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Where are the 2018's?
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Leaf Spy Disabling Dropbox
by Paul67 (Posted Sat, 03 Feb 2018 17:48:25 GMT+7)
Ah, I see this is a known issue, fixed in latest test version.
Link to subscribe to test version of latest app:
viewtopic.php?f=44&t=14285&start=1690#p512262
Link mentioning Dropbox getting disabled:
viewtopic.php?f=44&t=14285&start=1710#p515215
Google is my friend![:-)]( "Smile")
Ah, I see this is a known issue, fixed in latest test version.
Link to subscribe to test version of latest app:
viewtopic.php?f=44&t=14285&start=1690#p512262
Link mentioning Dropbox getting disabled:
viewtopic.php?f=44&t=14285&start=1710#p515215
Google is my friend
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Hello from ChargePoint!
by TeamChargePoint (Posted Sat, 03 Feb 2018 18:29:50 GMT+7)
What makes people 6X more likely to drive electric? Access to EV charging at work.
60% of workplace drivers surveyed at a Fortune 500 company said they are likely to switch to EVs if workplace charging becomes available. – ChargePoint survey data.
Here’s how employers can make it happen - our 6 tips to bring EV charging to your workplace: http://bit.ly/2DVaJED
![Image]()
What makes people 6X more likely to drive electric? Access to EV charging at work.
60% of workplace drivers surveyed at a Fortune 500 company said they are likely to switch to EVs if workplace charging becomes available. – ChargePoint survey data.
Here’s how employers can make it happen - our 6 tips to bring EV charging to your workplace: http://bit.ly/2DVaJED
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Let's fix the LEAF acronym for Nissan!
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New Alexa NissanConnect EV skill is out!
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one year in....
by mrp10000 (Posted Sat, 03 Feb 2018 20:27:56 GMT+7)
and in the year since I've owned my LEAF, that is what I've feared (reported SOh normally increases slightly)...but as long as I can keep 60ish miles as a known range for my driving needs, I'm ok with 11 or even 10 bars of range. I fear that I'm pretty close to losing a bar based on what I'm currently observing. Currently, I'm driving 35 miles round trip daily, and don't see this changing any time soon. Given my current driving needs, I see the car meeting my needs well into the future.
RegGuheert wrote:Thanks for the detailed report and congratulations on becoming a 2-EV family!Not likely. In the LEAF, reported SOH normally increases (slightly) with colder temperatures. But your driving range *will* increase as it warms up, regardless of what the car says about SOH.mrp10000 wrote:...I'm wondering if my SOH will increase this spring with warmer temps.
and in the year since I've owned my LEAF, that is what I've feared (reported SOh normally increases slightly)...but as long as I can keep 60ish miles as a known range for my driving needs, I'm ok with 11 or even 10 bars of range. I fear that I'm pretty close to losing a bar based on what I'm currently observing. Currently, I'm driving 35 miles round trip daily, and don't see this changing any time soon. Given my current driving needs, I see the car meeting my needs well into the future.
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Good Will Program over--Lost 4th bar 10 days after warranty expired, Nissan: 'too bad'
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60 miles daily roundtrip all year long
by IssacZachary (Posted Sat, 03 Feb 2018 22:14:46 GMT+7)
Unless he finds one with a newer battery.
If he keeps a steady speed without needing to slow down for turns it sounds like 10kW of regen would work with that kind of elevation change and car speed.
LeftieBiker wrote:Longer term, your climate is going to dictate whether you can continue to do that commute as battery degradation rate is almost entirely dictated by how hot your summers are (provided you don't otherwise do abusive charging cycles).
Assuming that he gets a 4/2013 or later build. Earlier Leafs will degrade from time alone.
Unless he finds one with a newer battery.
RegGuheert wrote:That profile really is quite ideal if you are charging at work IF THE REGEN IS WORKING. The reason is that you will deplete the battery significantly before you start downhill. You probably want AT LEAST 20 kW of regen available, if you have more available, like maybe 30 kW, then you can do more than hold your speed on the downhills: you can slow the car for the turns, too.Costy wrote:Someone asked me about the elevation. At home I have about 2200 feet, on top of the mountain I have 3220 feet and at work only 1100 feet.
