While most electric cars have a 8-year or 160.000 km warranty for their batteries, the upcoming Lexus UX 300e raises the bar to new levels.
Offering a 10-year or 1 million km warranty on its battery, Lexus ensures that the UX 300e maintains at least 70 % of its initial battery capacity for a long time, providing peace of mind to its customers.
Let’s see the press release.
First all-electric Lexus draws on 15 years of Lexus leadership in electrification
10-year (or 1 million kilometre) battery warranty to heighten peace of mind amongst UX 300e customers
Intelligently packaged and extremely durable all-electric drivetrain
Leveraging Lexus’ unique experience in building over 1.7 million electrified hybrids since 2005, the new UX 300e embodies the peerless quality and reliability that is a hallmark of the brand. Building on a world-class reputation for battery technology and durability, the first all-electric Lexus benefits in particular from the luxury carmaker’s leadership in battery management systems, power control units and electric motors.
NEWLY DEVELOPED LITHIUM-ION BATTERY
The UX 300e is powered by a newly developed 54.3 kilowatt-hour high-capacity battery which achieves 400 km of range in the NEDC cycle, corresponding to over 300 km target range in the WLTP cycle. Located under the cabin floor and rear seat to ensure a low centre of gravity, the 288-cell lithium-ion battery pack enables the space and practicality expected from an urban crossover.
MAXIMISING BATTERY LIFE AND DURABILITY
For increased control and battery life, sensors monitor the voltage of each battery cell and block, as well as the battery cell temperature. In tandem with the car’s advanced Battery Management System, this results in maximum usable battery cell capacity, and an extended driving range.
For the UX 300e, Lexus developed a battery cell air-cooling system which is safer and lighter than water-cooled systems. With cooled air circulating inside the battery pack, stable battery output can be attained even at high speed and during repeated rapid charging. Working hand in hand with the cabin air conditioning, the system enhances the car’s performance, battery life and charging performance.
Reliability was also to the fore in the development of the battery heating system. Heating elements under each battery module minimise the impact of cold weather on the driving range, ensuring full power is available from the start.
Finally, for a long, trouble-free service life, the battery pack is fitted with rubber seals to protect it from water and dust.
10-YEAR BATTERY WARRANTY
As a measure of the brand’s confidence in its all-electric vehicle technology, Lexus is offering a 10-year (or 1,000,000 km) service warranty on all functional defects of the BEV (Battery Electric Vehicle) main battery and capacity degradation below 70%, provided that the owner respects the regular health checks foreseen in the maintenance program. In addition to the battery warranty, the UX 300e owner will benefit from the 3-year vehicle warranty and 5-year cover (or 100,000 km) on drivetrain defects.
“Our acknowledged leadership in electrification, coupled with this 10-year warranty commitment, brings a new level of reassurance to customers opting for a BEV in this segment,” Pascal Ruch, Head of Lexus Europe
PRECISION-ENGINEERED ELECTRIC VEHICLE TRANSAXLE
An ultra-compact new transaxle, with a 3-shaft layout and reduction gear mechanism to allow high motor speeds, delivers class-leading drivetrain performance and exceedingly low noise levels. For extended component life and super-smooth running, Lexus engineers introduced improvements such as gear tooth surface polishing, a sound-proof cover and an optimised lubrication system.
HIGH-OUTPUT ELECTRIC MOTOR
The UX 300e’s all-new BEV drivetrain includes a high-output 150 kW (204 DIN hp) electric motor/generator driving the front wheels. This lends the car a natural-yet-brisk acceleration character, delivering a top speed of 160 km/h and 0-100 km in a sprightly 7.5 seconds
BUILT TO LEXUS QUALITY STANDARDS
Ensuring the first all-electric Lexus shares the same world-class quality that is a mainstay of every Lexus car, the UX 300e is built alongside electrified hybrid models at Lexus’ award-winning Kyushu plant, with production overseen by its renowned ‘Takumi’ master craftspeople. Famed for their minute attention to detail and exacting standards, the Takumi perfectly embody Lexus’ commitment to quality in every vehicle it builds.
The UX 300e will be introduced to selected markets in Europe by the end of the year.
