Does Tesla Still Use the 21700 Battery in 2026 Guide

Wondering does Tesla still use the 21700 battery in 2026—or has everything quietly switched to 4680 packs?

You’re not alone.

If you’re comparing Tesla Model 3 and Model Y battery types, thinking about range and degradation, or just trying to understand 2170 vs 4680 before you buy, the battery cell inside your car matters more than most people realize.

Here’s the short version: Yes, Tesla still uses 21700 (2170) batteries in 2026—especially in many Model 3 Long Range, cURL Too many subrequests by single Worker invocation. To configure this limit, refer to https://developers.cloudflare.com/workers/wrangler/configuration/#limits, et cURL Too many subrequests by single Worker invocation. To configure this limit, refer to https://developers.cloudflare.com/workers/wrangler/configuration/#limits cURL Too many subrequests by single Worker invocation. To configure this limit, refer to https://developers.cloudflare.com/workers/wrangler/configuration/#limits cURL Too many subrequests by single Worker invocation. To configure this limit, refer to https://developers.cloudflare.com/workers/wrangler/configuration/#limits et cURL Too many subrequests by single Worker invocation. To configure this limit, refer to https://developers.cloudflare.com/workers/wrangler/configuration/#limits cURL Too many subrequests by single Worker invocation. To configure this limit, refer to https://developers.cloudflare.com/workers/wrangler/configuration/#limits.

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How 2170 Became the Backbone of Model 3 and Model Y

When we scale a platform, we look for a cell that:

Is high‑volume and proven
Works with charge rapide and strong thermal management
Delivers solid range and cycle life for daily use

The 2170 checks those boxes, which is why:

Most Model 3 Long Range and Performance versions use 2170 NCA or NCM cells
Most Model Y Long Range and Performance packs in the US and Europe are still 2170‑based
Suppliers like Panasonic (Nevada) et LG Energy have optimized entire lines around Tesla‑specific 2170 chemistries

Even as newer formats appear, 2170 remains the workhorse cell for the core of Tesla’s lineup.

Where 4680 Fits in Tesla’s Long-Term Roadmap

The next step in Tesla’s roadmap is the 4680 cell – 46 mm diameter, 80 mm height. It’s not just a bigger cylinder; it’s part of a complete structural battery pack concept:

Fewer cells per pack, less complexity
Structural pack that doubles as part of the car’s chassis
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- 4680 cURL Too many subrequests by single Worker invocation. To configure this limit, refer to https://developers.cloudflare.com/workers/wrangler/configuration/#limits
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Which Tesla Models Still Use 21700 Batteries in 2026?

Tesla absolutely still uses 21700 (often called 2170) battery cells in 2026, especially in the bread‑and‑butter Model 3 and Model Y sold in the United States.

Tesla 2170 Battery Cells 2026: Quick Overview

In 2026, you’ll typically find 2170 cylindrical cells in:

La plupart Model 3 Long Range et cURL Too many subrequests by single Worker invocation. To configure this limit, refer to https://developers.cloudflare.com/workers/wrangler/configuration/#limits
La plupart Model Y Long Range et Model Y Performance
Some global variants depending on where the car was built and where it’s sold

Tesla uses 4680 cells where it makes sense (structural packs, new platforms), but 2170 packs are still the volume workhorse.

Model 3: 2170 vs LFP (How to Tell)

Still using 2170 in 2026 (most regions):

Model 3 Long Range (AWD) – usually 2170 NCA/NCM
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Using LFP instead of 2170:

Many Model 3 Rear‑Wheel Drive / Standard Range trims use cURL Too many subrequests by single Worker invocation. To configure this limit, refer to https://developers.cloudflare.com/workers/wrangler/configuration/#limits packs, especially in:
- Le US and Europe, for entry-level Model 3
- China-built Model 3 for global export

How to tell if your Model 3 has 2170 or LFP:

In the Tesla app or on the screen, if Tesla recommends charging to 100% daily, it’s almost always cURL Too many subrequests by single Worker invocation. To configure this limit, refer to https://developers.cloudflare.com/workers/wrangler/configuration/#limits.
If they recommend keeping daily charge around 80–90%, it’s typically a 2170 NCA/NCM cURL Too many subrequests by single Worker invocation. To configure this limit, refer to https://developers.cloudflare.com/workers/wrangler/configuration/#limits.
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- 4680 cURL Too many subrequests by single Worker invocation. To configure this limit, refer to https://developers.cloudflare.com/workers/wrangler/configuration/#limits.
- 2170 cURL Too many subrequests by single Worker invocation. To configure this limit, refer to https://developers.cloudflare.com/workers/wrangler/configuration/#limits.