From the top of the mountain to work I go downhill about 95% of the time and from top to home I go downhill 100%. The average speed is about 35-40 miles.
If he keeps a steady speed without needing to slow down for turns it sounds like 10kW of regen would work with that kind of elevation change and car speed.
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End of Lease Strategies?
by AlanSqB (Posted Sat, 03 Feb 2018 22:20:32 GMT+7)
I picked up a Honda Clarity PHEV today. Super nice car. It will hold me over until Tesla quality improves or until other mfrs catch up to them.
The LEAF will go back in two weeks. Congrats to whoever in Norway ends up with it. It was a fun ride and a good car.
I picked up a Honda Clarity PHEV today. Super nice car. It will hold me over until Tesla quality improves or until other mfrs catch up to them.
The LEAF will go back in two weeks. Congrats to whoever in Norway ends up with it. It was a fun ride and a good car.
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60 miles daily roundtrip all year long
by RegGuheert (Posted Sat, 03 Feb 2018 23:12:56 GMT+7)
Based on this...IssacZachary wrote:If he keeps a steady speed without needing to slow down for turns it sounds like 10kW of regen would work with that kind of elevation change and car speed.
...it sounds like he will have to slow down for curves. On the mountain we live near, you need more than 20 kW to hold your speed in the LEAF, but our MY2011 with three capacity bars gone gives us NONE in the wintertime, even after driving 10 miles and then climbing the other side for two miles. Coming home after driving another 25 miles, there is still no more than about 6 kW. If there were curves, it would be much worse since the brakes would be a safety requirement. As it is, they are needed only to avoid the police.Costy wrote:I live in a mountain area so there is no highway, only curvy roads and in the winter the temps can go down as low as 0 Fahrenheit but not very often. The average temp in winter is 30 to 20 Fahrenheit.
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2016-2017 model year 30 kWh bar losers and capacity losses
by happyfunball (Posted Sat, 03 Feb 2018 23:16:46 GMT+7)
What did you learn?
Maggie wrote:Thank you for the replies. I am going in for the service 1/24 and then I will post what I learn--I plan on staying at the dealer while they do the testing. Our 30 kWh battery Ahr is now 45.76. Just barely making each leg of our daily commute, so until that 9th bar drops it going to be a challenge.
What did you learn?
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Solar Impulse - Flying Around the World Powered Only by PV
by cwerdna (Posted Sun, 04 Feb 2018 01:29:10 GMT+7)
I finally finished the Nova ep. It was very good. I didn't realize they had such big challenges of needing to find a window of clear weather each time as well as issues of not enough hours of sunlight.
I do wish they did focus a bit more on what was inside the cockpit, about the toilet, food and the pilots' routine beyond the 20 minute cat naps (which seems nutty).
I forgot to mention that on the night I saw Solar Impulse 2 land at Moffett Field (well, we were on a road outside the base), I happened to bump into surfingslovak there. Was very strange that we'd both be there on the same road to watch the landing. Neither of us knew the other would be there.
I finally finished the Nova ep. It was very good. I didn't realize they had such big challenges of needing to find a window of clear weather each time as well as issues of not enough hours of sunlight.
I do wish they did focus a bit more on what was inside the cockpit, about the toilet, food and the pilots' routine beyond the 20 minute cat naps (which seems nutty).
I forgot to mention that on the night I saw Solar Impulse 2 land at Moffett Field (well, we were on a road outside the base), I happened to bump into surfingslovak there. Was very strange that we'd both be there on the same road to watch the landing. Neither of us knew the other would be there.
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Good Will Program over--Lost 4th bar 10 days after warranty expired, Nissan: 'too bad'
by SageBrush (Posted Sun, 04 Feb 2018 07:32:22 GMT+7)
BS
I see you have added "idiot playing internet lawyer" to your troll duties.
edatoakrun wrote:In fact, all evidence suggests most all 2011-12 LEAFs were delivered with defective batteries, in that they had less than 24 kWh total capacity on delivery, and all of those LEAF owners were entitled to significant compensation.
BS
I see you have added "idiot playing internet lawyer" to your troll duties.
