NoReleaf
Well-known member
Hi there, everyone. Allow me to introduce myself. But first, an idea of the basic forum-related questions I have right now, topics of particular interest to me where old hands might be able to point me to a useful existing thread (anything I would want to know at this early stage has surely been covered):
Battery charging (and battery life) strategy in cold winter/hot summer climates (US Midwest)
Trip strategy - getting more than expected (commuter and around-town vehicle) out of the Leaf
I leased a new 2018 Leaf about 7 weeks ago. Three years, 12,000 miles per. The reason was that I needed a car to replace the 1999 Saturn SL2 I'd had for 10 years - with winter approaching, it had a heater/defroster problem that could not be repaired cost-effectively, if at all. I was motivated to go with something other than an ICE vehicle by the idea that it was a step in the right direction, environmentally. Not a huge step, but a step. I should have gotten on the hybrid/electric train some time ago, but 19 years of driving reliable and very fuel-efficient Saturns made this kind of a distant concern. What sold me on the Leaf once I had test-driven it was that it was just plain comfortable and smooth-driving. Felt right. (I also test-drove a Volt with a stereo system to die for, but I had to consider that I would not be living in the car.) Not to mention that this would be a MAJOR upgrade for me, overall, over the utilitarian Saturns. A car that might even be fun to drive. That would be a first for me.
So far, so good. I look forward to lower maintenance costs and somewhat lower fuel costs (electricity is very expensive where I live, and I was not spending a lot on gasoline to begin with) making the cost of the Leaf about the same as operating an old Saturn over the next three years, maybe even less. I am not sure now whether a lease was the best choice, and I might have limited myself too much with 12,000 miles per year (I like driving the Leaf so much that I want to drive it even when I don't need to). But I have what I needed, a get-to-work and shopping car for which the Leaf provides more than enough range.
Currently, I do not have a garage or any source of 220V electricity at home, so charging is a matter of a trickle charge overnight, outdoor outlet (and not on a dedicated circuit, either). Public charging stations (L2) are surprisingly abundant in my area of the Chicago suburbs. DC fast charging is only available at one feasible location, a Nissan dealership. I made a point of driving around to all the local charging stations soon after I got the Leaf, and the research has continued since. I like to know which ones work and how well they work, and how available they are, etc.. The problem with all but one... well, the problem with L2 public charging in general is that it is too slow and not available anywhere I would normally park for an hour or two. It is great that it is available (a power outage at home recently underscored that point), but it has no everyday practical value to me right now. I have not been in situations where spending an hour to add maybe 20 miles of range would make any sense, and except for one charging station that I can walk to and from in 40 minutes total, everything else costs charge to even get to (departure from route).
I'm just about resigned to the fact that I will never take any kind of road trip with this Leaf, but I'm interested in any stories anyone might have about exceeding such expectations or trying to. I have calculated that a trip from the Chicago area to the Grand Rapids, Michigan area would take pleasant weather, some luck, and 18 hours total one way. 4 hours driving (max) and 14 hours sitting still and charging (zero fast charging en route possible). That would be an adventure. I'm not sure I'm up for it, though.
I have seen conflicting viewpoints about the optimal level to charge a Leaf battery up to on a running basis, and I just ran across some comments that made me concerned about what goes on just by virtue of the EVSE being connected, even when it is finished (or has not yet begun) charging. The brief evolution of my charging strategy has come to this: Charge overnight with the timer set midnight to 7:20 AM after any normal driving day ("Full charge has priority" OFF). Plug in as convenient when I figure I'm done for the day. Climate control timer set to 7:20 AM for winter the 5 days I work only ("Battery" ON, would not be using it at all outside of winter). One day a week I might not drive, plug in, or charge at all. Normal driving uses 20-25% of the battery daily. Overnight typically charges back up to 100% or close to it. I wonder if this is the wrong approach. I do not need full range every day or even close. But there is something about leaving a battery partially discharged outside when outdoor temperatures are constantly below freezing that bothers me. Obviously, I have yet to get a handle on how lithium ion batteries in cars really work, not to mention their relationship with the standard 12V battery in the Leaf. I'm stuck on the old "a cold battery is a bad thing" model. Also, I have noticed that heating functions start getting a bit challenged at around 70% or less. Enough to notice. Going there every single day or even every other day would make the Leaf a lot less fun. In more moderate seasons I would be happy to charge much less often.
