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4680 Tesla Battery Application

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Here's a photo of one of the first applications of the new Tesla 4680 structural battery:

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For comparison, behind the cut away mock-up is a mock-up of the old 2170 cell design.

This is from the Berlin Gigafactory public tour. It looks like the battery box completely replaces the floor and is bolted into the cast and sheet metal body. Corrugated cooling channels appear to be placed between every other row of cells. Not shown are the buss bars and the bonding between the top cover/ floor and the top of the cells. There's a lot of DIY potential here, with the right vehicle, with the bolt-in design and structural member aspect of the battery box.
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To get the battery out, the seats and carpet have to drop with it. Ick.
Even worse, it will likely be necessary to remove the seats and anything else mounted to the floor disconnect wiring to the seats and other equipment, remove the mouldings around the edge of the carpet and then the carpet itself, and then drop the floor/pack while separating the weather seal between it and the rest of the body. I think that the assumption is that the original owner will never need to have this done, and subsequent owners don't matter.
 

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The still image shows the four terminal studs which are mentioned in the video. As the video says, this feature is the same as the original Model 3 / Model Y design, in which each of the four modules has a vertical stud protruding into the penthouse; the other terminal for each module is at the front. Those four modules are connected in series: the end terminals are the outer studs at the rear, the outer modules are linked to the inner modules at the front, and the inner modules are connected to each other by the studs. There is no need for anything except a connecting bar between those inner module studs, but I suppose there could be a service disconnect between them, since it is up in the penthouse. How all of the studs are connected is probably in SuperfastMatt's YouTube video about using the Model 3 modules and penthouse in a repackaged form in his Jaguar.

My guess is that the overall layout of the "structural" pack with 4680 cells is essentially the same as the original pack, but with the four groups of cells instead of separate modules. Of course many details have changed: larger cells, so fewer in each group, for a start... and of course it's all stuck together.
 

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the worst part about these non-serviceable designs is it gives all the FUD people tons of ammo to attack EVs with
Yes, and some of those attacks are legitimate.

on other cars, you replace one module after then ten year mark or something, maybe more like 15, and the pack is fine
Unfortunately that's not true. Unless you are sorting through modules salvaged from scrapped EVs, the replacement modules would not come close to matching the old ones, and the replacement wouldn't make sense. Module replacement is for repair needed due to defects causing failures early in the pack life, or to allow the good modules to be salvaged from packs salvaged from vehicles (while the bad modules are recycled); I don't see it as rational for pack life extension at least at the OEM's service operation or dealership level.

here ? a few bad batteries spoil the bunch and they're a BITCH to replace individually.
I assume that you meant "a few bad cells". No, they're not just difficult to replace, they are effectively not replaceable. Enough bad cells to make the pack performance unacceptable means scrapping (and hopefully recycling) the entire battery (pack).

but tesla will happily sell you a whole new pack for $20k
"see??? you have to replace the whole pack every 10 years for 20k!!!" - fud people, probably
Replacing the entire battery (pack) every 10 years - or hopefully longer - for something vaguely like $20K is not FUD, it's reality for cell-to-pack designs that are glued and welded together.
 
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