DougWantsALeaf
Well-known member
A couple of the Nissan dealers in Chicago have an older 25KW Chademo. A bit painful to wait to charge with then, but better than L2.
It's quite possible that using a 10-20kWh DCFC charger will lead to accelerated battery degradation under certain conditions. The Leaf batteries (especially those of 40kWh or less) if driven for extended periods of time above 80 mph can raise core temperatures appreciably. This is especially true if done during periods of high ambient temperatures (>95F). With core temperatures elevated to well into the red zone, plugging into anything above the Level 2 (6.6kW) charger will risk accelerating degradation.Not according to my dealership: they argued with me, that they believe those 20kW fast chargers might have made the battery problems worse? But I'm sure, those battery problems where there already from the start.
Here the thing: I drive as snail, so the battery pack wouldn't overheat at all and I also observed. By charging at max 20kW, the temperature wouldn't increase a lot.It's quite possible that using a 10-20kWh DCFC charger will lead to accelerated battery degradation under certain conditions. The Leaf batteries (especially those of 40kWh or less) if driven for extended periods of time above 80 mph can raise core temperatures appreciably. This is especially true if done during periods of high ambient temperatures (>95F). With core temperatures elevated to well into the red zone, plugging into anything above the Level 2 (6.6kW) charger will risk accelerating degradation.
As well if using DCFC during cold weather, then Lithium plating becomes an issue. I've attached a study performed by the Alaska Center for Energy and Power detailing the Leaf's peculiar cold weather charging characteristics. They suggest only Level 1 or Level 2 charging at essentially any temperature under 49F.
Do you have the link to that video? My son's 2014 LEAF has only been charged with 120V, sits outside - no garage, sometimes at subzero degree F, and at 90,000 miles has an amazingly strong battery. Seems to be the opposite of the Tesla advice.I saw a video recently where the creator of the teslalogger app (who analyzes degradation data from thousands of teslas) said that the worst you can do is to charge at low temperatures with low speed, because the cells then never reach their feelgood temperature. Also the CEO of EV Clinic, a workshop specialized on repairing EVs and EV batteries, says that he sees the worst degradation on cars that were charged primarily on AC.
Seems to be the opposite of the Tesla advice.
Ukraine? I read stories, that owning an EV isn't a good idea there. Russia also attacks the electricity infrastructure.Probably gone to Ukraine. Old Leafs and other EVs have been in high demand recently here in Norway. The cars are being exported to Ukraine. They don't mind about any faults, they fix them up. I have been contacted by three different people that wanted to buy my 2014 Leaf. I am not interested in selling though.
Hmm. This is interesting and not something I've heard before. Our 2014 Leaf still shows 11 bars (same as when we got it), but I have a sense that the range has declined a bit, although this could be the solely related to winter driving conditions. We've never done a QC in our 2.5 years of ownership; we L1 charge at home when necessary but the majority of charging occurs (L2 for free) at my wife's work.The Leaf does a net capacity test every time you quick charge long enough, and this is used as the main calibration point for SOH. It also tries to do polarization and internal resistance calculations when you do hard regen or acceleration, and it subtracts some constant percentage per year off the SOH due to aging. This means that if you never QC the Leaf, it will - depending on the generation and battery - over/underestimate real SOH
Ukraine has been dependant on Russian oil and gas, so there has been an interest in EVs even before the 2022 invasion over there. I don't know how it is to use an EV there under the current situation, but there is a steady stream of secondhand EVs going there from Norway and other countries too. If they couldn't use them, I guess they wouldn't buy them either...Ukraine? I read stories, that owning an EV isn't a good idea there. Russia also attacks the electricity infrastructure.
I think that is correct, but I cannot reconcile it with the observation that the degradation is not seen to increase once the buffer is used up. I'm thinking of the mostly European database of Tesla carsAnd then Tesla does things differently, where they consider the pack at '100%' SOH even if there is significant degradation, because they don't count their buffer capacity as net capacity loss.
I'm sorry to say so: but you are fooling yourself. You can't measure degradation like that, and it's bollocks that you would have only 5% battery degradation with a 2019...This is properly checked on a long trip of 160 miles each year. Always
a summer trip and mostly at 50mph, so near the optimum. Nissan quote
239 miles at 50mph and 20 degC for my 62.5kWh battery.
After 160 miles the BMS said I had used:
68% in 2021 at car age 1.5 years (air temp 21 degC)
72% in 2022 at car age 2.5 years (air temp 18 degC - below optimum)
68% in 2023 at car age 3.5 years (air temp 25 degC)
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