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What kind of range can I expect from this LEAF?
by DaveinOlyWA (Posted Sun, 04 Feb 2018 08:42:48 GMT+7)
My Cousin moved from MI to TX FIVE years ago and found out here baseboard heaters were not hooked up a few weeks ago when it dipped into the teens. She lives about 100 miles from Mexico...
Reddy wrote:Thanks Leftie for helping there. yes, I meant what I wrote. Since the OP has “303” in his name, the linked car is in CO, and the car was tested in freezing temps, I thought it appropriate to cite REAL world WINTER temperatures as the WORST case. You (Leftie) obviously understand because you’re located in NY, but Stanton (located in Plano, TX) obviously doesn’t know what COLD really is. BTW, when I moved from WA to Denton, TX, it took me THREE winters to finally turn on the house heater, so don’t tell me that your “blue northers” are “cold”. So yes, 20 mi range is possible to the uninitiated, especially when cold-soaked over many days/nights at zero.LeftieBiker wrote:That's incredibly pessimistic! So much so that I have to provide a counter.
My 4BL Leaf (this car is on it's way to 2BL) didn't even perform that poorly.
You do understand what "worst case" means, right? If we told people that because we get great range per bar then they will too, we wouldn't be helping them.
My Cousin moved from MI to TX FIVE years ago and found out here baseboard heaters were not hooked up a few weeks ago when it dipped into the teens. She lives about 100 miles from Mexico...
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Leaf Spy Disabling Dropbox
by DaveinOlyWA (Posted Sun, 04 Feb 2018 09:22:25 GMT+7)
I downloaded the test version after realizing I wasn't syncing either (after about 5 months!) but my primary LEAF Spy phone (galaxy 4) still isn't syncing but my primary uhhh... "phone phone" Pixel XL2 is working fine. Problem is I rarely use LEAF Spy on the Pixel since I have NAV on nearly all the time...
I downloaded the test version after realizing I wasn't syncing either (after about 5 months!) but my primary LEAF Spy phone (galaxy 4) still isn't syncing but my primary uhhh... "phone phone" Pixel XL2 is working fine. Problem is I rarely use LEAF Spy on the Pixel since I have NAV on nearly all the time...
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Tesla Semi Truck
by RegGuheert (Posted Sun, 04 Feb 2018 10:56:27 GMT+7)
Here is another article about Tesla discussing MegaCharger installations at end users, this time from InsideEVs. There are a couple of interesting items in there:
This also caught my eye: a photograph of the MegaCharger port:
![Image]()
It looks like they are using the same approach that other vendors have used for some of their cables to keep them flexible: use multiple smaller-gauge wires instead of a single pair of fat ones. Since there are four pairs of contacts, 'm going to go out on a limb and surmise six things here:
1. There is more than one charger supplying power to those wires. Likely there are four chargers, each supplying power to one pair of wires. This simplifies the design of the chargers, increases the economies of scale and prevents any current-sharing issues that would otherwise arise with wires in parallel since the chargers would control the current in the wire that they drive.
2. Each of those pairs of contacts connect to a separate battery in the truck. I will go further and guess that there are four PHYSICALLY separate batteries (not just electrically separate). This has many benefits for Tesla, not the least of which is that any battery failures will not require the replacement of the entire 1 MWh pack. It also allows Tesla to build a higher quantity of lower-weight (they will STILL weigh in at over a ton each!) and lower-cost batteries, thus increasing the economies of scale. Finally, it likely gives the best overal truck-level reliability when there are already four separate electrical drivetrains in place.
3. The batteries will have the capability to share energy between them. This would basically take the form of a set of six bidirectional DC/DC converters connecting each pair of batteries which will act as an active balancing system between those four batteries. These will not need to process full drive-power levels, but rather will be on the order of 10- to 20-kW each. This will allow for the truck to achieve maximum range without the need to maintain a matched set of batteries. It will also allow a battery associated with a failed inverter to share its energy with the other batteries so that the range of the truck will not be affected. Likely, this battery balancer will be a single unit, but with modular power-conversion components inside (just like the SuperChargers). This feature may not be available in the first-generation trucks, but likely will be available as an add-on which should become important as the trucks age.
