What's needed here is for the car to use its battery pack temp to allow or postpone charging, as needed. This would have to have an override button, but that isn't a big deal either...
Well, if you want to talk anecdotes, I also have a friend who also charges to 100%, keeps the car in a cooler area, has fewer miles, and has a lower Ah reading than I do.leafedbehind said:I have but two anecdotal data points, but here it is. I have religiously babied the battery and only charged to 80% most days, except when a long trip is planned, in which case I make sure to start the drive within a couple hours of completing the charge. I have a friend who lives in the same area, who has had his car 6 months longer and has driven 7000 more miles. He charges to 100% always. He has not lost a capacity bar, and I just lost one last month. So, yes, basically a lot of fiddling for nothing.
There are some things that are certain about lithium batteries and that is:cgaydos said:Studies we've seen of similar, but not identical, battery chemistries have suggested that more frequent shallow cycles are better for battery longevity than fewer deep cycles. This is not conclusive for the LEAF battery but it's worth noting because if the LEAF battery were the reverse that would be surprising.
BrockWI said:Not that we can know when this happens but are we better off running from 100% to 30% or 80% to 10%?
Yeah. There were previously choices for 80 and 100% (easiest on the '13) and during the whole Phoenix battery degradation debacle (and likely numerous other times), people have asked Nissan for more charge % choices. Andy Palmer and the other Nissan guy at the Phoenix meeting heard the request...theds said:I live on top of a hill and I'd like to leave some room for regen charging going down hill. I couldn't figure out a way to stop charging at 80% or 90% on my 2014 SV. Nissan really should add this option.
Unfortunately, most of that simply isn't true.ERG4ALL said:The problem was that as the car approached 100% charge, it was heating the battery which could be a problem in some climates. The new version charges that last percent or two at a much slower (and perhaps modified amperage) rate, which gives the battery time to dissipate the heat. I've noticed this for a fact that the 2014 will charge much quicker than the 2011 due to the 6.6kW charger than the old 3.3kW charger FOR THE LOWER PART OF THE CHARGE. However, the old one seemed to apply that last bit of charge much faster than the new charger. Several times I have gotten into the new LEAF while the wall unit indicates the car is still charging. And yet, the dash displays that the car is charged to 100%. Our Aerovironment charger blinks, indicating that the charge is being applied intermittently, when it is adding the last bit of charge.
cwerdna said:Yeah. There were previously choices for 80 and 100% (easiest on the '13) and during the whole Phoenix battery degradation debacle (and likely numerous other times), people have asked Nissan for more charge % choices. Andy Palmer and the other Nissan guy at the Phoenix meeting heard the request...theds said:I live on top of a hill and I'd like to leave some room for regen charging going down hill. I couldn't figure out a way to stop charging at 80% or 90% on my 2014 SV. Nissan really should add this option.
Instead, they removed it on the '14 :roll:, for reasons already discussed earlier.
theds said:I really should've gone with a '13. Didn't think Nissan would be so dumb to remove a feature.
TomT said:It's called scamming the EPA (and the consumer)...
It isn't precise, but a workaround for this problem is to set the end-time-only timer for your charge to finish after you plan to leave. Since charging stops early — at a time that varies somewhat depending on what the starting charge is and whether or not the climate control timer is set — you will need to experiment a bit to get the SOC about where you want it. But you can manage to leave home with less than a "full tank" pretty easily this way.theds said:I live on top of a hill and I'd like to leave some room for regen charging going down hill. I couldn't figure out a way to stop charging at 80% or 90% on my 2014 SV. Nissan really should add this option.
leafedbehind said:Well I suppose, although I think the EPA is partly responsible here, in their attempt to whittle down range to a single number.TomT said:It's called scamming the EPA (and the consumer)...
dgpcolorado said:It isn't precise, but a workaround for this problem is to set the end-time-only timer for your charge to finish after you plan to leave. Since charging stops early — at a time that varies somewhat depending on what the starting charge is and whether or not the climate control timer is set — you will need to experiment a bit to get the SOC about where you want it. But you can manage to leave home with less than a "full tank" pretty easily this way.theds said:I live on top of a hill and I'd like to leave some room for regen charging going down hill. I couldn't figure out a way to stop charging at 80% or 90% on my 2014 SV. Nissan really should add this option.
For example: if your charge tends to finish about 35 minutes early and you want to leave at 7 AM, you might set the charge end time at 8 AM. Or 8:10 AM. Whatever works.
FWIW, just in case you haven't tried it already. I mention it because some people get locked-in to the idea of start time charging and don't think about how useful end-time-only charging can be.
And the year before, they announced we'd be able to purchase a new battery so we wouldn't have to scrap the car. I don't think that these issues are being solved by making announcements.ERG4ALL said:...they announced a more heat tolerant battery was to be released this April. Then, they created another layer of warranty that would replace the battery if it lost more than 25% of its capacity before 60.000 miles. I can't imagine that they would ask for another problem by eliminating the 80% charge if it were deleterious to the battery.
Er, well, if they had a temperature sensor inside the battery (they do), they would know if slowing down the charge was important. Meaning, no slowing down needed in the cold country. Those folks actually would like the battery to warm up before they headed out.ERG4ALL said:The problem was that as the car approached 100% charge, it was heating the battery which could be a problem in some climates. The new version charges that last percent or two at a much slower (and perhaps modified amperage) rate, which gives the battery time to dissipate the heat.
It is more of a bother, but there is a solution for that problem too: You need to determine about how much charge you need and set the start and end times for that window. You could do it by empirical observation and iteration, or by calculation. If your commute tends to be the same you could have one timer just set to that time window. If it varies you might need to change the timer daily depending on how many SOC% you need. If your commute is short, being off by ten or twenty percent might not make much difference and you can just keep the SOC somewhere in the middle of the range. [I do this, although I don't have a commute in the usual sense of the term. I charge depending on how much I need later that day or the next (usually for an hour and ten minutes at midday to use my solar generation directly). So it can be done.]theds said:The only problem is that I don't usually leave before the “off peak" ends.
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