
maybe against other battery chemistry
here like u like in the MAB platform I
think that's NMC or something that it
contains cobalt and then it's a
different story because uh the cold
battery is just that's a little bit
slower than a hot battery and then the
the theory behind this is that Okay, you
start with slower speed in the beginning
but then the battery heater should run
but also you heat up the battery as you
go and that is extra heat you gain so
you can charge faster. So it seems like
well here at least when the the cold
battery performance uh it's just that
the LFP has other advantages and then
the one of the disadvantages with LFP is
that u it doesn't uh perform that well
in cold weather versus the cobalt based
batteries but with this new super
battery from CL then at least that part
is uh less less of a problem. And the
next I'm trying to estimate, okay, um,
based on the physical size of the
battery, I'm not sure if that's going to
fit like a Model Y or ID7. So, it might
fit something bigger. Uh, I'm not sure,
but can we actually get 122 kWh in
there, but let's say we can fit it right
in a Model Y or maybe ID7, some
efficient cars. not well not super
efficient, not like a model 3, but at
least more common car because I used
Model Y and 97 because they are some of
the most sold EVs in Europe. And then
you see that we actually get quite
awesome uh range over 800 km of range at
90 km/h and then uh in 120 test is
around 540 to 600 km. This is a real
world range. This is not based on VTP. I
actually take my own range test and I
look at the data there and then I try to
extrapolate what the range would be. And
of course you can just estimate that if
you have smaller battery then the range
will be a bit lower. But also based on
this I can estimate the 1,00 km
challenge time. And it's interesting the
bigger battery that charges slower
versus the smaller battery that charges
faster. Which battery is the fastest
when it comes to the 1,00 km challenge?
Well, uh, the big battery has advantage
because it doesn't have to charge that
often and it actually gets an initial
run in the beginning. Um, but I also
base this on charging to 80%. Normally I
don't charge to 80% during 1,000 km
challenge simply because uh, you know,
the the speed tapers off past let's say
50 60% and I tend to charge to somewhere
between 50 and 60 65% on most cars.
However, when we have so fast charging
EVs like we have here, then it actually
pays off to charge to roughly 80%.
Because if you only charge to let's say
50 60%, which is still really fast,
right? The problem is that it might take
5 6 minutes to charge at those levels.
Uh but you still have that detour and
that handshake, plug in, whatever. And
then also when you unplug, you might
have to call the charge port and get
inside the car. So that overhead it
could be let's say 2 minutes if you're
fast or maybe 3 minutes if it's a slow
slower detour that 2 3 minutes becomes
quite significant when you have only 5
minute charging time. So in that regard
you actually want to charge to around
80% or that takes roughly 10 or 12
minutes but that yields okay the time
nine a little bit over 9 hours a little
bit slower in L. Yeah. Um, the fastest
charging battery is slightly faster, but
also the fastest charging uh test actual
test I've done so far is the Model S
paladium longrange and the Seeker 7X.
And one of the reason why Model S did it
so well because it was so efficient and
the Seeker was charging really fast
also. But 855 is some of the fastest you
can get there. And then why the heck did
my result uh my estimation become not
that great? Well, because uh this is
just an estimation and then based on
what I've seen fast charging EVs in
general, they will have better real
world result than my estimation because
my estimation is based on 120 km/h flat
and it's not like that. We have actually
120 zone in Sweden for example, right?
But we also have to drive to city.
But then also I should mention the
fossil reference which is some of the
fastest out there with very low
refueling time. some refilling time of
course I did it in 835 so you can't
really go that much faster even with how
fast EV you want to have right but we
can also compare it against the Xpank G9
which is also a very fast charging
battery and the G9 okay the previous
version was charging at only around 300
kW uh did it in 10 hours but it was cold
outside and then the newer G9 has a
smaller battery 93.1 kW gross capacity
and Okay, based on the numbers, I try to
estimate the net capacity and also take
the the data from my own range test, I
estimate that it will take 9 hours and
22 minutes. So, it's quite a big uh
improvement if I be able to test it
eventually, you know, the new G9. But
also, I wonder like what about an ID3
that has this super battery from CL? A
50 kWh for example, slightly smaller
battery than today, but then charges way
faster. What can you expect then? Well,
if it charges 10 to 80% in 10 minutes, I
guess the fast battery, it will do it in 944.