The 54,3 kWh (355,2 V x 153 Ah) battery is the same that we find in the Toyota C-HR/IZOA EV. It’s actively air-cooled and made with 288 (96s3p) prismatic battery cells from Panasonic, this is enough to give the Lexus UX 300e a WLTP range superior to 300 km (186 miles).
Moreover, the battery weighs 350 kg, which means a gravimetric energy density of 155 Wh/kg. This is a very similar figure to the BMW i3’s 120 Ah battery made with NCM 622 cells from Samsung SDI.
I know that most people prefer a TMS (Thermal Management System) with liquid-cooling, but I have nothing against a TMS that just actively uses air to heat or cool the battery. I like simple things and this kind of TMS has the advantage of requiring less maintenance.
What I would like to know is the usable battery capacity to determine how large the buffer is.
Anyway, considering that the Lexus UX 300e comes with a DC fast charging rate limited to 50 kW via CHAdeMO, Lexus might be betting that fast charging in Europe – where CCS is standard – will be less frequent, allowing themselves to offer a generous battery warranty.
After years of spreading propaganda against electric cars, offering a generous battery warranty might be a smart strategy that helps Toyota regain some lost trust within the EV community. What do you think?
More info:
http://hiedge.co.jp/dm/APB2019.pdf
I don’t think that air cooled batteries are the path to follow.
Active air cooled packs are not very suitable for NCx chemistries in high power scenarios (high performance vehicles / high power DC charging), but can be okay for normal family vehicles with limited power and low charing speeds. Other chemistries, like LF(M)P, can be robust enough that active air cooling may be sufficient in a light duty/modest power scenario.
Zoe has had active air cooling for almost 10 years now and its degradation is very acceptable. This is OK for a 50 KW charge rate.
Pedro, you are clearly provoking me today 😉
If I said, that I am not impressed with the ARCFOX α-T battery pack, then I must also say “What the hell is that?” 54 kWh in premium brand car in 2020? Really? The sadest thing is If you looked at the battery box picture, I assume that it have enough space/volume to get 100 kWh battery inside. ca 80 kWh in lower plate and 20 kWh in upper plate.
Eheheh.
Those are 51 Ah cells likely in PHEV2 format, similar to the cells used by Sion from Sono Motors.
https://sonomotors.com/en/sion/battery/
I don’t think it’s that bad, considering that the Toyota Prius PHEV is still using old 25 Ah PHEV2 cells from Panasonic…
Anyway, this might indicate that the Toyota Prius PHEV is going to get a 18,1 kWh battery soon…
Yes 51Ah cell in VDA-PHEV2 format made by Panasonic is a good guess. Those are ca 456 Wh/l and 205 Wh/kg (values from CATL). Those cells are very robust, they prove that they can perform well even without TMS in VW cars. But their energy desity is lacking behind modern pouch and small cylindrical cells. Also packaging efficiency will be significantly lower due to the air TMS.
So yes, for me the total capacity is bad for this kind of vehicle in 2020. For comparison it has the same nominal battery capacity (54 kWh) as the smallest available battery for Škoda Enyaq which is supposed to be a “low cost” SUV BEV.
By the way there are two desings of PHEV2 cells one for hybrids and one for BEV. For BEVs (1C continuous charge rate) it is now 51-53Ah best available capacity but for hybrids (2C continuous charge rate) it is only 42Ah best capacity. Hybrids from VW/Škoda are actually using 37Ah PHEV2 hybdrid cells.
Pedro, I have a tip for next article. This week was released some info about Škoda Enyaq iV (the counterpart of ID4).
https://www.skoda-storyboard.com/en/innovation/a-glimpse-of-the-skoda-enyaq-iv-rear-wheel-drive-five-levels-of-performance/
This Czech magazine journalist did a good job when asking a good questions to the Škoda presenters.
https://www.idnes.cz/auto/zpravodajstvi/skoda-enyaq-iv-elektromobil-meb.A200505_144445_automoto_fdv
some interesting hints:
1/ Cells will be supplied from LG Chem, Poland. It will be 78 Ah (@ 265 Wh?) models with 1073 g per cell (@ 247 Wh/kg?). (probably the same cells as used in Renault Zoe 50?) Battery will be manufactured along with the car in Mladá Boleslav, Czech Republic.
