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Why Tesla’s lead acid 12V battery needs to be lithium-ion based
It’s a prominent issue surrounding the electric vehicle market that the old-school lead acid battery just isn’t appropriate for new technology vehicles. Many users of electric vehicles, especially Tesla owners, have cited concerns with the poor performance of their 12V or low-voltage battery, oftentimes requiring annual replacement.
In contrast, a lead acid battery in a traditional internal combustion engine (ICE) vehicle generally has a 4 year life-cycle, but why?
RELATED: Tesla Model S 12V Lithium-Ion battery replacement (up to 70% lighter, 4x life)
First off, some of the most important factors to consider in longevity of a battery are “cycle-life”, environmental conditions, discharge/charge rates and calendar-life; cycle-life is how many times the battery can be drained and recharged in its life. Environmental conditions include temperature and humidity. Discharge/charge rates are the amperages going out of and into the battery respectively.
There are two major differences between the way an ICE vehicle uses its 12V battery and the way an EV uses its 12V battery:
“OFF” state discharge and cycling frequency
ICE Vehicle: generally has a very low 12V load while the vehicle is in the “off” state, often this load doesn’t exceed a few watts and doesn’t present a major challenge for the 12V battery to maintain.
Electric Vehicle: The 12V load while in the off-state is often much higher due to advanced computer systems that are running to maintain the high-voltage battery, keep vehicle “connected” (all EV have some remote access features), maintain charging and BMS (Battery Management System) communications, etc. In fact a Tesla Model S/X puts about 50 Watts of load on the 12V system when the vehicle is in the “off” state. 50 Watts equals about 4.5 Amps of discharge on the 12V battery, this drains the battery down relatively rapidly and requires the 12V battery be “recharged” by the high-voltage battery regularly, this usage pattern results in many cycles being placed on the battery.
“ON” state utilization and purpose
ICE Vehicle: The 12V battery is used to initiate the ICE (start the car) and is designed for putting out large amounts of current to accommodate this process. Once an ICE vehicle is in the “on” state, it relies on an alternator to power all of the 12V sub-systems and also maintain the voltage of the 12V battery.
Electric Vehicle: The 12V is subjected to (practically) no additional load while the vehicle is being turned “on”, and although most vehicles are designed with DC/DC converters (which act as alternators) it is often an engineering design choice to reduce load on the DC/DC converter by minimizing the frequency with which it is utilized. This also extends the driving range of the vehicle because none of the precious high-voltage battery capacity is being shunted to non-driving tasks. Due to this usage profile the 12V battery is subjected to relatively low discharge and recharge currents.
When you combine the high number of cycles and the low current requirements of the electric vehicle 12V battery system you arrive at a completely different battery need than that of an ICE vehicle. Lead Acid batteries are very good at high discharge and low cycle count life-styles, this is their bread and butter and this is where they last a long time and provide the most bang for the buck (cheap cost and decent product life-cycle), but they aren’t lasting in electric vehicles.
The electric vehicle 12V battery system is one that is best suited by a battery capable of tremendous cycle-life as the main design goal. The battery chemistry that suits this usage scenario best? Lithium! Lithium battery technology is specifically very good at being cycled many times and continuing to provide minimal capacity loss and degradation. This, along with reduced weight, is why these batteries are used for the high-voltage battery packs, cell-phones, laptops, medical equipment and cars where batteries are being cycled frequently and longevity is important.
Editor’s note: This post was submitted into our network by Tesla Model S owner Sean Scherer. Having suffered an unfortunate incident in his Model S that left him stranded because of a faulty 12V battery, Sherer began on a mission to create a lithium-ion based 12V battery solution that was not only more reliable than the traditional lead acid battery, but better suited for the demands of a Tesla Model S, Model X, and electric vehicles in general. He began BattMobile Batteries, who have made it their mission to improve adoption of electric vehicles by solving some of the small details that has been missed by EV manufacturers.
We’ve also included a video tutorial on how to replace the Model S 12V battery.
