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Telsa Roadster in Space
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Help Needed urgently please (range extender problem - have i blown my pre-charge circuit?)
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Extreme cold - drive battery appears dead - help
by yukonleaf (Posted Tue, 06 Feb 2018 17:07:28 GMT+7)
The day after ....
Well, it seems I was lucky. Checked out the Leaf after work today and still have my 11 capacity bars (91,000Km -but I think I got shafted with fake 12 bars when I bought the car in 2015 - had lost one bar about 20,000Km back).
Took it for a drive and that confirmed what I had expected in terms of endurance for this kind of temperature. Even got the battery to warm up to show one bar. It sure was a shock that I could not charge yesterday, but based on the comments, the likelihood that I swelled some cells I think is pretty limited.
Thanks again for all you guys' input, it is great to have so much help out there!
The day after ....
Well, it seems I was lucky. Checked out the Leaf after work today and still have my 11 capacity bars (91,000Km -but I think I got shafted with fake 12 bars when I bought the car in 2015 - had lost one bar about 20,000Km back).
Took it for a drive and that confirmed what I had expected in terms of endurance for this kind of temperature. Even got the battery to warm up to show one bar. It sure was a shock that I could not charge yesterday, but based on the comments, the likelihood that I swelled some cells I think is pretty limited.
Thanks again for all you guys' input, it is great to have so much help out there!
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Good Will Program over--Lost 4th bar 10 days after warranty expired, Nissan: 'too bad'
by BuckMkII (Posted Tue, 06 Feb 2018 18:10:45 GMT+7)
Nailed it.
wwhitney wrote:edatoakrun wrote:I wonder why Nissan suspended its out of warranty support program, when Nissan LEAF owners are so conscientious about caring for their battery packs?
The behavior being discussed is a rational response to an all or nothing warranty. A prorated warranty would have avoided any economic incentives for such games.
Cheers, Wayne
Nailed it.
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Leaf for driving school
by BuckMkII (Posted Tue, 06 Feb 2018 18:22:39 GMT+7)
Yes, the details of Leaf driving are a bit weird, which would be a modest problem in transitioning to most other vehicles. Worst case would be an older adult who hasn't driven before, learns in a Leaf then goes out to buy or rent a car and has trouble figuring everything out on the first mile.
Other transitional problem: Between the heavily assisted steering, the abundant torque and the inherent braking of B mode, the Leaf is too easy to drive! Except for the terrible rearward visibility, the student may be surprised that other cars are more challenging to drive well.
aarond12 wrote:From another angle: Beginning drivers might be really confused by the LEAF. Its user interface (the shifter puck) is significantly different. The car makes no idle noise. These are things that *experienced* drivers are confused about. I worry about inexperienced drivers who then get into their ICE vehicles and it feels unfamiliar. Is this shaking when I'm not moving normal?!
Yes, the details of Leaf driving are a bit weird, which would be a modest problem in transitioning to most other vehicles. Worst case would be an older adult who hasn't driven before, learns in a Leaf then goes out to buy or rent a car and has trouble figuring everything out on the first mile.
Other transitional problem: Between the heavily assisted steering, the abundant torque and the inherent braking of B mode, the Leaf is too easy to drive! Except for the terrible rearward visibility, the student may be surprised that other cars are more challenging to drive well.
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Open Vehicle Monitoring System
by gridstop (Posted Tue, 06 Feb 2018 18:28:04 GMT+7)
I'm really looking forward to the v3 being available. I was already looking at how to put together a microcontroller and GSM modem for my 2015 S before I discovered OVMS. I'm really glad they're moving away from PIC and to ESP32 as well. Will make it a lot easier to work on (for me anyway) and contribute.
My end goals will be remote climate preheat via GSM/wifi (should be easy on the S it seems like) and sending data to an OpenEVSE to do charge limiting. It would be really ideal if there was a way to start/stop charging or change the charge timer via CAN on the S, to help with charge limiting while keeping climate timer & battery heater running of shore power, though I haven't seen anybody exploring any of that.
I've seen what looks like a few different websites and versions, any idea where to watch specifically for v3 hardware? The main website hasn't been updated in over a year.
