Your Model 3 deserves more
than a SOH number
Tesla gives you a percentage. SoHWHAT shows you what’s behind it: 47 parameters, every cell group individually, real degradation curves — for NCA, NMC, and LFP. So you know exactly what you’re dealing with.
What SoHWHAT actually reads from the Model 3
Tesla Service shows you a bar graph. The BMS has a lot more to say — if you know how to ask. SoHWHAT talks directly to the Battery Management System via OBD and reads parameters that the official app simply doesn’t surface. No reverse-engineering magic — just precise protocol communication with the hardware that’s already in your car.
- State of Health (SOH)
- Nominal Capacity
- Usable Capacity
- Individual Cell Voltages
- Min/Max Cell Voltage
- Cell Voltage Spread
- Brick Temperatures
- Battery Internal Temp
- Coolant Inlet/Outlet
- Total Charge Cycles
- Full Charge Cycles
- Odometer (BMS internal)
- Total Energy Charged
- Total Energy Discharged
- Self-Discharge Current
- Phantom Drain Index
- BMS Calibration Status
- Balancing Activity
- Active Thermal Mgmt.
- Heater Usage (cold)
- DC Fast Charge Events
- AC Charge Events
- Recuperation (Energy)
- Deep Discharge Events
- Overcharge Events
- Peak Discharge Current
- Peak Charge Current
- Total Internal Resistance
- Internal Resistance Spread
- SOC Accuracy
- BMS Firmware Version
- Pack Serial Number
- Pack Production Date
- Pack Replaced (Flag)
- Contactor Switch Cycles
- Pre-charge Events
- High Voltage Status
- Isolation Resistance
- BMS Fault Codes (active)
- BMS Fault Codes (historic)
- Charger Temperature
- Charger Fault History
- Pack Layout Detection
- Chemistry Detection (auto)
- Cell Group Symmetry
- Degradation Estimate
Cell-level — not pack-level
On NCA Model 3s, SoHWHAT checks all 96 Brick-CAC groups individually. One weak group can limit the entire pack — and stays hidden inside an average SOH number. SoHWHAT finds it.
Understanding the degradation curve
SOH 89% sounds like „still fine.“ But is that uniform aging or one bad cell group dragging things down? Is 89% after 30,000 miles or after 110,000 miles? Context changes everything — and that’s exactly what SoHWHAT provides.
LFP vs NCA/NMC — two different batteries, two different analyses
Anyone buying or selling a Model 3 needs to know which chemistry is under the floor. Not because one is better than the other — but because they behave completely differently, degrade differently, and need to be diagnosed differently.
| Feature | LFP (SR+ from 2021) | NCA / NMC (LR, Perf., SR+ through 2020) |
|---|---|---|
| Cell groups | 106–108 cells | 96 Brick-CAC groups |
| Recommended charge level | Regularly 100% (BMS calibration) | 80% daily, 100% for long trips |
| Degradation after 30k miles | Typ. < 5% | Typ. 5–10% |
| Common issue (older packs) | SOC calibration drift | Cell imbalance, Phantom Drain |
| DC Fast Charging | More resilient, less degradation | More heat buildup, higher cell stress |
| Range in cold climates | Significantly reduced (real concern in northern states) | Reduced, but less extreme |
| SoHWHAT detects | Automatically (chemistry detection) | Automatically (chemistry detection) |
Standard Range Plus (LFP, 2021+)
China-built (Shanghai). CATL LFP pack. Charge to 100%. Lower energy density, but excellent long-term degradation characteristics.
Long Range (NCA/NMC)
Largest pack, highest range. Panasonic NCA cells (or NMC in newer model years). Cell imbalance is the most common issue after 50k+ miles — especially in cars that live on the Supercharger network.
Performance (NCA)
Same pack as Long Range, but with higher current draw. DC fast charging usage is often more intensive — and you can see it in the cell symmetry data.
Typical problems — and how SoHWHAT finds them
These scenarios are based on actual Model 3 diagnoses. Details changed for privacy — the problems are real.
Tesla’s displayed SOH: 91%. Sounds okay. SoHWHAT scan: cell groups 34 and 67 showing a spread of 47 mV against the pack average. Internal resistance in those groups 2.3× higher than their neighbors. The BMS is throttling current draw to protect them — which kills usable range. Tesla Service had „found nothing.“ Because they don’t look at the cell level.
The owner assumed it was normal. SoHWHAT showed a self-discharge current of 1.8 A in standby — well above the normal range. BMS Fault Code 0x1A4 historically flagged: Isolation Resistance Warning. Likely moisture ingress in the pack (a known issue on early 2019/2020 builds). No acute failure yet, but a monitoring situation with potential warranty implications.
Seller claimed: „SOH 93%, barely any degradation.“ SoHWHAT scan revealed 847 DC fast charge events over 38,500 miles — that’s 22 Supercharger sessions per 1,000 miles. Well above average. The degradation curve runs steeper than pack-average for this generation. No acute problem — but the price should reflect it. The buyer negotiated $2,600 off the asking price.