Thanks for reading this far if you did. Questions, comments, and especially advice on informative threads to check out are all welcome.
Sean
Battery charging (and battery life) strategy in cold winter/hot summer climates (US Midwest)
Trip strategy - getting more than expected (commuter and around-town vehicle) out of the Leaf
I leased a new 2018 Leaf about 7 weeks ago. Three years, 12,000 miles per. The reason was that I needed a car to replace the 1999 Saturn SL2 I'd had for 10 years - with winter approaching, it had a heater/defroster problem that could not be repaired cost-effectively, if at all. I was motivated to go with something other than an ICE vehicle by the idea that it was a step in the right direction, environmentally. Not a huge step, but a step. I should have gotten on the hybrid/electric train some time ago, but 19 years of driving reliable and very fuel-efficient Saturns made this kind of a distant concern. What sold me on the Leaf once I had test-driven it was that it was just plain comfortable and smooth-driving. Felt right. (I also test-drove a Volt with a stereo system to die for, but I had to consider that I would not be living in the car.) Not to mention that this would be a MAJOR upgrade for me, overall, over the utilitarian Saturns. A car that might even be fun to drive. That would be a first for me.
So far, so good. I look forward to lower maintenance costs and somewhat lower fuel costs (electricity is very expensive where I live, and I was not spending a lot on gasoline to begin with) making the cost of the Leaf about the same as operating an old Saturn over the next three years, maybe even less. I am not sure now whether a lease was the best choice, and I might have limited myself too much with 12,000 miles per year (I like driving the Leaf so much that I want to drive it even when I don't need to). But I have what I needed, a get-to-work and shopping car for which the Leaf provides more than enough range.
Currently, I do not have a garage or any source of 220V electricity at home, so charging is a matter of a trickle charge overnight, outdoor outlet (and not on a dedicated circuit, either). Public charging stations (L2) are surprisingly abundant in my area of the Chicago suburbs. DC fast charging is only available at one feasible location, a Nissan dealership. I made a point of driving around to all the local charging stations soon after I got the Leaf, and the research has continued since. I like to know which ones work and how well they work, and how available they are, etc.. The problem with all but one... well, the problem with L2 public charging in general is that it is too slow and not available anywhere I would normally park for an hour or two. It is great that it is available (a power outage at home recently underscored that point), but it has no everyday practical value to me right now. I have not been in situations where spending an hour to add maybe 20 miles of range would make any sense, and except for one charging station that I can walk to and from in 40 minutes total, everything else costs charge to even get to (departure from route).
I'm just about resigned to the fact that I will never take any kind of road trip with this Leaf, but I'm interested in any stories anyone might have about exceeding such expectations or trying to. I have calculated that a trip from the Chicago area to the Grand Rapids, Michigan area would take pleasant weather, some luck, and 18 hours total one way. 4 hours driving (max) and 14 hours sitting still and charging (zero fast charging en route possible). That would be an adventure. I'm not sure I'm up for it, though.
I have seen conflicting viewpoints about the optimal level to charge a Leaf battery up to on a running basis, and I just ran across some comments that made me concerned about what goes on just by virtue of the EVSE being connected, even when it is finished (or has not yet begun) charging. The brief evolution of my charging strategy has come to this: Charge overnight with the timer set midnight to 7:20 AM after any normal driving day ("Full charge has priority" OFF). Plug in as convenient when I figure I'm done for the day. Climate control timer set to 7:20 AM for winter the 5 days I work only ("Battery" ON, would not be using it at all outside of winter). One day a week I might not drive, plug in, or charge at all. Normal driving uses 20-25% of the battery daily. Overnight typically charges back up to 100% or close to it. I wonder if this is the wrong approach. I do not need full range every day or even close. But there is something about leaving a battery partially discharged outside when outdoor temperatures are constantly below freezing that bothers me. Obviously, I have yet to get a handle on how lithium ion batteries in cars really work, not to mention their relationship with the standard 12V battery in the Leaf. I'm stuck on the old "a cold battery is a bad thing" model. Also, I have noticed that heating functions start getting a bit challenged at around 70% or less. Enough to notice. Going there every single day or even every other day would make the Leaf a lot less fun. In more moderate seasons I would be happy to charge much less often.
Thanks for reading this far if you did. Questions, comments, and especially advice on informative threads to check out are all welcome.
Sean