I'm really looking forward to the v3 being available. I was already looking at how to put together a microcontroller and GSM modem for my 2015 S before I discovered OVMS. I'm really glad they're moving away from PIC and to ESP32 as well. Will make it a lot easier to work on (for me anyway) and contribute.
My end goals will be remote climate preheat via GSM/wifi (should be easy on the S it seems like) and sending data to an OpenEVSE to do charge limiting. It would be really ideal if there was a way to start/stop charging or change the charge timer via CAN on the S, to help with charge limiting while keeping climate timer & battery heater running of shore power, though I haven't seen anybody exploring any of that.
I've seen what looks like a few different websites and versions, any idea where to watch specifically for v3 hardware? The main website hasn't been updated in over a year.
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How do you File for the $7500 tax Credit
by coldstorage5 (Posted Tue, 06 Feb 2018 18:39:50 GMT+7)
Hello,
I bought a 2017 new Leaf on 8/17. I want to file my taxes.
I have the 8936 form, and I contacted my accountant, he said I need the "manufacturer certification" that the vehicle meets the standards to qualify for the credit. Did you have to get this form inorder to file? When you filed did you submit this form or just the VIN number?
Thank you!
CS
This is what the IRS stated :
Certification and Other Requirements
Generally, you can rely on the manufacturer’s (or, in the case of a foreign manufacturer, its domestic distributor’s) certification to the IRS that a specific make, model, and model year vehicle qualifies for the credit and, if applicable, the amount of the credit for which it qualifies. The manufacturer or domestic distributor should be able to provide you with a copy of the IRS letter acknowledging the certification of the vehicle.
If, however, the IRS publishes an announcement that the certification for any specific make, model, and model year vehicle has been withdrawn, you cannot rely on the certification for such a vehicle purchased after the date of publication of the withdrawal announcement.
If you purchased a vehicle and its certification was withdrawn on or after the date of purchase, you can rely on such certification even if you had not placed the vehicle in service or claimed the credit by the date the withdrawal announcement was published by the IRS. The IRS will not attempt to collect any understatement of tax liability attributable to reliance on the certification as long as you purchased the vehicle on or before the date the IRS published the withdrawal announcement.
Hello,
I bought a 2017 new Leaf on 8/17. I want to file my taxes.
I have the 8936 form, and I contacted my accountant, he said I need the "manufacturer certification" that the vehicle meets the standards to qualify for the credit. Did you have to get this form inorder to file? When you filed did you submit this form or just the VIN number?
Thank you!
CS
This is what the IRS stated :
Certification and Other Requirements
Generally, you can rely on the manufacturer’s (or, in the case of a foreign manufacturer, its domestic distributor’s) certification to the IRS that a specific make, model, and model year vehicle qualifies for the credit and, if applicable, the amount of the credit for which it qualifies. The manufacturer or domestic distributor should be able to provide you with a copy of the IRS letter acknowledging the certification of the vehicle.
If, however, the IRS publishes an announcement that the certification for any specific make, model, and model year vehicle has been withdrawn, you cannot rely on the certification for such a vehicle purchased after the date of publication of the withdrawal announcement.
If you purchased a vehicle and its certification was withdrawn on or after the date of purchase, you can rely on such certification even if you had not placed the vehicle in service or claimed the credit by the date the withdrawal announcement was published by the IRS. The IRS will not attempt to collect any understatement of tax liability attributable to reliance on the certification as long as you purchased the vehicle on or before the date the IRS published the withdrawal announcement.
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Let's fix the LEAF acronym for Nissan!
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Tesla Semi Truck
by GRA (Posted Tue, 06 Feb 2018 19:36:46 GMT+7)
Thanks, on the mend but not 100% yet.
The problem here, Guy, is that I'm talking about working with the results of standardized test results, while you're starting with a range target, arbitrarily derating it 40%, and declaring that the range won't work. Your error is in how you're manipulating the data, not on the decision you're making afterward.![:lol:]( "Laughing")
[/quote]
I derate just like anybody who's planning on long life cycles has to derate any battery to allow for degradation and less than ideal conditions, as well as provide an emergency reserve. Tesla's own range calculator allows you to factor the latter, as do most of the others available, (EVTripplanner etc.).