4. The battery in the Tesla Semi Truck will be 800 VDC or higher. This will allow for higher efficiency in the power converters and in the battery itself. I expect the Tesla Semi Truck's high-power electronics will use SiC semiconductors for all high-power switches (MOSFETS and diodes). This prediction also implies that the inverter that drives the PM motors that come from the Model 3 are not the same inverters used on the Model 3, since the high-voltage switches cost significantly more than those for 400 VDC applications.
5. The cable for the MegaCharger will be water-cooled. In other words, it will be just like those for the SuperChargers, allowing for lower-gauge wires and thus maximum flexibility.
6. The contacts in the MegaCharger are the same as the contacts used in the SuperCharger. Alternatively, they will be the same as those used in some future version of the SuperCharger.
Here is another article about Tesla discussing MegaCharger installations at end users, this time from InsideEVs. There are a couple of interesting items in there:
I have to conclude that once Tesla upped their reservation fee, it made more sense for some companies to take a wait-and-see position. I doubt it will hurt them in the long run since the early units will likely be overpriced and have some serious growing pains. It also keeps the door open for competitors to be active in this space. I also wonder if some of these companies have been suckered into buying into the fantasy of free hydrogen fuel.InsideEVs wrote:Reuters also lists several companies that didn’t pre-order the Semi due to doubts related to charging capabilities, range, price and payload.Reuters wrote:Werner Enterprises Inc, YRC Worldwide Inc, Daseke Inc and Old Dominion Freight Line are among the transport companies holding off pre-orders of the Tesla for now, citing doubts about the Semi’s promised recharge time, range, price and payload capabilities.
This also caught my eye: a photograph of the MegaCharger port:
It looks like they are using the same approach that other vendors have used for some of their cables to keep them flexible: use multiple smaller-gauge wires instead of a single pair of fat ones. Since there are four pairs of contacts, 'm going to go out on a limb and surmise six things here:
1. There is more than one charger supplying power to those wires. Likely there are four chargers, each supplying power to one pair of wires. This simplifies the design of the chargers, increases the economies of scale and prevents any current-sharing issues that would otherwise arise with wires in parallel since the chargers would control the current in the wire that they drive.
2. Each of those pairs of contacts connect to a separate battery in the truck. I will go further and guess that there are four PHYSICALLY separate batteries (not just electrically separate). This has many benefits for Tesla, not the least of which is that any battery failures will not require the replacement of the entire 1 MWh pack. It also allows Tesla to build a higher quantity of lower-weight (they will STILL weigh in at over a ton each!) and lower-cost batteries, thus increasing the economies of scale. Finally, it likely gives the best overal truck-level reliability when there are already four separate electrical drivetrains in place.
3. The batteries will have the capability to share energy between them. This would basically take the form of a set of six bidirectional DC/DC converters connecting each pair of batteries which will act as an active balancing system between those four batteries. These will not need to process full drive-power levels, but rather will be on the order of 10- to 20-kW each. This will allow for the truck to achieve maximum range without the need to maintain a matched set of batteries. It will also allow a battery associated with a failed inverter to share its energy with the other batteries so that the range of the truck will not be affected. Likely, this battery balancer will be a single unit, but with modular power-conversion components inside (just like the SuperChargers). This feature may not be available in the first-generation trucks, but likely will be available as an add-on which should become important as the trucks age.
4. The battery in the Tesla Semi Truck will be 800 VDC or higher. This will allow for higher efficiency in the power converters and in the battery itself. I expect the Tesla Semi Truck's high-power electronics will use SiC semiconductors for all high-power switches (MOSFETS and diodes). This prediction also implies that the inverter that drives the PM motors that come from the Model 3 are not the same inverters used on the Model 3, since the high-voltage switches cost significantly more than those for 400 VDC applications.
5. The cable for the MegaCharger will be water-cooled. In other words, it will be just like those for the SuperChargers, allowing for lower-gauge wires and thus maximum flexibility.
6. The contacts in the MegaCharger are the same as the contacts used in the SuperCharger. Alternatively, they will be the same as those used in some future version of the SuperCharger.
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2011 Leaf Driver Window won't work
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one year in....
by mrp10000 (Posted Sun, 04 Feb 2018 11:22:24 GMT+7)
I bought mine used, but I have to take into account the money I lost on the Volt.