This split lets Tesla balance supply chain risk, cost, and ramp speed without walking away from proven 2170 production.

Regional Battery Sourcing: US vs China vs Europe

In 2026, battery sourcing is heavily regional:

US-built Teslas
- Model 3/Y: Mix of 2170 NCA/NCM (Panasonic, LG) and cURL Too many subrequests by single Worker invocation. To configure this limit, refer to https://developers.cloudflare.com/workers/wrangler/configuration/#limits (for some SR trims)
- 4680: Mainly from Texas for Cybertruck, some Model Y variants
China-built Teslas
- Heavy use of cURL Too many subrequests by single Worker invocation. To configure this limit, refer to https://developers.cloudflare.com/workers/wrangler/configuration/#limits for Standard Range
- 2170 NCM from LG and others for higher trims
Europe (Berlin)
- 2170 packs for many Model Y trims
- Some LFP and potentially localized chemistries as EU battery rules tighten

How to Check If Your Tesla Has a 2170 Battery

If you’re buying or already own a Tesla and want to know if it’s running 2170 cells, here are practical ways:

On-screen / Tesla app behavior
- Recommended daily limit of 80–90% → usually 2170 NCA/NCM
- Encouraged to charge to 100% often → usually cURL Too many subrequests by single Worker invocation. To configure this limit, refer to https://developers.cloudflare.com/workers/wrangler/configuration/#limits
Vehicle documents and labels
- Look at the battery label in the wheel well/underbody or service documentation for:
  - Pack code (e.g., “BT37,” “BT42,” etc., depending on market and year)
  - Chemistry mention like NCA/NCM (2170) vs LFP
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  - Tension nominale
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4680 cell
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- cURL Too many subrequests by single Worker invocation. To configure this limit, refer to https://developers.cloudflare.com/workers/wrangler/configuration/#limits modules, then modules bolted into a pack
- Pack is mounted to the vehicle body as a separate unit
- Easier to service module-level issues, mature design
4680 packs (structural)
- Cells are bonded directly into a structural battery pack
- The pack itself is part of the car’s frame (floor structure)
- Saves weight and parts, but is more complex to repair and replace

This is a big difference: 4680 is as much a chassis innovation as a battery upgrade.

Thermal Management: 2170 vs 4680

2170
- Uses cooling tubes/plates snaked between rows of cells
- Very proven system with tight temperature control
4680
- Utilise une tabless electrode design for better internal heat spreading
- Cooling is integrated with the structural pack, improving thermal uniformity and allowing harder fast-charging in the long run

Both can handle Supercharging, but 4680 is built to push thermal limits further once production fully matures.

Weight, Packaging Efficiency, and Vehicle Design

2170
- More cells, more busbars, more pack hardware
- Slightly higher “overhead” weight from modules, fasteners, and wiring
- Flexible for many vehicle shapes and sizes
4680
- Fewer cells, simplified pack construction, less internal hardware
- Structural pack can reduce overall vehicle mass and improve rigidity
- Helps with crash performance, handling, and interior packaging

In short, 2170 is efficient; 4680 is optimized for whole-vehicle efficiency.

Dry-Electrode Tech: 4680 vs Legacy 2170

2170 production
- Uses conventional “wet” coating processes
- Well understood, but heavier on energy use, equipment, and floor space
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2170
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4680
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Tesla still leans heavily on 2170 battery cells because the chemistry and pack design are mature, efficient, and proven in real-world use across the U.S. market.

Common Tesla 2170 Chemistries (NCA & NCM)

Most Tesla 2170 battery cells use high‑nickel chemistries for strong range and power:

NCA (Nickel Cobalt Aluminium) – Mainly from Panasonic in Nevada for Model 3 and Model Y:
- High energy density (more miles per kWh)
- Great fast‑charge performance
- Ideal for Long Range and Performance trims
la chimie NCM (Nickel Cobalt Manganèse), – Often from LG Energy Solution in China and Europe:
- Slightly different balance of energy density vs. cycle life
- Good for markets where Tesla wants more supplier diversity and price flexibility

Tesla keeps both NCA and NCM in play so it’s not locked into one supplier or one raw‑material mix, which is huge when nickel and cobalt prices swing.