Then please explain how so many newbies here have to be told how to achieve the EPA ranges, and all the limitations they need to accept to do so. Pump the tires up to well over the manufacturer rating? Reduce speed? Don't use HVAC? Smooth accel? Allow for headwinds? Those of us who 6 years ago were telling people not to base their decision on whether a BEV would work for them on the car's EPA range when new under ideal conditions, but rather in worst case conditions after the battery had degraded and that most people would find a PHEV a better choice (as you have after living with a BEV's limitations), were frequently accused of being anti-BEV by the fanbois. But which group has a more realistic view of how BEVs really work over the long term? Let's ask all the LEAF owners who have lost bars and can no longer use their cars for the trips they bought them for.
No, EPA PEV test cycles for cars have no bearing on the ones used for trucks - come on, that's obvious enough. Tesla can claim anything they want at this point, as they haven't submitted the Semi to any outside testing. Once they do, we'll have some independent numbers.
And this is an excellent use for them, one for which they have an operational advantage over a diesel, and which other carriers may find desirable if they travel similar routes.
Sure, there are governors, and more and more big companies are forcing their drivers to drive more responsibly. When they're all autonomous the roads will be much safer, but until that point owner-operators will be free to drive whatever speed they like and feel they can get away with (unless non-defeatable governors have been invented now). Andy, I think we've beaten this to death, and until we've got some hard, real world test data further discussion/argument seems pretty pointless. At the moment IEVS is the best info we've got.
AndyH wrote:GRA wrote:Andy, sorry for the delayed reply, I've been sick for several days.
Sorry. I hope you're feeling better.
Thanks, on the mend but not 100% yet.
GRA wrote:AndyH wrote:This is incorrect. I stated that I had to consider temperature, HVAC use, and terrain when planning my trips - but only for those that are to or beyond max range - not to the EPA range. This is important! (This is one of the reasons I wish you had at least a year of EVing under your belt because it's difficult to communicate without a common core of experience.)
As stated I know to take all of those into account, but if the car's max. range in ideal conditions is inadequate to my needs, all a year's worth of data would do is give me more precise information on just how much more inadequate it would be in various conditions, which would be a waste of my time.
The problem here, Guy, is that I'm talking about working with the results of standardized test results, while you're starting with a range target, arbitrarily derating it 40%, and declaring that the range won't work. Your error is in how you're manipulating the data, not on the decision you're making afterward.
[/quote]I derate just like anybody who's planning on long life cycles has to derate any battery to allow for degradation and less than ideal conditions, as well as provide an emergency reserve. Tesla's own range calculator allows you to factor the latter, as do most of the others available, (EVTripplanner etc.).
AndyH wrote:GRA wrote:AndyH wrote:My last EV was a city car with 68 miles of EPA range. As I reported in the Outl@nder PHEV thread, I find the new EPA profile to be pessimistic even with a fair amount of jack-rabbit starts and plenty of AC running. In my smart, I don't have to think to achieve the EPA range, though it is possible to get close to it. In routine driving, I found it easy to exceed the EPA range by 20% by paying attention, and by more than 40% by hypermiling. I can't say for sure if any of this will carry over to an EV class 8 tractor, but at the very least I expect the EPA range to be as conservative for this category as I've found it to be for diesel cars, an EV, and now a PHEV.
Yet driving styles vary all over the place, and there are as many people who are unable to achieve EPA range as there are people like you (and me) who know how to exceed it. A company has to allow for the LCD, and something close to worst case conditions.
And if you had real EV experience, you'd realize how far off this assertion is. The current EPA testing takes into account the typical Billy Joe Bob American driver with a lead foot and the AC blaring. And yet - commercial service is NOT like Mr. Bob running down the street burning rubber. Even the lead foot company drivers are restrained by company policies and governors - it's completely incorrect to say things like "my aunt Mable drives hard and therefore Musk's smoking crack".
Then please explain how so many newbies here have to be told how to achieve the EPA ranges, and all the limitations they need to accept to do so. Pump the tires up to well over the manufacturer rating? Reduce speed? Don't use HVAC? Smooth accel? Allow for headwinds? Those of us who 6 years ago were telling people not to base their decision on whether a BEV would work for them on the car's EPA range when new under ideal conditions, but rather in worst case conditions after the battery had degraded and that most people would find a PHEV a better choice (as you have after living with a BEV's limitations), were frequently accused of being anti-BEV by the fanbois. But which group has a more realistic view of how BEVs really work over the long term? Let's ask all the LEAF owners who have lost bars and can no longer use their cars for the trips they bought them for.
