Basierend auf 259 realen Analysen aus der Werkstatt von RPR Motors / Tesla Battery Experts
Real data. No PR spin. Based on 259 battery analyses across 23 unique vehicles — from a working workshop floor, not a lab. Every number in this report comes directly from BattCheck diagnostic logs processed through our SoHWHAT analysis engine.
📍 RPR Motors / Tesla Battery Experts · Kelberg am Nürburgring, Germany · battcheck.eu · sohwhat.com
Between 2024 and early 2026, the workshop at RPR Motors / Tesla Battery Experts ran 259 individual BattCheck diagnostic sessions across 23 unique Tesla vehicles. This report presents the findings — unfiltered, statistically significant, and directly actionable.
The average fleet State of Health is 89.1%. Vehicles at 200,000+ km still maintain an average SOH of 86.8% — a remarkable result for real-world electric vehicles with heavy use. The 100 kWh Model S/X packs average 95.3% SOH, proving that NCA chemistry ages exceptionally well.
Our Giga Berlin Model Y data comes primarily from a high-mileage taxi (218,000+ km) — extreme usage, not typical ownership. A second Berlin taxi arrives soon for comparison. Early indicatform in our dataset. Average SOH: 70.2%. Meanwhile, moisture ingress in Model S packs is widespread — 37 analyses show Critical or High water levels. These aren't edge cases. They're patterns.
SOH distribution across all 259 analyses. LFP packs (CATL) excluded from histogram — BMS calibration artifacts produce readings above 100%.
📊 Most vehicles cluster in the 90–94% SOH range (134 of 253 vehicles with SOH ≤ 100%). The long tail below 70% comes from a high-mileage Berlin taxi (218k+ km) — not typical consumer use.
| Pack | N | Avg SOH | Min | Max |
|---|---|---|---|---|
| LG 2170L 78.8kWh | 77 | 91.3% | 72.1% | 92.3% |
| Model S/X 100 kWh Pack (HW-ID 79) | 64 | 95.3% | 91.5% | 99.9% |
| LG Berlin 78.8kWh | 31 | 70.2% | 66.1% | 96.6% |
| Model S/X 75 kWh Pack (HW-ID 41) | 24 | 89.8% | 76.5% | 91.1% |
| Model S/X 85 kWh Pack (HW-ID 81) | 12 | 93.5% | 85.2% | 97.5% |
| LG 2170C 75kWh | 11 | 96.7% | 96.2% | 96.9% |
| Model S/X 85 kWh Pack (400V, 16 Module, HW-ID 24) | 6 | 92.8% | 92.8% | 92.8% |
| Model S/X 85 kWh Pack (HW-ID 71) | 5 | 85.1% | 82.8% | 88.5% |
| Model S/X 60 kWh Pack (350V, 14 Module, HW-ID 39) | 5 | 87.5% | 87.5% | 87.5% |
| Panasonic Performance 78.8kWh | 4 | 74.0% | 74.0% | 74.0% |
| Model S/X 70 kWh Pack (HW-ID 65) | 4 | 85.5% | 85.5% | 85.5% |
| Panasonic LR 78.8kWh | 3 | 87.4% | 87.4% | 87.4% |
| Model S/X 85 kWh Pack (400V, 16 Module, HW-ID 82) | 3 | 85.4% | 85.4% | 85.4% |
| Model S/X 75 kWh Pack (350V, 14 Module, HW-ID 80) | 3 | 54.4% | 54.4% | 54.4% |
| Model S/X 60 kWh Pack (HW-ID 39) | 1 | 87.5% | 87.5% | 87.5% |
🔴 Red row = LG Berlin 78.8 kWh (Giga Berlin). CATL LFP packs omitted (BMS calibration shows >100%).
Model Y vehicles built at Giga Berlin (factory code XP7) with LG 2170 cells are showing a degradation pattern that stands out sharply from the rest of our dataset. After analysing 31 sessions across these vehicles, the numbers tell a clear story.
A 70.2% average SOH means these vehicles have lost roughly 23.5 kWh of usable capacity from a 78.8 kWh pack. Real-world range impact: 150–200 km less than rated on a full charge.
For comparison, LG 2170L packs (non-Berlin) average 91.3% SOH — a 21 percentage point gap for packs with the same nominal capacity.
The LG 2170 cells in this Giga Berlin taxi show significant capacity fade at 218k+ km. Whether this reflects cell chemistry, extreme commercial use, or charging patterns is not yet clenditions. Early production vehicles (2022 build dates) show the most pronounced degradation.
The best-case Berlin reading of 96.6% suggests not all Berlin cells degrade equally — usage pattern and charging behaviour play a role.