RegGuheert wrote:I agree.mrp10000 wrote:Currently, I'm driving 35 miles round trip daily, and don't see this changing any time soon. Given my current driving needs, I see the car meeting my needs well into the future.
Our MY2011 was a demo car which was six months old when we purchased it in March 2012. We will have had it for six years next month. It has 51,000 miles on the odometer and has lost three capacity bars, but my wife still commutes 50 miles each day, crossing the Blue Ridge Mountains in both directions in between. This winter she has parked the LEAF on days when it is below 20 degrees Fahrenheit or very windy. This is mostly because of the loss of regen in the LEAF, but it is partly because we bought new Ecopias in December, which lowered the efficiency slightly. On those colder days, she drives our 2003 Honda Civic Hybrid, which turns 16 years old in April. It has MUCH more regen than the LEAF in cold weather even though the batteries are 10 years older and have 70,000 more miles on them. We've had some pretty cold weather this winter, so she has taken the Honda 10 or 15 times so far.
That doesn't add much to her commuting costs since we have already used up our stored (net-metered) solar electricity this winter due to a hot summer last year, low solar production in 2017, and a cold winter. So taking the Honda uses about one gallon of gasoline and costs about $3.00 per commute for fuel versus the LEAF which uses about 15 kWh of electricity (including preheating) and costs about $1.50 per commute, so the 2003 Honda costs about $1.50 more for fuel for her commute.
Interestingly, tires for the Honda have been much less expensive. The Honda has about 75,000 miles on tires which cost about $300.00 in 2008 and it should easily get 30,000 MORE miles out of them, versus the LEAF which only got about 50,000 miles out its Ecopia tires which cost over $400.00 to replace. So tires on the Honda only cost about $0.14 per commute versus $0.40 per commute for the LEAF. That difference is mostly offset by the cost of oil changes, which run about $0.15 per commute.
Fuel and maintenance charges per commute:
2011 Nissan LEAF: $1.90/commute
2003 Honda Civic Hybrid: $3.29/commute
But it was also cheaper to purchase the Honda (about $20,000 after the tax rebate versus $29,000 for the LEAF after the rebate). If you include purchase price in the commute, then the results are completely different:
Purchase price per commute including taxes and without rebate:
2011 Nissan LEAF: $14.50/commute
2003 Honda Civic Hybrid: $5.00/commute
The difference above is largely due to the total number of miles I used for each: 200,000 miles for the Honda Civic Hybrid and 100,000 miles for the Nissan LEAF. While it is likely the Honda could last longer than 200,000 miles, it will be VERY old when it gets to that point, so I'm not sure. The LEAF likely will not get past 100,000 miles on the existing battery, and probably not even that.
But since the vehicles are already paid for, the LEAF gets the nod for the commute when it can be made to work. For most of the year we have already prepaid for the LEAF's fuel in the form of photovoltaics, so it normally only costs about an additional $0.40/commute each time it is used. At some point it might make sense to replace the battery in the LEAF to allow us to use all of the PV-provided electricity which we have already purchased instead of purchasing gasoline for the Honda. We haven't decided whether we actually will replace the battery or instead purchase a different EV. We'll cross that bridge when we get to it, which SHOULD be after summer 2019. For now, it is still working for her commute the vast majority of the time.
If her commute were only 35 miles, I think she would be able to use it into 2020 or beyond.
I bought mine used, but I have to take into account the money I lost on the Volt.
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Enphase announces sixth-generation product line
by RegGuheert (Posted Sun, 04 Feb 2018 11:22:58 GMT+7)
Enphase now has a splash screen for the IQ7 microinverters on their main page. I find it a bit odd that they still list the IQ6 products. I see no good reason that they would keep them around, but cost should be a good reason to get rid of them. Certainly any warranty replacements of IQ6 inverters can be done using an IQ7 instead.
Enphase now has a splash screen for the IQ7 microinverters on their main page. I find it a bit odd that they still list the IQ6 products. I see no good reason that they would keep them around, but cost should be a good reason to get rid of them. Certainly any warranty replacements of IQ6 inverters can be done using an IQ7 instead.
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Toyota Mirai Fuel Cell
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