AndyH wrote:GRA wrote:AndyH wrote:You asked at some point about test cycles pertinent to Class 8 tractors. One of the organizations certified to perform fuel, lube, and economy testing is SouthWest Research Institute here in San Antonio. (Just in case you want to drill-down into SAE test protocols.) The second link is for a couple of the more stringent tests - those outlined by CARB.
https://www.swri.org/heavy-duty-truck-fuel-economy-testing-evaluations
https://www.dieselnet.com/standards/cycles/hhddt.php
Note that the test used to evaluate 'high speed cruise' has a max speed of 59.3 MPH and an average of 39.9.
Thanks, but those have no bearing on the test cycles currently being used by the EPA for cars, and I'd be willing to bet that Tesla isn't using them either when quoting ranges for the Semi (if they're even using any EPA test); as yet, AFAWK they only have one or maybe two prototypes on the road. Let'd check back when a production Tesla Semi is actually available for testing.
The test cycles have no bearing on the test cycles?All righty then...I guess we've hit part of Trump's demo walls here.
All righty then...I guess we've hit part of Trump's demo walls here. No, EPA PEV test cycles for cars have no bearing on the ones used for trucks - come on, that's obvious enough. Tesla can claim anything they want at this point, as they haven't submitted the Semi to any outside testing. Once they do, we'll have some independent numbers.
AndyH wrote:GRA wrote:Written like someone who just did a long drive N-S on I-35 (highest point 1,578 ft. MSL), instead of E-W on I-70 or I-80 crossing the Rockies or Sierra, where the grades are often above 5% and have truck climbing lanes (and runaway ramps in the other direction), e.g. https://en.wikipedia.org/wiki/Interstate_80_in_California#/media/File:I-80_altitude_profile.png A BEV semi like the Tesla will be able to stay in the normal right lane instead of over in the truck climbing lane (typical speed -=45 mph) , all the way to Donner Summit (7,227 east or 7,239 ft. west), the Eisenhower tunnel (top 11,158 ft, 6% westbound) on I-70, Cabbage Hill on I-84 east of Pendleton, etc., and then benefit from regen on the way down (the parts with the runaway ramps and signs like this: https://imgur.com/gallery/wUrwF It's no surprise that Tesla is planning to use the BEVs for short hauls from the Bay Area to the Gigafactory (259 miles, net elev. gain of 4,700 ft. or so) and back.
Ah yes - now you're back to telling me what I know and what I don't know.I've driven from Superior, WI to the Mexican border, and from Cape Cod to Sebastopol. The western driving includes the low route through Arizona and New Mexico, and from the Bay area to Denver to St Louis. I know how hot brakes smell, and how underpowered vehicles chug up hills. LOL I've also ridden along in trucks hauling 2000 gallons of gas and diesel up and down hills that are closed in the winter because they're too steep. Of COURSE Tesla's going to use some of their new trucks to run a ROUTE THEY NEED COVERED! My local grocery store is 2 miles away and I use an EV to get there - that doesn't mean that's as far as the car will go!
And this is an excellent use for them, one for which they have an operational advantage over a diesel, and which other carriers may find desirable if they travel similar routes.
AndyH wrote:GRA wrote:Yes, when fuel prices are high there's more incentive to slow down. Back in 2013 I had to drive 200 miles down I-5 (which is about as close as California Interstates come to the unending tedium of the plains states), and as I was early and had time to kill I was curious to see if I could drive 55 in the right lane without being constantly overtaken by semis at a time of high fuel prices (Note, California has a 55 mph speed limit for any vehicle pulling a trailer - rural interstate speed limit is 70). It was quickly apparent that no one was doing 55, so I decided to pace a variety of trucks to see how fast they were cruising; the slowest semi, a contractor hauling U.S. mail and who probably had an electronic log and/or gps telltale was doing 59. The majority of the trucks were cruising at 62-63, there were many in the 66-68 range and the fastest one I clocked was doing 69. A couple of years later when fuel prices were lower I had occasion to do the same trip, and being early again I paced trucks again. Now the slowest one was doing 63, the largest group were cruising at 67-69, and there were plenty over 70. In states without truck speed limits (and/or higher limits than California, which is all the western ones) they used to cruise a lot faster than that, but I have no recent experience so won't make any claims. It was bad enough then to see guys hauling triples at 80 mph!
