tuningin wrote: Zythryn wrote:
tuningin wrote:The lack of TMS has meant degradation.
However, my Model 3 sucks so much juice even when parked in its attempt to keep the battery cooled. Costs a lot more me a lot more in electricity than the Leaf.
Pick your poison.
Did you leave the cabin overheat protection on? If you don’t have young kids or pets, turning that off may help.
I don’t see much battery use while parked, however, your temps are probably hotter than our 90’s and upper 80’s.
I did turn cabin protection off in the past to see if there was any improvement and that helped, but even off there was a constant drain. However it is hot and during the day I do park outside at work. I do hear the coolant pump constantly running. I could park the Leaf outside for four weeks at the airport and when I returned, the battery would have negligible loss in SOC. With the Tesla, doing the same and I was down to 20% from 85%.
Does the M3 with the 2170 cell require a tighter control of battery temperature versus the 18650 cell resulting in potential long term
problematic issues for the M3 not observed on the MS/MX, e.g. higher failure rates on the M3 battery temperature control system,
and/or a less efficient BEV than the MS, even given the M3's PM motor and less overall weight, when operated in non-temperate climates?
#1 Leaf SL MY 9/13: 74K miles, 48 Ahrs, 5.2 miles/kWh (average), Hx=70, SOH=78, L2 - 100% > 1000, temp < 95F (35C), min discharge (DOD) > 20 Ahrs
#2 Leaf SL MY 12/18: 115 Ahrs, 5.5 miles/kWh (average), Hx=98, SOH=99, DOD > 25%, temp < 105F