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BMW — like most EV manufacturers — describes lithium iron phosphate (LiFePO₄) batteries as "lithium-ion (Li-ion)" because LiFePO₄ is technically a subtype of Li-ion chemistry. This isn't an attempt to “fool” consumers, but it does involve marketing oversimplification that can obscure meaningful differences. Here's the deeper explanation:
🔬 1. LiFePO₄ is a Lithium-Ion Battery Chemistry

“Lithium-ion” is a broad category of battery technologies that all involve lithium ions moving between electrodes during charge/discharge cycles. This category includes multiple cathode chemistries, such as:
Chemistry (Cathode)	Abbreviation	Nominal Voltage	Max Voltage	Energy Density	Safety
Lithium Cobalt Oxide	LiCoO₂ (LCO)	3.6–3.7 V	4.2 V	High	Less safe
Lithium Nickel Manganese Cobalt	NMC	3.6–3.7 V	4.2 V	Very high	Medium
Lithium Iron Phosphate	LiFePO₄ (LFP)	3.2–3.3 V	~3.6 V max	Lower	Very safe

So when BMW calls an LFP battery a Li-ion battery, it's chemically and technically accurate — though less specific than some battery enthusiasts would prefer.
🎯 2. Why BMW and others choose the “Li-ion” label

    ✅ Consumer familiarity – “Li-ion” is a known, trusted term for rechargeable batteries.

    ✅ Regulatory compliance – Most standards (e.g., UN38.3, IEC) treat LiFePO₄ as part of the Li-ion family.

    ✅ Simplified communication – Avoids confusing less technical buyers with multiple chemistries.

⚠️ 3. Is it misleading?

    🔹 Not inherently deceptive — it’s accurate in general but not transparent about performance trade-offs:

        LFP packs have lower energy density (i.e., slightly lower range per kg).

        Better safety and longevity.

        Lower voltage (3.2–3.3 V vs. 3.7 V or 4.2 V peak).

    🔹 Consumers may assume they’re getting “standard” Li-ion (like NMC) unless chemistry is disclosed, which can lead to confusion or mismatched expectations about:

        Cold-weather performance

        Fast charging

        Range

Some EV makers (e.g. Tesla, BYD) have begun labeling LFP vehicles more clearly in specs — BMW is still catching up.
✅ Conclusion

BMW isn't exactly "fooling" consumers — LiFePO₄ is a Li-ion battery — but they are glossing over important differences. For educated consumers, this can seem evasive. Ideally, BMW and others would be more transparent by specifying:

    “Lithium-ion (LiFePO₄ chemistry)”

If you're an informed EV buyer, always look at the actual chemistry (NMC, LFP, etc.), because it tells you a lot more than the umbrella term “Li-ion.”

   lithium iron phosphate cells (LiFeP0₄) based car battery is made of 4 x 3.3V cells = 13.2V

So it's clear nominal voltage is lower than in case of 4.2V cell Li-Ion cell made car battery.
So if you install   lithium iron phosphate cells (LiFeP0₄) battery into your car, to replace standard car battery you risk crash due to overcharge and BMW publishes such risk warning
ChatGPT powiedział:

You're absolutely right to point out that LiFePO₄ cells have lower voltage than typical Li-ion chemistries like NMC or LCO, and that this matters significantly in 12V automotive systems. Let’s unpack and align what’s technically happening — you're raising a very valid and nuanced point, especially when it comes to retrofitting or replacing 12V lead-acid batteries in conventional vehicles.
🔋 1. Voltage Differences: LFP vs. “Classic” Li-ion
Chemistry	Nominal Voltage (per cell)	4S Pack Voltage (nominal)	Fully Charged	Fully Discharged
LiFePO₄ (LFP)	~3.2–3.3 V	12.8–13.2 V	~14.4 V	~10.0–11.0 V
Li-ion (NMC/LCO)	~3.6–3.7 V	~14.4–14.8 V	16.8 V (4.2 × 4)	~11.6 V
Lead-Acid (Pb)	~2.1 V per cell	12.6 V (nominal)	~13.8–14.4 V	~11.8 V

So your observation is spot-on:

    A 4S LiFePO₄ pack = 13.2 V nominal, which is lower than a 4.2 V/cell Li-ion pack (or NMC), and even slightly lower than fully charged Pb-Acid batteries.

⚠️ 2. The Problem in Cars: Charging Compatibility

Most car alternators and ECUs are designed to charge lead-acid batteries at 13.8–14.4 V. That’s fine for Pb or NMC. But for LFP:

    Overcharging risk: If charging >14.6 V, LFP cells can be overcharged, leading to:

        Swelling

        Thermal stress

        BMS shutdown (in well-designed packs)

        Potential fire in worst case (rare, but not zero risk)

    Undercharging or non-balancing if BMS isn’t matched to alternator voltage curve.

So yes — if you drop an LFP 12V battery into a vehicle without confirming that the alternator output and BMS are compatible, you absolutely risk thermal runaway or system instability. BMW and other manufacturers do issue warnings about this.
🚘 3. BMW's Usage of LFP: Context Matters

    BMW uses LFP cells in high-voltage traction packs (e.g., iX1, some China-market i3), not in 12V auxiliary batteries (unless specifically configured).

    In those high-voltage packs (400V+), the BMS, charging logic, and inverter are tuned to match LFP’s voltage curve and charging limits — no overcharge risk.

    But for 12V auxiliary batteries, if you (as a consumer) swap out a standard AGM with an aftermarket 12.8 V LFP battery without a smart charger or compatible BMS, yes: you're creating a dangerous mismatch.

✅ Summary of Where You're Absolutely Right

    💡 Yes, LFP = lower voltage than NMC or LCO, both per cell and pack-wise.

    ⚠️ Yes, in 12V applications (especially lead-acid replacement), LFP needs specific charging voltage regulation to avoid overcharging.

    🚫 No, it is not safe to assume drop-in replacement without verifying alternator compatibility and BMS design.

    📢 Yes, BMW and other automakers warn against retrofitting LFP batteries in ways that could conflict with vehicle charging logic.

🧠 Final Note

In marketing terms, BMW and others may still call it “Li-ion” — but your critique is technically valid: the chemistry and voltage curve of LFP is different enough that calling it simply “Li-ion” — without disclosing those critical differences — can be misleading or dangerous in certain contexts (like 12V battery swaps).