944.
And then today's best result is actually
82 kWh battery, but that's uh kind of
all outdated a bit. It should charge
faster nowadays, but that was 1020. I
think today we might be able to push it
down to maybe a little bit over 10
hours, maybe 1010. And then also the 944
I estimated might be slightly better.
maybe just 935, 940 because the real
world is a bit faster if it's a fast
charging EV. And when it comes to
degradation though, CL, they have some
bald claims. They claim that uh after
200,000 km on typical EVs, you have more
than 30% degradation. I was like,
really? And then to look at my own data
and okay I found out that um we have
actually many many cars here with uh
around 200 or maybe even more kilm
200,000 and they don't have 30%
degradation they have somewhere between
uh five and 10 is between five and 15%
degradation actually yeah the MF that's
milling the Falcon had a bit higher
degradation maybe because it was sitting
too long at the 0% battery. But um I
think based on this data, you can guess
that degradation
uh on cars with big batteries should be
somewhere between 5 and 10% only after
200k. And then also if you look at the
the gross capacity
uh yeah the the the we have big
batteries and also the smaller batteries
even they have okay uh degradation. So
just take that with a pinch of salt. CL
they claim less than 9% on their own. So
I'm not sure how they calculate this.
Plus that some cars like the i3 are
tested that is on top with 1.6%. Um
maybe they they do some trick where they
hide degradation by eating up some
buffer. Yeah. Where CL they don't do
that. But I mean we already have so many
cars we tested and it can't be that all
these cars they have a hidden buffer
that they eat. So it I guess it's reason
to believe that u the new super battery
uh charges I mean has um has better
degradation than before. And then the
last thing is acceleration. So they they
claim that at 20% state of charge you
can go 0 to 100 km/h in 2.5 seconds. So
again I have test where I have
accelerated various cars at 90%, 80%,
70% and so on down to 10%. And I
measured how the power output uh
decreases as the battery goes lower and
lower. And in general I say that um at
20% state of charge is not where you get
the biggest dip. You actually get it
usually at 10%. But uh you have roughly
10% less power at 20% state of charge.
And actually when it comes to the Model
3 SA Plus with the LFP battery, there
was basically no power drop at 20% or
even 10%. Some cars, they are like that.
Maybe because the battery can provide
more power than the cars demanding. But
also, so based on the 2.5 second CO200
time, I guess I have to look on the top
at Plaid or something uh that they have
around 100,000 horsepower. So I guess
that's what they claim that you can
discharge it at uh yeah 1,000 or 730 kW
which is around 6.6 6C. Very impressive
impressive numbers also. But also this
should mean that if you then make a
smaller battery, some 50 kWh battery,
you might be able to pull uh 400
horsepower from 400 500 horsepower. And
that means maybe well depending on if
you want to have a all-wheel drive or or
not, then you could get a decent power
output, good acceleration without having
too big. Nowadays, I feel like in order
to get 400 uh horsepower, you might have
like at least 60 70 80 kilowatt hour to
to get that power without killing the
battery. This super battery I it sounds
great and I think it's going to come in
production and actually be more common
in cars all over the world simply
because CL they are so big. And what is
good is that the LFP battery um they
don't contain cobalt and cobalt has been
the the the the argument against EV for
the longest time because you know cobalt
comes from Congo and it's politically
incorrect to use that right but with LFP
it's better. Yeah. And it's also
cheaper. So this uh this new battery
might not cost a fortune, might be
affordable, but of course the the best
the cheapest battery that we have heard
recently is the sodium battery cost only
$10 per kilowatt hour is when that comes
out it's going to it's going to change
the whole world. There will be batteries
everywhere. I want a home battery, maybe
200 kWh home or something, you know, but
uh CL didn't mention anything of that in
the live stream. So, yeah, I'm still
wondering what's going to happen with
the Sony battery, but it from what I've
seen tried to dig into that the sodium
battery doesn't have that great energy
density. So, maybe it's more suitable
for lowc cost cars or home storage for
now until they solve the whole thing.
But the price on the sodium is just
mindblowingly low compared to the other
battery tech out there. So yeah, I think
that's going to be for now. Hope you
guys enjoyed this video. As always,
thank you for watching and talk to you later.
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