My question is whether EVs can switch to a different battery chemistry later on.
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Installing an aftermarket battery is challenging and unlikely to occur frequently, with the possible exception of a few high-volume vehicles for which a specialized kit is made.
It would not be all that difficult to accomplish that using a different battery chemistry than it would be with the same chemistry.
One of the problems is integrating the new battery management system with the vehicle control systems while also addressing mechanical and thermal integration.
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It’s actually possible because Tesla provides LFP replacement for their older SR battery packs, which include NMC chemistry.
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Are you aware that LFP batteries have a 6000-cycle lifetime of 70% capacity? A model Y RWD 58kWh pack, with 350km of useful range, will have 2.1 million km of lifetime based on that promise. Even if it is half of that, it will still outlive your car with ease.
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Sodium ion is less likely to be a superior choice for vehicles compared to lithium-based options simply due to their lower charge density and longer charge times.
In my opinion, sodium-based batteries will revolutionize home solar in that they will finally allow for cost-efficient storage of energy for use in peak times, where volume and weight are not serious considerations in the majority of cases, but vehicles have to balance these factors with cost.
Sodium batteries have been researched since the 90s and they’ve always been held back from serious use in vehicles because of sodium’s base chemical properties.
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It is similar to me replacing the engine of a car that runs on fuel. Most cars in the country retain their original engine and battery until they are completely scrapped.
Early-wearing engines and batteries are usually replaced with similar models. Some car enthusiasts even decided to improve their cars, and occasionally third-party manufacturers offer kits to make the procedure simpler.
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I wouldn’t bother myself worrying in the slightest about battery replacements. Realistically modern batteries should be good for 300-400k miles without too much hassle.
Do you worry about what engine you may swap into your car when your engine blows in 20 years? I believe the automatic answer is no
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It is actually possible because they can just depend on if you are willing to take the risk. It is not going to be as stable though.
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In essence, you would want a manufacturer who continued to produce the same vehicle but partially upgraded the battery. Teslas, BMW i3, Nissan Leaf, and Bolt are just a few examples. These are cases of people updating older model years by installing better batteries from more recent models in each of them.
But in your case, you are out of luck and will have to depend on some unidentified third party if the manufacturer fails to produce the battery with all the necessary connections. That won’t be probable until the vehicle is extremely popular.
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LFP is no secret a fantastic battery and of course safe; doesn’t mind constantly being charged to capacity. Compared to being “stuck” with an NMC battery, I would much rather have it.
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Switching from LFP (Lithium Iron Phosphate) batteries to sodium-ion batteries in existing EVs isn’t straightforward. This is because the two battery types have different chemistries, which means they have different voltage ranges, energy densities, and thermal management requirements.
This makes them not directly interchangeable without significant modifications to the vehicle’s battery management system (BMS) and possibly other components.