2/ They confirmed what we expected in the terms of modular battery internal design.
– 55kWh nominal battery will have 8 modules consisting of 24 cells, so it gives 192 cells total, and 96s2p connection?
– 62kWh nominal battery will have 9 modules consisting of 24 cells, so it gives 216 cells, and 108s2p connection?
– 82kWh nominal battery will have 12 modules consisting of 24 cells, so it gives 288 cells, and 96s3p connection?
What do you think?
Thanks for the suggestion. I’ll take a look.
1 million KMS is a lot… An Uber company can easily do this with multiple drivers daily… This can be ideally for then… Any issue it will be under warranty!!
Yeah, it’s just 274 km everyday for 10 years. Easy to achieve for Uber drivers.
It’s very much the question though if they’ll grant this warranty to professional use. My guess is they won’t
But then no one will reach those miles value… Ok someone may do it…but not the majority (99% maybe)
That’s exactly the case, right?
So it’s effectively a 10-year battery warranty, which is 2 years better than my 2013 Fiat, & equal to the eKona now that they removed the lifetime warranty, although it has a 10y/100,000 MILE warranty on the entire vehicle!
I think it was not that great an idea to dump the lifetime warranty, since it’s probably going to last most people over 500,000 km anyway, by which time 99% of people will have sold it.
Dear Pedro, great job in crucial to e-mobility battery technology! Just 3 remarks + questions:
-in a continental climate like CEC batteries need heating as well to deliver – can this be done by active air-thermal management, a mini AC unit?
-you scarcely deal with larger EV-s i.e. buses, although they represent a fair and green urban transport alternative – will you prepare a bus post on the differences in bus battery technology?
-as battery characteristics are decisive in charging – and little known recuperation – can we hope for more on charging technology development and foresight?
Hi Janos.
I don’t see why not. The HVAC unit can be used to cool or heat the battery, the Renault ZOE already does it with its heat pump.
My time is limited, but I’ll try to give more attention to electric buses and commercial vehicles. I agree that they are very important.
Cobalt-free LFMP batteries have better power density than NCM batteries, enough for electric cars be able to charge 80 % of their batteries in 20 minutes.
Thanks for responding so quickly and ‘informatively’.
Buses differ from cars but in what sense? Worth discussing and agreeing. You have such a friendly atmosphere and knowledge sharing followers here 🙂
Regarding battery TMS my concern is whether air is a suitable medium? Am I right to think that in HVAC operation heating is the range killer in Central Europe, as it must go on all the time in mid-winter service in e-buses, while cooling may start later in the morning and work until late afternoon.
How much energy is/might be needed by HVAC of a daily demand? A lot of doors – so up to 30% really? And in case of a heat pump? Any measured data you are aware of? Portugal? Hungary? Norway?
And how much is diverted from the driveline by battery TMS alone?
Regarding charging may I offer the view on differences:
-e-cars need short charging time at high speed – occasionally, maybe up to 100 times a year – not to waste much time at stations compared to ICE cars
-however, (lucky) drivers may charge at home or at their workplace when not making long distances, so they need the above high capacity charging just a few times a year
-e-buses may be charged slowly at night in the depo – but every day of the year – not to waste a lot of money on opportunity charger infrastructure and demand charge
-however, some manufacturers choose smaller battery capacity of expensive 10 k cycle chemistry, high-cost chargers and several quick in-service top-ups / less night sleep
Life long operational expenditure calculations help to choose and optimise.
Then you come with ’battery university in practice’: chemistry choice, high power or high energy, charging characteristics, C values, longevity, etc. – even recuperation, if I may.
I don’t understand what you mean with a lot of doors, since the heat pump has tubes for the cabin and different tubes for the battery. You can keep the battery warm using very little energy, since the volume to heat is relatively small, even if the electric bus cabin gets cool from constant opened doors it doesn’t matter, the battery pack is isolated.
“Our acknowledged leadership in electrification” — LMFAO they have no shame.
😅