Well there you go - you saw some guy driving fast therefore there's no such thing as governors. Gotcha.
Oh brother.
Sure, there are governors, and more and more big companies are forcing their drivers to drive more responsibly. When they're all autonomous the roads will be much safer, but until that point owner-operators will be free to drive whatever speed they like and feel they can get away with (unless non-defeatable governors have been invented now). Andy, I think we've beaten this to death, and until we've got some hard, real world test data further discussion/argument seems pretty pointless. At the moment IEVS is the best info we've got.
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Cryptocoin?
by WetEV (Posted Tue, 06 Feb 2018 19:46:03 GMT+7)
Mostly will be blocked. China's Great Firewall is fairly good.
Hand carry the cash, sure, but better be in the allowed amounts. And why? Have to travel outside China to use the BTC.
Go to China and set up a real VPN to outside China. Monitored "VPN" sold on the street don't count. Cyberpunk fantasy it is not.
Reality bites.
AndyH wrote:WetEV wrote:"China is to block all websites related to cryptocurrency trading"
Yes? And? Will this keep anyone from paying a bill with crypto? No.
Mostly will be blocked. China's Great Firewall is fairly good.
AndyH wrote:Will it keep anyone from sending fiat to Japan (where BTC is legal tender) and buying BTC? No.
Hand carry the cash, sure, but better be in the allowed amounts. And why? Have to travel outside China to use the BTC.
AndyH wrote:Will it keep anyone from using a VPN to access any of the world's exchanges where they can TRADE between coin pairs? No.
Beware of the intersection of incomplete reading and confirmation bias.
Go to China and set up a real VPN to outside China. Monitored "VPN" sold on the street don't count. Cyberpunk fantasy it is not.
Reality bites.
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Autonomous Vehicles, LEAF and others...
by GRA (Posted Tue, 06 Feb 2018 19:46:40 GMT+7)
Via GCC:
As mentioned upthread, I've been increasingly seeing the power requirements of autonomy being a possibly significant obstacle to combining them with BEVs. Presumably power needs will decrease over time, so we'll see if that happens in time to avoid this issue.
Via GCC:
http://www.greencarcongress.com/2018/02/20180204-nexo.htmlHyundai NEXO fuel-cell vehicles self-drive (Level 4) 118 miles from Seoul to Pyeongchang
. . . Five Hyundai vehicles completed the journey. Three vehicles are based on Hyundai’s next-generation fuel cell electric SUV NEXO, scheduled to be released in Korea next month, and the other two are Genesis G80 autonomous vehicles. All vehicles are equipped with level 4 self-driving technology, as defined by the SAE international standards, and 5G network technology. . . .
The Hyundai test marks the first time autonomous vehicles have operated on public highways at 110 km/h (68 mph), the maximum speed allowed by law on Korean highways.
The demonstration took place in Seoul on 2 Feb, with the ‘CRUISE’ and ‘SET’ buttons being pressed on the autonomous-driving steering wheel of each vehicle, at which point the cars immediately switched to self-driving mode and began the 118-mile journey to Pyeongchang.
Entering the highway, the vehicles moved in response to the natural flow of traffic, executed lane changes, overtaking maneuvers and navigated toll gates using Hi-pass, South-Korea’s wireless expressway payment system. . . .
During autonomous driving, a high volume of data is processed by the vehicles on board systems, necessitating large power consumption. A fuel cell electric vehicle is able to produce electricity to meet this power consumption, as well as powering the vehicles drive systems. Hyundai says that the fuel cell vehicle is optimal for this type of test. . . .
As mentioned upthread, I've been increasingly seeing the power requirements of autonomy being a possibly significant obstacle to combining them with BEVs. Presumably power needs will decrease over time, so we'll see if that happens in time to avoid this issue.