2170 Cell Counts in Model 3 and Model Y Packs

Exact numbers vary by trim and factory, but for a rough idea:

Model 3 Long Range (2170 pack):
- ~4,400–4,800 cells overall
- Pack capacity in the ~75–82 kWh range (usable is a bit less)
Model Y Long Range (2170 pack):
- ~4,600–5,000 cells overall
- Similar total capacity, tuned for SUV efficiency and weight

These numbers shift slightly as Tesla tweaks cell capacity and pack design, but you’re always dealing with several thousand 2170 cylindrical cells in each pack.

How Tesla 2170 Modules Are Laid Out

Tesla uses a module‑based design for 2170 packs:

The pack is split into several modules (commonly 4 large modules in Model 3/Y Long Range).
Each module contains hundreds of 2170 cells, with cells grouped into parallel and series strings.
Modules are bolted into an aluminum pack case that doubles as a structural piece of the underbody.
A battery management system (BMS) monitors each module for voltage, temperature, and balancing.

This modular setup makes manufacturing and service more flexible than one giant monolithic block.

Safety Features in Tesla 2170 Packs

Tesla 2170 battery packs are built with multiple safety layers around the cells:

Electrical protection
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Fewer pack‑level failures thanks to robust cell‑level fusing and liquid cooling.
The tech is similar in concept to older 18650 packs, which have already proven durable in long‑mile Model S and X fleets. For context on cylindrical cell behavior, you can see how 18650 lithium batteries are evaluated for pros and cons.

Limitations vs larger 4680 cells

2170 packs do have some downsides when you compare them to Tesla 4680:

More parts and complexity – Thousands of small cells and multiple modules mean more welding, busbars, and connectors.
Less structural integration – 2170 packs are usually “bolt‑in” packs, not structural elements, so they offer fewer weight and stiffness benefits for the chassis.
Slightly less upside for future cost cuts – The format is mature, so the biggest manufacturing step‑changes now favor newer designs like 4680.

Where 2170 still wins over 4680 for cost and risk

In 2026, 2170 is still a smart choice in many scenarios:

Lower technology risk – It’s proven at scale, with fewer “teething” issues than early‑run 4680 lines.
Stable supply chain – Multiple suppliers (Panasonic, LG Energy Solution, others) mean competitive pricing and better availability.
Repair and resale confidence – Body shops and independent EV specialists already understand 2170 packs, which helps with insurance, repair quotes, and resale value.

When 4680 may be the better long‑term bet

That said, 4680 can make more sense if:

You prioritize future‑leaning tech and want a structural pack with more potential for Tesla software and hardware upgrades over time.
You value weight reduction and handling in specific trims that benefit from 4680’s structural design.
You’re planning to own the car long enough that next‑gen manufacturing improvements (cost per kWh, energy density) on 4680 may matter more than today’s price gap.

Both formats are solid; 2170 is the safer, proven workhorse, while 4680 is the higher‑upside, still‑maturing option.

Real-World Performance, Range, and Degradation of Tesla 2170 Packs

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Degradation slows after the initial drop, then tapers gradually
Hard use (frequent 0–100% cycles, constant high-speed driving, lots of DC fast charging) can push that loss higher

Age matters too: even low-mileage cars will lose a bit of capacity simply from calendar aging.

Owner Data vs Tesla’s Claims on Longevity

Tesla’s messaging: batteries are designed for hundreds of thousands of miles, often outlasting the car. Owner tracking (TeslaFi, Tessie, forums, fleet data) mostly backs that up:

Many Model 3/Y 2170 packs run 150k–200k+ miles with acceptable range
Degradation curves from owner logs usually show that early drop, then a long flat tail
There are outliers, but widespread early failures are not common in 2170 packs in the U.S.

In short, real-life results are often slightly better than people fear and roughly in line with Tesla’s broad claims.

Tips to Slow Down 2170 Degradation

If you’re buying or already driving a 2170 Tesla, here’s what actually helps:

Daily charging habits
- Keep daily charge limit around 70–80%
- Only use 90–100% for road trips, then drive soon after reaching full
Avoid extreme SoC extremes when possible
- Try not to sit at 0–5% or 95–100% for long periods
Limit fast charging
- Use Superchargers when you need them, but rely on Level 2 at home/work for daily use
Temperature matters
- Park in a garage when possible
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Charging to 100%: LFP vs 2170

LFP packs:
- Tesla actually recommends charging to 100% regularly
- State-of-charge (SoC) calibration is easier at high charge
- Very little extra degradation from topping off
2170 packs (NCA/NCM):
- Best practice is daily limit around 70–90%
- 100% is fine for trips, but don’t leave it sitting full
- This habit alone noticeably slows long-term degradation

If you’re the kind of driver who wants to plug in and forget it, LFP is more forgiving. If you’re okay tweaking your daily charge limit, 2170 gives you more range in the same footprint.