In a notable intersection of Big Tech powerhouses, Meta, led by Mark Zuckerberg, has partnered with Canadian energy infrastructure giant Enbridge on a significant renewable energy initiative that will rely on battery technology from Elon Musk’s Tesla.
The project, which was announced this week, marks another step in Meta’s aggressive push to power its expanding data center operations with clean energy, dispelling many of the complaints people have about them.
This new development is located near Cheyenne, Wyoming, and will feature a 365-megawatt (MW) solar farm paired with a 200 MW/1,600 megawatt-hour (MWh) battery energy storage system, also known as BESS. Tesla is providing the batteries for the project, valued at roughly $200 million.
The story was originally reported by Utility Dive.
This Wyoming project represents the first phase of Enbridge and Meta’s joint “Cowboy Project.” Once operational, it will deliver power to Meta’s regional data centers through Cheyenne Light, Fuel, and Power under Wyoming’s Large Power Contract Service tariff.
This tariff, originally developed in collaboration with Microsoft and Black Hills Energy, is designed specifically for large loads like data centers. It ensures that the renewable supply serves hyperscale customers without impacting retail electricity rates for other users.
The battery system will operate under a long-term tolling agreement, providing dispatchable capacity that enhances grid reliability. During periods of high demand, the utility can access the backup generation, addressing one of the key challenges of integrating large-scale renewables with the explosive growth of data center electricity demand driven by artificial intelligence.
This latest collaboration builds on prior joint efforts between Enbridge and Meta in Texas, including the 600 MW Clear Fork Solar, 152 MW Easter Wind, and 300 MW Cone Wind projects. Together with the Wyoming initiative, the companies have now partnered on roughly 1.6 gigawatts (GW) of combined solar, wind, and storage capacity.
The deal highlights the intensifying demand for reliable, low-carbon power from technology giants. Meta has committed to supporting its data center growth with renewable energy, joining peers like Microsoft and Google in seeking large-scale solutions. Enbridge’s Allen Capps described the project as “one of the larger utility-scale battery installations supporting U.S. data center operations and growth.”
The involvement of Tesla’s battery technology adds an intriguing layer, linking two of the world’s most prominent tech leaders—Zuckerberg and Musk—in the clean energy transition.
As data centers continue to drive unprecedented electricity load growth across the United States, projects like this one illustrate how hyperscalers are turning to strategic partnerships with traditional energy players and innovative storage solutions to meet both sustainability goals and reliability needs.
SpaceX has decided to stand down from what was supposed to be the first test launch of Starship’s v3 rocket tonight after a minor issue with a hydraulic pin delayed the flight once more.
The company scrubbed its first test flight of the upgraded Starship v3 on May 21 in the final minutes of the countdown. SpaceX CEO Elon Musk quickly took to social media platform X, explaining that a hydraulic pin on the launch tower’s “chopsticks” arm failed to retract properly.
Musk added that the company would fix the issue this evening. SpaceX will attempt another launch tomorrow night at 5:30 p.m. CT, 6:30 p.m. ET, and 3:30 p.m. PT.
The hydraulic pin holding the tower arm in place did not retract.
If that can be fixed tonight, there will be another launch attempt tomorrow at 5:30 CT. https://t.co/DJAdvDYQpH
— Elon Musk (@elonmusk) May 21, 2026
The countdown for Starship Flight 12 — featuring the taller and more capable V3 stack with Booster 19 and Ship 39 — had been progressing smoothly until the late-stage issue surfaced. The Mechazilla tower arm, designed to secure the vehicle on the pad and eventually catch returning boosters, could not complete its retraction sequence.
SpaceX teams immediately began troubleshooting the hydraulic system for an overnight repair.
Starship V3 introduces several significant upgrades over earlier versions. These include greater propellant capacity, more powerful Raptor 3 engines, larger grid fins, enhanced heat shielding, and an improved fuel transfer system.