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AFV Truck/Commercial Vehicle and (non-BEV) Bus thread
by GRA (Posted Tue, 06 Feb 2018 19:56:47 GMT+7)
Via GCC:
[See upthread]
Via GCC:
http://www.greencarcongress.com/2018/02/20180203-sunline.htmlSunLine Transit puts new long-range fuel-cell range extended electric bus into service
[See upthread]
With funding from the private sector, the Federal Transit Administration, and the California Energy Commission, SunLine Transit unveiled an electric bus with a fuel cell range extender to support a 250-300-mile daily route. SunLine Transit agency has been a leading innovator in the national transit industry. This bus represents the 8th generation bus utilizing fuel cell technology placed in revenue service in the Coachella Valley.After testing several different fuel cell technologies over the years, we believe we may have identified the configuration that will allow the transit and heavy-truck industry to successfully deploy fuel cell technology over the next decade.
—Lauren Skiver, General Manager of SunLine Transit Agency. . . .
The bus, which meets the federal government’s strict “Buy America” requirements, will be produced by ElDorado National, which is based in Riverside, California. The 80-kW fuel cell was built by US Hybrid which is based in Torrance, California. BAE Systems is the over-all system integrator and provider of the powertrain and electronics. . . .
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Battery-electric bus discussion
by GRA (Posted Tue, 06 Feb 2018 19:59:47 GMT+7)
Via GCC:
Via GCC:
http://www.greencarcongress.com/2018/02/20180202-edi.htmlEfficient Drivetrains delivers its largest electric bus order for Golden Dragon In China
Efficient Drivetrains, Inc. (EDI) has fulfilled its largest order of all-electric buses for Golden Dragon in China. As part of the program, the EDI PowerDrive 6000EV system was integrated into a fleet of eighteen Golden Dragon 10.5-meter buses.
The EDI PowerDrive 6000 has surpassed more than 3.8 million miles in a commercial fleet setting of city buses deployed in rural and city routes in China. The same drivetrain system received government certification after undergoing durability testing in late 2015. . . .
The company has established a visible presence to its commitment to electrification of its vehicles, with more than 15,000 new energy buses deployed globally. In China alone, Golden Dragon has deployed new energy vehicles in more than 40 cities, including Beijing, Shanghai, Hangzhou, Guangzhou, Xiamen, and Fuzhou.
The new all electric 10.5 meter buses featuring the EDI PowerDrive will run in city and rural routes across multiple terrains and climates for the city of Nantong, China. . . .
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Chevrolet Bolt - 60 kWh, 238 mi, < 7s 0-60
by GRA (Posted Tue, 06 Feb 2018 20:30:30 GMT+7)
Drove a Bolt today, and liked it. Great accel, a bit of easily handled torque steer when you nail it, but IIRR less than the Spark. Firm controlled ride that I prefer, good steering feel and response, like the D/L/paddle, cloth seats worked fine for me (but I'm not broad-beamed and weigh 180. Actually, the side bolsters felt considerably less aggressive than the one's in my Forester). HVAC controls were a bit confusing, but at least they were physical. Only real downside was the lack of length with the rear seats down - sleeping would require angling myself. Checked out a Volt to compare space; the Volt is much better for sleeping w/seats down, has less headroom F/R and a bit less knee room in the rear with the front seat where I want it, but more toe room under it. The Volt's rear view is terrible, with the rear hatch at a very flat angle and not extending very far down. Didn't drive the Volt, as I was pushed for time. If the Bolt was a foot longer behind the rear seats, if QC'd faster and the infrastructure was available where I needed it, I could see owning one.
Drove a Bolt today, and liked it. Great accel, a bit of easily handled torque steer when you nail it, but IIRR less than the Spark. Firm controlled ride that I prefer, good steering feel and response, like the D/L/paddle, cloth seats worked fine for me (but I'm not broad-beamed and weigh 180. Actually, the side bolsters felt considerably less aggressive than the one's in my Forester). HVAC controls were a bit confusing, but at least they were physical. Only real downside was the lack of length with the rear seats down - sleeping would require angling myself. Checked out a Volt to compare space; the Volt is much better for sleeping w/seats down, has less headroom F/R and a bit less knee room in the rear with the front seat where I want it, but more toe room under it. The Volt's rear view is terrible, with the rear hatch at a very flat angle and not extending very far down. Didn't drive the Volt, as I was pushed for time. If the Bolt was a foot longer behind the rear seats, if QC'd faster and the infrastructure was available where I needed it, I could see owning one.