Owner was concerned about range swings, especially during winter in a cold-climate state. SoHWHAT scan: SOC calibration slightly drifted (typical for LFP when the pack rarely hits 100%). All cells symmetrical, internal resistance age-appropriate, zero active fault codes. Recommendation: charge fully to 100% and let it balance. Problem solved — no service visit needed.
What you need — nothing more
No special tools. No mechanic appointment. No Tesla Service visit. You need two things and can do a complete scan on-site in under 30 minutes.
1. SoHWHAT App
iOS or Android. Buy once, use it for all your Teslas. No subscription, no hidden recurring costs. Scan report exportable as PDF.
→ Get the app2. OBD Adapter
OBDLink MX+ — recommended, maximum protocol compatibility, Bluetooth.
vLinker MS — more affordable alternative, also tested and supported.
Generic ELM327 adapters do not work — the Tesla BMS requires specific protocol support that only these adapters implement correctly.
How a scan works
- Plug the OBD adapter into the OBD2 port (driver’s side, under the dashboard)
- Open the SoHWHAT app and connect to the adapter via Bluetooth
- Put the vehicle in „Drive“ mode (no actual driving needed — just wakes the BMS)
- Start the scan — takes 10–25 minutes depending on model and chemistry
- Read the report, understand what you’re looking at, make an informed decision
Pay once, use forever
No subscription. No cloud lock-in. You buy the app once — and use it across all your vehicles.
- Full battery scan
- 47 parameters read
- LFP + NCA/NMC support
- Cell-level analysis
- Export PDF report
- iOS + Android
- Model 3, Y, S, X
- Everything in Base
- Historical trends & tracking
- Degradation curve comparison
- Extended fault code analysis
- Thermal management deep-dive
- Phantom Drain diagnosis
- Priority support
- Unlimited vehicles
Used car buyers: a single finding can mean thousands of dollars in negotiating leverage. The OBD adapter pays for itself on the first purchase.
SoHWHAT also works for Model Y, S, and X
Don’t have a Model 3? No problem. SoHWHAT supports the entire Tesla lineup.
Common questions about the Model 3 battery check
It depends heavily on battery chemistry. NCA packs (Standard Range Plus before 2021, Long Range, Performance) typically lose 5–10% capacity in the first 30,000 miles, after which the curve flattens out. LFP packs (SR+ from 2021 onward) degrade more slowly — often under 5% over the same distance. But the real picture only emerges with SoHWHAT’s cell-level data. Averages don’t lie — but they hide the details that actually matter.
Yes — and that’s exactly the use case SoHWHAT was built for. You need the app and an OBD adapter (OBDLink MX+ or vLinker MS). Plug the adapter into the vehicle’s OBD port, connect via Bluetooth, and start the scan. Within 20–30 minutes you’ll see SOH, all cell voltages, temperatures, charge history, and flagged parameters — everything you need to genuinely evaluate a used car. No shop appointment. No seller standing over your shoulder spinning the story.
Phantom Drain refers to energy loss while the car is parked — it consumes power even when not being driven. Some standby draw is expected (BMS, connectivity modules). It becomes a red flag above ~2–3 miles of range lost per hour of standby. SoHWHAT measures self-discharge current directly, reads BMS logs, and identifies suspicious patterns — faulty cell groups, bad BMS calibration, or cooling systems running unnecessarily overnight. Early 2019/2020 builds are well-known for moisture ingress issues that trigger Phantom Drain.
LFP (Lithium Iron Phosphate) has been used in the Model 3 Standard Range Plus since 2021. It’s more resilient against deep discharge, should be charged to 100% regularly for proper BMS calibration, and degrades more slowly over time. The tradeoff: noticeably shorter range in cold weather — a real consideration if you’re in a northern state. NCA (Nickel Cobalt Aluminum) is in Long Range and Performance models — higher energy density, more range, but more susceptible to degradation from frequent Supercharger sessions. SoHWHAT automatically detects the chemistry and adjusts its analysis and benchmarks accordingly. No manual configuration required.
SoHWHAT supports the OBDLink MX+ (Bluetooth, recommended for maximum compatibility and scan speed) and the vLinker MS (more affordable alternative, also reliably tested). Important: cheap generic ELM327 adapters from Amazon won’t cut it. Communication with the Tesla BMS requires specific UDS/ISO 15765 protocol support that only these adapters implement correctly. Buy the right tool once — it pays for itself.
Built in the shop, not in a lab
SoHWHAT is a product of RPR Motors GmbH & Co. KG — one of Europe’s most experienced Tesla repair specialists. As Tesla Battery Experts, we’ve opened, diagnosed, and repaired over 250 high-voltage battery packs.
Your Model 3 has more to say.
Start listening.
SoHWHAT reads what Tesla doesn’t show you. One scan, clear answers, a solid foundation for your decision — whether you’re buying, selling, or just want clarity.
One-time payment · No subscription · iOS & Android · OBDLink MX+ or vLinker MS required