Very roughly, I'd say ~95%. And Hx tends to diverge more (at least in the 24kwh packs) as more time and miles pass between full charges. The balance chart in LeafSpy would probably be pretty ragged. Has this car has the 30kwh BMS software update?
BuckMkII said:I don't know...that's a pretty big delta between the SOH and the Hx, isn't it? If Hx recalibrates faster than SOH as stated above in this thread, wouldn't this be a sign of a reset? Mine bounce around a bit, but the biggest difference I can find is < 6%. It's usually about 5% over the last six months, up from a couple % when I first got the car.
Anyone have a prediction of what the SOH *should* be after sitting on the lot (probably at 100% SOC) for over a year, then two years of normal service in that climate?
So true, highway (>50 mph) would kill any EV with high Cd > 0.24 in no time. Low Cd EVs rule on highway.arnis said:Whoever is buying second-hand Leaf should test the range on highway.
It only takes an hour
I'll take low Cd AND a larger battery, thanks.Leaf15 said:Low Cd EVs rule on highway.
CD isn't everything. CD X Cross Section = Drag. I wonder why no one publishes their cross section numbers or total drag at a given speed ( 60m/h)?Leaf15 said:So true, highway (>50 mph) would kill any EV with high Cd > 0.24 in no time. Low Cd EVs rule on highway.arnis said:Whoever is buying second-hand Leaf should test the range on highway.
It only takes an hour
Correct, but Cd is commonly accepted criteria when comparing. That is all we have or they disclose to us. It is still the most important parameter of overall aerodynamic design. The Cross Section comes in play when modifications are made to increase or reduce standard configuration cross section. Like upgrading 16-to-17 tires - would increase cross section, downgrading 16-to-15 will reduce it and etc. Some folks may find it difficult to understand because of they think the tire outer diameter stays almost the same. The inefficiency drop comes from the fact you have to put wider tires to compensate for side wall height reduction and it increases cross section. It is the most critical though in EV as range takes way more time to extend by more frequent re-charging unlike in ICE. That is when I see EV adaptation of the existing ICE car it is just failure from the get go. Only good for city driving, forget about highways.johnlocke said:CD isn't everything. CD X Cross Section = Drag. I wonder why no one publishes their cross section numbers or total drag at a given speed ( 60m/h)?
But as they put bigger and bigger batteries I am not sure what they are trying to achieve - it would never be reasonable on the highway without major redesign and this is where long range matters.
I know the CdA for the Model 3, Model S, Prius Prime and Bolt, although I cannot remember where I got them from. More data is available from the web; I remember a car magazine reporting a comparo of a couple of cars that also included the Prius and Model S, amongst others.johnlocke said:CD isn't everything. CD X Cross Section = Drag. I wonder why no one publishes their cross section numbers or total drag at a given speed ( 60m/h)?Leaf15 said:So true, highway (>50 mph) would kill any EV with high Cd > 0.24 in no time. Low Cd EVs rule on highway.arnis said:Whoever is buying second-hand Leaf should test the range on highway.
It only takes an hour
Lw4nier said:Hi, I'm posting a new question in this thread.
I purchased a new 2018 Leaf SV. Got a nice $11,500 discount and hopefully most of the $7500 tax credit next year.
It had 550 miles and was sitting in the lot for the past year or so.
My leafspy is saying SOH is 95.89%. Does this seem ok? i was expecting something in the 98-100 range for being new.
Also not sure the last time it was charged up to 100%. I drove it home at 97% SOC. So i'm wondering if i should charge it up to 100% to rebalance and see if my SOC goes up?
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