bowthom
Well-known member
Our First EVenture,
Decided to drive our leaf down to Eugene. My wife had a conference to attend at the River Valley Inn and I set up a meeting with U of O staff. Charged to 100% right before we departed. It’s 90 miles to the Browsville exit from my house, all freeways. I wasn’t willing to risk it so I planned a lunch stop at the Wild Pear in Salem. I drove 58 mph slipstreaming a semi most of the way and averaged 4.4 m/kWh on the dash display (CW reported 5.07). We parked at the Salem convention center (free) and plugged into the blink EVSE on the lower level. I was a little concerned that my blink RFID card would not work because for some reason it had curled into a U shape. Much to my relief it worked although I figured we could have walked the 10 blocks from Walgreens if it did not. The food was great and we picked up 1.5 hours of L2 which added the extra cushion I wanted. Taking the 99E exit and following that to the restaurant and south back out to I5 added no extra miles to the trip. CW = 49.7 miles @ 9.8 kWh.
Picture removed - Photobucket sucks
Drove the second leg much like the first slipstreaming semi’s @ 59 mph the entire way to Brownsville. CW = 38.5 miles & 7.7 kWh. My dash average read 4.5 m/kWh but CW reports 5.0 m/kWh. The AV DC-QC was easy to find and operate which was good cuz’ it was our first fast charge experience (actually Lynn did the honors). Leaf was showing 9 bars when I stopped it because it had gained 1 bar of battery temp (now showing 6). That was plenty to get the rest of the way to Eugene. As always when I charge out in public, passer by folks just have to ask about the car / charging / range / cost. I am happy to promote EV’s whenever asked.
Picture removed - Photobucket sucks
Drove the last leg slipstreaming again @ 59 mph, 26 miles @ 5.1 kWh. This left plenty of range for my gallivanting around Eugene the next day. We had a nice dinner at the Inn and got back to our room just in time for Grimm.
Picture removed - Photobucket sucks
After partaking of the best continental breakfast layout we have seen in a long time Lynn headed off to her conference and I made calls to U of O. I check on the car when I left for my meeting and the battery had cooled to 5 bars. I looked around for a place to plug in if need be but the only AC I can find is right at the entrance. Eugene is sure a pretty town and the campus is gorgeous. It would have been nice if the guy I was meeting would have shown up. That's musicians for ya, a group I am also a member of. With time to kill now I drove up to the AV DC-QC at the Springfield exit and charged to 10 bars. Picked up that 6th battery temp bar again. I drove to Fred Meyer to get some lunch and charged to 11 bars while I was there. I ended up going back to the Inn and reading in the lobby until Lynn got out at 4:00.
Picture removed - Photobucket sucks
As soon as Lynn walked out we jumped in the Leaf and started home. First leg 25.8 miles @ 6 kWh cuz’ we used just a tad of CC to cool the car and I didn’t get behind any semi’s. Once again to the AV DC-QC at Brownsville and this time we charged to 100%, which took 40 minutes from 59% (7 bars). The last bit takes just as long as L2. I could see the input was less than 1W / second. Still at 6 battery temp bars.
Picture removed - Photobucket sucks
On this the longest leg I do all slipstreaming. I got behind a semi doing 60 mph and stayed there all the way to Willsonville. I knew we’d need that 10 mile boost again to get home so we stopped at Fred Meyer to pick up supplies for our mothers day picnic on Sunday. One Blink EVSE would not work but the other one did. We sort of hung out a while and ran into an old friend and her husband. Although I hadn’t seen them for many years we still exchange X-mas cards so that was serendipity. CW = 66.2 miles @ 12.5 kWh. I was trying to maintain a 4.4 m/kWh average on the dash (CW of course reports 5.3 m/kWh).
Checked on the car via my iPhone and after an hour it had only gained 2 miles of range. I went out and turned it on and the dash showed a gain of 10. That’s the second time the iPhone app reported something different than what the dash showed. With 32 miles on the GOM / prognosticator and 4 batt bars, we headed for the barn. I slipstreamed as much as I could on I5 and 205 and made it home with a LBW at 1 bar and 3 miles on the GOM. CW = 22 miles @ 4.7 kWh. When I turned it back on to move it to the charger the GOM showed “---.”
Picture removed - Photobucket sucks
Charging to 80% that evening took 16.791 kWh
80% to 100% takes ~ 4.9 kWh netting battery capacity of 21.591 kWh to LBW.
Charging on the AV DC-QC the readout showed 26% to 87% took 13.382 = batt cap of 21.94 kWh.
AV DC-QC readout the second time showed 58% to 100% took 9.579 kWh. = battery cap of 22.807 kWh.
Total trip stats via CW:
Friday = 114.3 miles @ 22.6 kWh
Saturday = 135.0 miles @ 28.6 kWh
My records show 58.217 wall to wheels. So that’s 87.9% charger efficiency for the trip.
P.S.
The next morning the battery temp was still at 6 bars and it was 50* during the night.
I sure wish Nissan would get it together on this battery / range / GOM. CW showed 66.2 miles @ 12.5 kWh consumed but I was down to 2 bars and 18 miles GOM. Since I started at 100% and only used 12.5 kWH it would suggest there are 8.5 more kWh available but that is just not the case. Even after charging at Fred Meyer for an hour 32 miles of GOM disappeared in just 22 miles (maintaining 5.0 ave.) and CW reported 4.7 kWH used. I clearly could not have gone much further.
