Those are big asks , in reality producing a battery design for longevity, durability and speed just isn’t economical at this time.
Ultimately, it comes down to consistent revenue streams and that’s where everyone is heading towards. Yes there are lots of other streams they rely on, but making a lifetime part that is immune to degradation I.e. “we’re not seeing any additional income” is not economically optimal.
I’m aware everyone would want a part like this, reliability word of mouth alone would rake in income.
In time, they will reach such a battery and figure out best way to extract a revenue stream, the simplest way is to no longer offer he option to purchase ANY VEHICLE. They will ONLY offer a subscription based vehicle.
The only option to counteract that subscription model would fall on the competition I.e. low sales.
While they figure all this out-someone’s beta testing hydrogen vehicles.
I'd push back on the premise that this isn't economical yet because the parts I described aren't hypothetical; they're already shipping on mass-market cars.
Edmunds (same outlet as the range test in the OP) runs a standardized real-world charging test, and the Model 3 LR lands 10th, sustaining roughly 136 kW on a 250 kW stall. Six of the top ten are Hyundai/Kia, with the Ioniq 6 at the top and E-GMP cars consistently pulling 200 kW or more. That's not a peak-number game; it's the area under the curve, which is what actually determines how long you're standing at the charger.
On degradation, the Carla study published this summer looked at ~10,000 battery tests: the Kia e-Niro and Hyundai Kona at ~97% retention after 100,000 km, and the Kia EV6 third. Tesla's best result was the CATL LFP Model 3 at ~93.3%; the Model Y came in 18th at ~92.2%. Middle of the pack is, if anything, generous. (Fair caveat: that's Swedish data, and a cool climate isn't the same test a hot one is.)
And the two are linked; thermal management is what lets you hold a flat curve without cooking the cells, which is the same thing that protects capacity long term. Kia and Hyundai didn't solve three separate problems; they solved one well.
Where I'll agree with you: incentives are a real force, and I'm not going to pretend they aren't. But "not economical" and "not profitable enough to bother" are different claims. Hyundai/Kia are selling this on cars cheaper than a Model Y and making money doing it. If it were purely a cost wall, the company with the most vertical integration in the industry would be clearing it. Instead, the Cybertruck, Tesla's first 800V vehicle, still has a curve that underwhelms at 350 kW stalls. That reads to me like an engineering priority problem, not an economics one.
The subscription-only future is a bigger leap than I'd make, though. Nobody's stopping selling cars because the battery got good.
www.notateslaapp.com
