DougWantsALeaf wrote: ↑
Thu Dec 26, 2019 1:27 pm
I agree with you completely. I think time causes as much degradation as heavy hot usage.
I would say the only consistency is that very cold climates (like Yukon) seems to have slower rates of battery fade.
I am very excited to see how the 40 and 62 kW packs hold up. Additionally if the 2019 40 packs hold up better than the 2018 40 packs.
I just wish Nissan wanted to compete harder in the EV segment. I think we are witnessing a future business school case study in why leadership is critical to a company’s success.
Being part of LAB, the lack of new plug ins from Nissan is rather weird. I think it all boiled down to Nissan corporate strategy of expanding their gasser options was simply too strong for Andy Palmer and Ghosn to overcome. Palmer leaving is when the EV push seemingly kicked into a much lower gear. I think Ghosn just had too much opposition. However...
It seems obvious to me (5 LEAFs to compare makes my job easier than for most) that Nissan is improving yearly. It is the prototypical Japanese way; Slow steady tweaking. Toyota has been doing it for years and it works...for gassers. EVs being a much greater shift in ideology should have innovated faster but Nissan missed that fact. Toyota still hasn't figured it out. Improvements aren't always straightforward however due to the huge variety of driving experiences and need. This issue is complicated by the masses many who claim "just drive it" or "I plug it in as soon as i get home and my batteries are fine" w/o any other details, etc.
All this is simply mixing the "real" message we should be transmitting. Its quite ironic that we early adopters feel we won't be heard until there is a much greater acceptance by the general population but as more come on board, the message has become more confusing than ever. We have several people who make statements that can't possibly be true but each statement, no matter how outlandish, still sucks someone in.
Now, the LEAF is hardly the best EV option out there but then again, all of them have pluses and minuses. Its all about what area you want to compromise. Now we will get a lot of arguments over this by people whose only bullet is quoting MSRP's, but the LEAF on a per mile basis, is one of the cheapest options out there. Bolt is cheap as well but has its own compromises, especially on its QC speed which I am still not quite understanding when it has TMS?? but slow Bolt charging speed in VERY mild winter temperatures is quite extreme as in like 50% of normal speed!
One of the BIG (if not the only) reason for me taking the big financial leap to the E Plus was charging speed. Soon, I will be on my own; free DC charging perks a thing of the past so its all about the cost per mile. This means more stops, shorter driving stints, etc. I will be investigating the viability of simply "driving below the knee" the knee being the point when the current starts dropping increasing my cost per kwh received.
I recently took a trip to test this a bit and got the somewhat expected (with a few surprises both good and bad) results which is simply more proof the E plus pack is a very large step forward from my 2018 40 kwh pack. Other than a 130 mile stretch with no DC charging (this means nearly NOTHING on the L2 side either!) Now The E Plus still has Rapidgate issues albeit not as much as the smaller 40 kwh pack and that should be obvious. Its bigger, has more modules, etc. It also seems to shed heat much better than my 40 kwh did.
Since it was Winter, we have range challenges (I averaged 3.5 miles/kwh for half the trip which is more than .5 kwh worse than normal for clear dry conditions in the low 40's) but speed "might" have been a factor. But Rapidgate/Icegate was what I was looking to quantify.
https://daveinolywa.blogspot.com/2019/1 ... -love.html
2011 SL; 44,598 mi, 87% SOH. 2013 S; 44,840 mi, 91% SOH. 2016 S30; 29,413 mi, 99% SOH. 2018 S; 25,185 mi, SOH 92.23%. 2019 S Plus; 25,047 mi, 92.12% SOH
My Blog; http://daveinolywa.blogspot.com
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