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Good Will Program over--Lost 4th bar 10 days after warranty expired, Nissan: 'too bad'
by Evoforce (Posted Tue, 06 Feb 2018 21:38:11 GMT+7)
If they engineered their battery properly or even fixed it after knowing their mistake, we generally would not even have threads like this. We have all suffered because they could have implemented a TMS.
They have chosen to continue to experiment with the public and offer us defective life shortened batteries. They could have instead experimented in the backfield to find a chemistry (if even possible) that would not need TMS.
Having cars that need replacement in a relatively short time is probably a concept that auto manufacturers and dealers would love if they could get away with it.
I hope Nissan will have the battery longevity problem fixed for 2019 and beyond because I want to see Nissan succeed in the BEV market. They make a very capable car in every other way. They also have brought the BEV to the masses, and I appreciate that...
If they engineered their battery properly or even fixed it after knowing their mistake, we generally would not even have threads like this. We have all suffered because they could have implemented a TMS.
They have chosen to continue to experiment with the public and offer us defective life shortened batteries. They could have instead experimented in the backfield to find a chemistry (if even possible) that would not need TMS.
Having cars that need replacement in a relatively short time is probably a concept that auto manufacturers and dealers would love if they could get away with it.
I hope Nissan will have the battery longevity problem fixed for 2019 and beyond because I want to see Nissan succeed in the BEV market. They make a very capable car in every other way. They also have brought the BEV to the masses, and I appreciate that...
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Extreme cold - drive battery appears dead - help
by ElectricEddy (Posted Tue, 06 Feb 2018 22:10:56 GMT+7)
Glad your battery & charging system is working. I second the Leaf spy acquisition particularity if you are down 1 cap bar for monitoring bat temp and of course capacity etc . Sounds like the battery heaters do a pretty good job at those temps. Just a couple of questions:
What Km/kWh do you get under those conditions? (summer as well )
Do you carry a b/up generator if driving beyond range?
yukonleaf wrote:The day after ....
Well, it seems I was lucky. Checked out the Leaf after work today and still have my 11 capacity bars (91,000Km -but I think I got shafted with fake 12 bars when I bought the car in 2015 - had lost one bar about 20,000Km back).
Took it for a drive and that confirmed what I had expected in terms of endurance for this kind of temperature. Even got the battery to warm up to show one bar. It sure was a shock that I could not charge yesterday, but based on the comments, the likelihood that I swelled some cells I think is pretty limited.
Thanks again for all you guys' input, it is great to have so much help out there!
Glad your battery & charging system is working. I second the Leaf spy acquisition particularity if you are down 1 cap bar for monitoring bat temp and of course capacity etc . Sounds like the battery heaters do a pretty good job at those temps. Just a couple of questions:
What Km/kWh do you get under those conditions? (summer as well )
Do you carry a b/up generator if driving beyond range?
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Where are the 2018's?
by DarthPuppy (Posted Tue, 06 Feb 2018 22:56:03 GMT+7)
(Not a Nissan story.) I had a dealer once tell me he had the car I was looking for. 30 minutes later when I arrived to look at it and take it for a test drive, he claimed it just sold. But he had other cars that would be a good match for me, oh sorry they are $5k more expensive than the model/configuation you wanted... Odd that the car and buyer were nowhere around. I've never seen a purchase and delivery take place in under 30 minutes before. That dealer lost out on a lot of business since then.
I will believe the dealer has the car and they are for sale when someone reputable on this forum actually indicates they have driven one home having completed the purchase/lease.
(Not a Nissan story.) I had a dealer once tell me he had the car I was looking for. 30 minutes later when I arrived to look at it and take it for a test drive, he claimed it just sold. But he had other cars that would be a good match for me, oh sorry they are $5k more expensive than the model/configuation you wanted... Odd that the car and buyer were nowhere around. I've never seen a purchase and delivery take place in under 30 minutes before. That dealer lost out on a lot of business since then.
I will believe the dealer has the car and they are for sale when someone reputable on this forum actually indicates they have driven one home having completed the purchase/lease.