Water inside a high-voltage battery pack is one of the most underdiagnosed risks in used Tesla ownership. BattCheck measures moisture via conductivity sensors inside the pack. The results in our Model S/X dataset are sobering.
Model S packs have two known moisture entry points:
These are design-related issues, not abuse-related. Any Model S built before 2019 should be checked.
Moisture causes corrosion of cell contacts and bus bars, degraded isolation resistance, BMS fault codes, and in severe cases — thermal events. A critical moisture reading means the pack needs service now, not at the next convenience.
Our CNC-machined replacement cover eliminates the Blech-Sicherungsdeckel failure mode permanently.
Anonymised SoHWHAT certificates from actual customer vehicles. These show what a moisture reading looks like in the official report.
Do Teslas degrade linearly with mileage? Our data says: not quite. The biggest drop happens early. High-mileage vehicles hold up better than most people expect.
| Mileage Bracket | Vehicles | Avg SOH | Avg Degradation |
|---|---|---|---|
| <50k km | 7 | 97.5% | 2.5% |
| 50-100k km | 37 | 99.0% | 1.0% |
| 100-150k km | 23 | 89.9% | 10.1% |
| 150-200k km | 2 | 87.4% | 12.6% |
| >200k km | 175 | 86.8% | 13.2% |
New-vehicle SOH averaging 97.5% at under 50k km is expected — early lithium-ion degradation is steepest in the first charging cycles. By 100k km the curve flattens significantly, which is why many high-mileage Tesla owners report stable range year over year.
The degradation_percent field represents capacity lost relative to the original factory specification. A 13.2% average degradation at 200k+ km means a 78.8 kWh pack has roughly 68.4 kWh of usable capacity remaining — still very practical for most use cases.
⚠️ Mileage brackets are skewed by a high-mileage Berlin taxi in the >200k group. Separating by pack chemistry would give a cleaner picture — this is an area for future analysis as the dataset grows.
The Tesla Health Score (THS) is SoHWHAT's composite metric — combining SOH, cell balance, isolation, moisture, BMS errors, and charge efficiency into a single 0–100 number. It gives a more complete picture than SOH alone.
A THS of 90–100 indicates a battery that's performing close to new — excellent capacity, tight cell balance, clean isolation, dry pack, no BMS faults. 83 vehicles in our dataset hit this range.
THS below 50 signals multiple simultaneous health concerns — typically a combination of low SOH, high cell imbalance, and moisture or isolation issues. 31 vehicles fall in this range and need immediate assessment.
BattCheck captures data at the individual brick (module group) level — including per-brick charge capacity (CAC) and voltage. This allows us to identify imbalances that a simple SOH measurement would miss entirely.
CAC spread = max brick capacity minus min brick capacity (in Amp-hours). High spread = severe cell imbalance, often causing premature BMS cutoffs.
| VIN | CAC Spread | SOH | Pack |
|---|---|---|---|
| ***101350 | 129.0 Ah | 85.5% | 70 kWh (HW-ID 65) |
| ***P47336 | 103.0 Ah | 87.5% | 60 kWh (HW-ID 39) |
| ***071381 | 56.0 Ah | 66.1% | LG Berlin 78.8kWh |
| ***412681 | 27.1 Ah | 72.1% | LG 2170L 78.8kWh |
Cell imbalance measured in millivolts (mV) between highest and lowest brick voltage. Above 50 mV is concerning; above 200 mV is critical.
| VIN | Imbalance | SOH | Severity |
|---|---|---|---|
| ***186628 | 627.2 mV | 54.4% | 🔴 Critical |
| ***412681 | 359.6 mV | 92.2% | 🟠 High |
| ***071381 | 249.6 mV | 66.1% | 🟠 High |
| ***412681 | 191.2 mV | 92.2% | 🟡 Elevated |
| ***071381 | 164.4 mV | 66.1% | 🟡 Elevated |
A vehicle can show a "decent" SOH of 85% while having a CAC spread of 100+ Ah between its weakest and strongest brick. In practice, the BMS caps charging and discharging to protect the weakest brick — meaning you lose usable range far beyond what SOH alone suggests. The 627 mV imbalance case above (SOH: 54.4%) is a pack in urgent need of servicing.
Tesla has used multiple cell chemistries across its product line. Our dataset covers NCA (Panasonic, used in Model S/X), NMC/LG 2170 (Model 3/Y), and LFP (CATL, Standard Range). Here's how they compare on real-world degradation.
SoHWHAT is the battery intelligence platform behind every analysis in this report. We turn raw BattCheck diagnostic data into professional certificates, workshop reports, and buyer protection documents — for workshops, dealers, and individual owners.