When 2170 Is Still the Sweet Spot vs LFP and 4680

In 2026, 2170 is still the “practical middle ground” for most U.S. drivers:

Better range and performance than LFP Standard Range packs
More mature and widely deployed than 4680, with tons of real-world data
Lower tech risk than early 4680 platforms and simpler to service in many cases

Ideal 2170 use cases:

You drive a mix of city and highway and care about range + performance
You want something proven with clear degradation history
You don’t want to pay a premium or wait around for newer 4680-based trims

What 2170, LFP, and 18650 Mean for Tesla’s Strategy

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Fade-Out vs Budget Workhorse

There are two realistic paths:

Slow fade-out: As 4680 and LFP get cheaper and more mature, Tesla gradually limits 2170 to fewer models and regions, eventually retiring it from new cars but keeping long-term service support.
Budget workhorse: 2170 stays in production for a decade or more as the “safe bet” cell for mass-market EVs, storage projects, and fleets that want known behavior over cutting-edge density.

Given how long 18650 cells have stayed relevant, I lean toward 2170 acting as a budget workhorse well into the 2030s.

Policy, Materials, and Tariffs: The Wild Cards

What really moves the roadmap in the U.S. are external factors:

Tariffs and trade rules can push Tesla to favor cells made in North America vs imports.
Critical material supply (nickel, cobalt, lithium) may tilt the mix toward chemistries that use less scarce metals, even within the 2170 format.
Tax credits and EV incentives can favor certain pack types or local content, which might keep 2170 lines running longer if they’re already compliant.

Bottom line: 2170 isn’t dead. If you’re buying a Tesla in 2026, a 2170 pack is likely to be a well-supported, mainstream, and cost-effective choice for many years, even as 4680 and LFP grab the headlines.

What Using a 2170 Battery Means If You’re Buying in 2026

2170 vs LFP vs 4680: How to Pick in 2026

When you’re speccing a Tesla in 2026, you’re basically choosing between three battery “personalities”:

2170 (NCA/NCM) – Best if you want:
- Strong range and performance
- Faster Supercharging than LFP in most real-world use
- Proven long-term reliability in Model 3 and Model Y
LFP (iron phosphate) – Best if you:
- Care more about cost than max range
- Do lots of daily 100% charging
- Want a pack that’s very tolerant of sitting at full charge
4680 (structural) – Best if you:
- Want the latest Tesla tech and potential future upgrades
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Charge
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Full pack replacement out of warranty is expensive, but still rare.
Expect Tesla and third parties to support 2170 repairs and refurb for a long time, simply because of how many are on U.S. roads.

Always check the specific warranty terms listed on Tesla’s U.S. site or your purchase agreement, as they can vary by model and year.

Used 2170 Tesla: Red Flags and Green Flags

If you’re shopping used, here’s what I’d look for on a 2170-equipped Tesla:

Green Flags

Battery health (via app or third-party tools) still showing high remaining capacity relative to age/mileage.
Normal Supercharging behavior (no severe throttling, no random charge dropouts).
Service history with no repeated high-voltage battery faults.

Red Flags

Noticeable, unexplained range loss vs original EPA rating.
The car frequently fast-charged from low state-of-charge to 100% on road-trip apps with extremely high lifetime DC fast charge count.
High-voltage battery warnings, pack opened or repaired by non-qualified shops.
Signs of flood, major accident, or underbody damage near the pack.

If something feels off with range or charging, assume it will cost you money later.

Second-Life Options for 2170 Packs and Cells

When a Tesla 2170 pack no longer makes sense in a car, it can still be valuable:

Stationary Storage
- Whole modules or cells can be reused for home energy storage or off-grid systems.
- Many DIY builders repurpose 18650 and 2170 EV cells for solar battery banks; the same principles that apply to repurposed 18650 scooter packs carry over to Tesla cells, just at a larger scale.
Projects and Resale
- Individual 2170 cells can be sold to hobbyists for e-bikes, scooters, or backup systems.
- Complete modules often find a second life in commercial or community storage projects.
Recyclage
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For almost everyone in the U.S., it’s smarter to:

Buy individual tested 2170 cells or pre‑built modules from reputable recyclers
Let certified EV dismantlers open full packs and sell safe modules downstream

Recycling options for Tesla 2170 batteries

If cells or packs are damaged, old, or just not worth reusing, don’t sit on them—recycle:

Utilisez authorized EV battery recyclers in your state (many work directly with insurers and salvage yards)
Some local hazardous waste centers accept lithium EV modules or will direct you to a partner
Auto shops that work on EVs often have a recycling pipeline and can take modules off your hands

Never toss 2170 cells in the trash. It’s illegal in many areas and a real fire risk in landfills and trucks.