We covered the changes that were announced just days ago by SpaceX:
SpaceX unveils sweeping Starship V3 upgrades ahead of May 19 launch
The changes are intended to increase payload performance, support higher flight rates, and advance the vehicle toward operational missions, including Starlink deployments, NASA Artemis lunar landings, and future crewed Mars flights. The debut flight from Starbase’s new Launch Pad 2 marked an important milestone in scaling up the fully reusable Starship system.
This stand-down highlights the intricate challenges of preparing the world’s most powerful rocket for flight. Despite extensive pre-launch checks, a single component in the ground support equipment can force a scrub.
The incident aligns with Starship’s proven iterative development approach. Previous test flights have encountered both successes and setbacks, each providing critical data that refines hardware and procedures. Some outlets may call some of these flights “failures,” when in reality, they are all opportunities for SpaceX to learn for the next attempt.
With V3, SpaceX aims to reduce ground-system dependencies and increase launch cadence to meet ambitious long-term goals.
The Tesla Model Y became the first-ever car to reach a legendary Norwegian milestone, surpassing 100,000 new registrations after gaining a reputation as one of the most popular vehicles in the country and the world.
As of May 20, Norwegian authorities have registered 100,224 units of the electric SUV, according to data from local outlet Opplysningsrådet for veitrafikken (OFV).
By population, roughly one in every 29 passenger cars on Norwegian roads is now a Model Y, underscoring its rapid rise as a national favorite.
Since the first deliveries in August 2021, the Model Y has transformed from a newcomer to a staple in Norwegian traffic.
Tesla back on top as Norway’s EV market surges to 98% share in February
Geir Inge Stokke, the Managing Director of OFV, described the achievement as “remarkable,” noting that few single models have gained such traction so quickly. “Tesla Model Y has hit the Norwegian market spot on, and the numbers illustrate how fast the EV market has developed here,” Stokke said.
The Model Y’s success reflects Norway’s aggressive push toward electrification. Nearly nine out of ten units, 87.6 percent, to be exact, are privately registered, with the remaining 12.4 percent on company plates. Owners span the country, from major cities to smaller municipalities, proving it is no longer just an urban or niche vehicle but a true “people’s car.
Who is Buying Tesla Model Ys in Norway?
Typical Model Y drivers are men in their early 40s. The average registered user age is 44, with 83 percent male and 17 percent female. Stokke noted that household usage often extends beyond the primary registrant, broadening the vehicle’s real-world appeal.
Geographically, adoption concentrates in urban centers with strong charging infrastructure. Oslo leads with 16,861 registrations (16.82 percent of the national total), followed by Bergen (7,450), Bærum (4,313), and Trondheim (4,240).
The top five municipalities—Oslo, Bergen, Bærum, Trondheim, and Asker—account for 35,463 units, or about 35 percent of all Model Ys. Yet the vehicle’s presence outside big cities highlights its broad acceptance.
Growth Trajectory and Popularity
Tesla built a lot of sales momentum in a short amount of time. In 2021, registrations closed out at 8,267, but more than doubled to more than 17,000 units in 2022 and more than 23,000 units in 2023. 2025 was the company’s strongest year yet, as Tesla managed to record 27,621 registrations.
Through 2026, Tesla already has 7,036 registrations.
Tesla’s Global Success with the Model Y
Tesla has tasted so much success with the Model Y; it has been the best-selling car in the world three times, it has dominated EV sales in numerous countries, and contributed to a mass adoption of electric vehicles across the planet.
As Stokke emphasized, the Model Y’s journey from newcomer to icon mirrors Norway’s broader success story. With robust incentives that push sales, excellent infrastructure, and consumer eagerness to transition to sustainable powertrains, the country continues setting global benchmarks in sustainable mobility.
The Tesla Model Y stands as a shining example of how quickly change can happen when conditions align.
Zuckerberg’s Meta taps Musk’s Tesla for massive clean energy project
SpaceX reveals reason for Starship v3 stand down, announces next launch date