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What if car buyers aren't ready for electric cars, even in California?
by DarthPuppy (Posted Tue, 06 Feb 2018 23:23:50 GMT+7)
Some of this commentary about the public's lack of perception of more charging stations despite the number doubling is a little off point. As an EV driver, I've notice a huge expansion in the charging stations since I got my 2013 Leaf. But as an EV driver, I'm specifically alert for them, sometimes using an app to see if there are any new ones in the area and then going to check them out. If I didn't have an EV, I wouldn't have noticed most of them unless I happened to trip on a cord in the parking lot. However, that increase would not prompt me to say there are enough as about half the times I need to charge away from home, the free units I can find are ICED, or have a Tesla or Volt charging at them. And the non-free ones have a tendency to be down.
Yes the public needs to be educated. And sadly, the manufacturers aren't advertising them. The only EV commercials I recall seeing were the Leaf and the Kia and the Volt for the PHEV segment. As an EV owner, I think I would recall EV ads a little better than regular car ads. I will acknowledge that I watch far less TV than the average American so perhaps I'm off base on this observation.
And even if the public is aware, they can't buy what the dealers won't put on the lot. And how are you going to get over 5% EVs when less than 5% of the models are EVs. The ICEV market has many, many models to fit every buyer niche precisely because there are so many diverse demands that different people have for the vehicles. If you need a full size SUV, there isn't an EV option. (Don't get me started about the Model X). So if you buy an SUV, you are put into the statistical bracket that claims you aren't ready for an EV... All because except for Tesla, all the EVs are pitched at the same niche - so apparently if you need something other than a short range subcompact, you aren't ready for an EV.
Sadly, once again it looks like a 'study' may have been designed to produce a 'provocative' conclusion rather than a real assessment.
Some of this commentary about the public's lack of perception of more charging stations despite the number doubling is a little off point. As an EV driver, I've notice a huge expansion in the charging stations since I got my 2013 Leaf. But as an EV driver, I'm specifically alert for them, sometimes using an app to see if there are any new ones in the area and then going to check them out. If I didn't have an EV, I wouldn't have noticed most of them unless I happened to trip on a cord in the parking lot. However, that increase would not prompt me to say there are enough as about half the times I need to charge away from home, the free units I can find are ICED, or have a Tesla or Volt charging at them. And the non-free ones have a tendency to be down.
Yes the public needs to be educated. And sadly, the manufacturers aren't advertising them. The only EV commercials I recall seeing were the Leaf and the Kia and the Volt for the PHEV segment. As an EV owner, I think I would recall EV ads a little better than regular car ads. I will acknowledge that I watch far less TV than the average American so perhaps I'm off base on this observation.
And even if the public is aware, they can't buy what the dealers won't put on the lot. And how are you going to get over 5% EVs when less than 5% of the models are EVs. The ICEV market has many, many models to fit every buyer niche precisely because there are so many diverse demands that different people have for the vehicles. If you need a full size SUV, there isn't an EV option. (Don't get me started about the Model X). So if you buy an SUV, you are put into the statistical bracket that claims you aren't ready for an EV... All because except for Tesla, all the EVs are pitched at the same niche - so apparently if you need something other than a short range subcompact, you aren't ready for an EV.
Sadly, once again it looks like a 'study' may have been designed to produce a 'provocative' conclusion rather than a real assessment.
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Tesla Model X
by cwerdna (Posted Tue, 06 Feb 2018 23:36:05 GMT+7)
Just became aware that Edmunds had a wrap-up on their long-term '16 Model X.
https://www.edmunds.com/tesla/model-x/2 ... ap-up.html
Not surprisingly, under Maintenance & Repairs:
The laundry list is there. They put on just shy of 25K miles.
Just became aware that Edmunds had a wrap-up on their long-term '16 Model X.
https://www.edmunds.com/tesla/model-x/2 ... ap-up.html
Not surprisingly, under Maintenance & Repairs:
We learned something about Tesla maintenance from owning a Model S: There can be a lot of it. The general theme will feel familiar. During 20 months of ownership, our Model X went in for service seven times, spent 19 days out of commission, and had a total of 32 issues addressed.
The laundry list is there. They put on just shy of 25K miles.
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Telsa Roadster in Space
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