Second-life storage systems with Tesla 2170 cells

When done right by pros, second‑life Tesla 2170 storage is powerful and cost‑effective:

Rack‑mount or wall‑mount batteries built from tested 2170 modules
Integrated BMS, contactors, fuses, and inverters for whole‑home backup
Systems tied into solar arrays for time‑of‑use savings and resilience during outages

These second‑life systems typically:

Run at 48V or higher for efficiency and lower current
Utilisez screened, capacity‑matched cells to keep packs balanced
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2170 (NCA/NCM):
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4680:
- Still early; long-term degradation data is limited but expected to be similar or better than 2170 NCA

With sane charging habits (AC at home, not running to 0% all the time), 2170 packs hold up very well and don’t look “weak” compared with other types for typical US use.

Will Tesla still support 2170 repairs and parts in 5–10 years?

Yes. 2170 cells are in millions of Model 3 and Model Y vehicles worldwide. Tesla has every incentive to:

Stock 2170 modules and packs for warranty and out-of-warranty service
Keep software support and BMS updates active
Maintain 2170 supply contracts even as 4680 ramps

2170 isn’t going away overnight; it’s too important to Tesla’s fleet and the broader EV supply chain. As with other lithium batteries, you can expect repair and replacement support similar to other long-life products discussed in battery lifecycle guides like this breakdown of combien de temps durent les batteries au lithium.

Are 2170 Teslas cheaper to buy or maintain than 4680 versions?

In most US markets:

Purchase price:
- 2170-equipped trims are often positioned as mainstream options with strong value.
Entretien:
- No major difference vs 4680; both have minimal routine service needs.
Repairs:
- 2170 packs and modules are widely available, which can stabilize repair costs.

Total cost of ownership is driven more by trim, wheel size, and how you charge than by 2170 vs 4680 alone.

Do 2170 batteries charge slower than 4680 in real life?

On a Tesla Supercharger in the US:

2170 packs can already pull very high peak power (250 kW on V3 in ideal conditions).
4680 aims for cURL Too many subrequests by single Worker invocation. To configure this limit, refer to https://developers.cloudflare.com/workers/wrangler/configuration/#limits, cURL Too many subrequests by single Worker invocation. To configure this limit, refer to https://developers.cloudflare.com/workers/wrangler/configuration/#limits.

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Does Tesla Still Use the 21700 Battery in 2026 Guide

Table des matières

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How 2170 Became the Backbone of Model 3 and Model Y

Where 4680 Fits in Tesla’s Long-Term Roadmap

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Which Tesla Models Still Use 21700 Batteries in 2026?

Tesla 2170 Battery Cells 2026: Quick Overview

Model 3: 2170 vs LFP (How to Tell)

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Regional Battery Sourcing: US vs China vs Europe

How to Check If Your Tesla Has a 2170 Battery

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Thermal Management: 2170 vs 4680

Weight, Packaging Efficiency, and Vehicle Design

Dry-Electrode Tech: 4680 vs Legacy 2170

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Common Tesla 2170 Chemistries (NCA & NCM)

2170 Cell Counts in Model 3 and Model Y Packs

How Tesla 2170 Modules Are Laid Out

Safety Features in Tesla 2170 Packs

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Limitations vs larger 4680 cells

Where 2170 still wins over 4680 for cost and risk

When 4680 may be the better long‑term bet

Real-World Performance, Range, and Degradation of Tesla 2170 Packs

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Owner Data vs Tesla’s Claims on Longevity

Tips to Slow Down 2170 Degradation

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Charging to 100%: LFP vs 2170

When 2170 Is Still the Sweet Spot vs LFP and 4680

What 2170, LFP, and 18650 Mean for Tesla’s Strategy

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Fade-Out vs Budget Workhorse

Policy, Materials, and Tariffs: The Wild Cards

What Using a 2170 Battery Means If You’re Buying in 2026

2170 vs LFP vs 4680: How to Pick in 2026

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Used 2170 Tesla: Red Flags and Green Flags

Second-Life Options for 2170 Packs and Cells

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Recycling options for Tesla 2170 batteries

Second-life storage systems with Tesla 2170 cells

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Will Tesla still support 2170 repairs and parts in 5–10 years?

Are 2170 Teslas cheaper to buy or maintain than 4680 versions?

Do 2170 batteries charge slower than 4680 in real life?

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