BestPal wrote:HOW easy would it be to just do it all in 1 step: Set up your timer to "START at" 12am (your cheapest TOU start time) and Charge to 70% ????
Umm... Wouldn't it be just as easy to set your END time at 8:30 am (or the end of your TOU time if earlier) and your charge to 70%? Obviously what I am suggesting is that it isn't a START time you feel you need, because that alone would not let you do what you want. What you are really wishing for is a charge percentage. Yes, you did also mention that in your original post, but that isn't what the thread title asks for. I agree that it would be good to have a choice of charging percentage, and so do many others. That isn't available in any LEAF model from any year (to date).
BestPal wrote:All can be acheived with an easy software update. Thus my question to you is why don't you understand that we should have that in our ALREADY BUILT IN charging timers?
As dgpcolorado pointed out, this was not something that was arbitrarily removed from existing programming. It is something added to a totally different computer (the one that runs the dash) from the timer implementation in all other LEAF models and years (which is in the computer that runs the Nav and Carwings console). The timers in all models except the S are software/firmware timers implemented by that other computer. That computer is gone from your car, so the timers are gone as well.
Incidentally, while I have the floor, I haven't seen many charging efficiency numbers yet on the 2013, and they could be different from the 2011 and 2012. The 3.3kW charger could also be different from the 6kW charger. But in 2011 and 2012, the net efficiency from wall to battery was about 75% when running at 120v 12A, and about 85% at 240v 16A. The difference was not primarily in the charger itself but in the cooling system, which is stealing electricity from what is coming out of the charger, routing it through the DC/DC converter, and using it at 12v to drive the cooling pump and fan. That usage appears to be at a constant power, regardless of the length or rate of charge. Since a 120v charge takes much longer than a 240v charge, the overhead shows up as much higher when measured against energy transmitted to the battery. I'm not sure, but I think the charger itself was about 90% efficient and the other 5% or 15% was due to the cooling. (The EVSE uses a miniscule amount of power.) That would make sense because 120v 12A charging takes about three times as long as 240v 16A charging.