Decided to drive our leaf down to Eugene. My wife had a conference to attend at the River Valley Inn and I set up a meeting with U of O staff. Charged to 100% right before we departed. It’s 90 miles to the Browsville exit from my house, all freeways. I wasn’t willing to risk it so I planned a lunch stop at the Wild Pear in Salem. I drove 58 mph slipstreaming a semi most of the way and averaged 4.4 m/kWh on the dash display (CW reported 5.07). We parked at the Salem convention center (free) and plugged into the blink EVSE on the lower level. I was a little concerned that my blink RFID card would not work because for some reason it had curled into a U shape. Much to my relief it worked although I figured we could have walked the 10 blocks from Walgreens if it did not. The food was great and we picked up 1.5 hours of L2 which added the extra cushion I wanted. Taking the 99E exit and following that to the restaurant and south back out to I5 added no extra miles to the trip. CW = 49.7 miles @ 9.8 kWh.
Picture removed - Photobucket sucks
Drove the second leg much like the first slipstreaming semi’s @ 59 mph the entire way to Brownsville. CW = 38.5 miles & 7.7 kWh. My dash average read 4.5 m/kWh but CW reports 5.0 m/kWh. The AV DC-QC was easy to find and operate which was good cuz’ it was our first fast charge experience (actually Lynn did the honors). Leaf was showing 9 bars when I stopped it because it had gained 1 bar of battery temp (now showing 6). That was plenty to get the rest of the way to Eugene. As always when I charge out in public, passer by folks just have to ask about the car / charging / range / cost. I am happy to promote EV’s whenever asked.
Picture removed - Photobucket sucks
Drove the last leg slipstreaming again @ 59 mph, 26 miles @ 5.1 kWh. This left plenty of range for my gallivanting around Eugene the next day. We had a nice dinner at the Inn and got back to our room just in time for Grimm.
Picture removed - Photobucket sucks
After partaking of the best continental breakfast layout we have seen in a long time Lynn headed off to her conference and I made calls to U of O. I check on the car when I left for my meeting and the battery had cooled to 5 bars. I looked around for a place to plug in if need be but the only AC I can find is right at the entrance. Eugene is sure a pretty town and the campus is gorgeous. It would have been nice if the guy I was meeting would have shown up. That's musicians for ya, a group I am also a member of. With time to kill now I drove up to the AV DC-QC at the Springfield exit and charged to 10 bars. Picked up that 6th battery temp bar again. I drove to Fred Meyer to get some lunch and charged to 11 bars while I was there. I ended up going back to the Inn and reading in the lobby until Lynn got out at 4:00.
Picture removed - Photobucket sucks
As soon as Lynn walked out we jumped in the Leaf and started home. First leg 25.8 miles @ 6 kWh cuz’ we used just a tad of CC to cool the car and I didn’t get behind any semi’s. Once again to the AV DC-QC at Brownsville and this time we charged to 100%, which took 40 minutes from 59% (7 bars). The last bit takes just as long as L2. I could see the input was less than 1W / second. Still at 6 battery temp bars.
Picture removed - Photobucket sucks
On this the longest leg I do all slipstreaming. I got behind a semi doing 60 mph and stayed there all the way to Willsonville. I knew we’d need that 10 mile boost again to get home so we stopped at Fred Meyer to pick up supplies for our mothers day picnic on Sunday. One Blink EVSE would not work but the other one did. We sort of hung out a while and ran into an old friend and her husband. Although I hadn’t seen them for many years we still exchange X-mas cards so that was serendipity. CW = 66.2 miles @ 12.5 kWh. I was trying to maintain a 4.4 m/kWh average on the dash (CW of course reports 5.3 m/kWh).
Checked on the car via my iPhone and after an hour it had only gained 2 miles of range. I went out and turned it on and the dash showed a gain of 10. That’s the second time the iPhone app reported something different than what the dash showed. With 32 miles on the GOM / prognosticator and 4 batt bars, we headed for the barn. I slipstreamed as much as I could on I5 and 205 and made it home with a LBW at 1 bar and 3 miles on the GOM. CW = 22 miles @ 4.7 kWh. When I turned it back on to move it to the charger the GOM showed “---.”
Picture removed - Photobucket sucks
Charging to 80% that evening took 16.791 kWh
80% to 100% takes ~ 4.9 kWh netting battery capacity of 21.591 kWh to LBW.
Charging on the AV DC-QC the readout showed 26% to 87% took 13.382 = batt cap of 21.94 kWh.
AV DC-QC readout the second time showed 58% to 100% took 9.579 kWh. = battery cap of 22.807 kWh.
Total trip stats via CW:
Friday = 114.3 miles @ 22.6 kWh
Saturday = 135.0 miles @ 28.6 kWh
My records show 58.217 wall to wheels. So that’s 87.9% charger efficiency for the trip.
P.S.
The next morning the battery temp was still at 6 bars and it was 50* during the night.
I sure wish Nissan would get it together on this battery / range / GOM. CW showed 66.2 miles @ 12.5 kWh consumed but I was down to 2 bars and 18 miles GOM. Since I started at 100% and only used 12.5 kWH it would suggest there are 8.5 more kWh available but that is just not the case. Even after charging at Fred Meyer for an hour 32 miles of GOM disappeared in just 22 miles (maintaining 5.0 ave.) and CW reported 4.7 kWH used. I clearly could not have gone much further.
