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Not always!

Just another parameter to gauge how the battery is aging over time. It's similar to a battery load test.

Better choice; https://www.amazon.com/s?k=clamp-on+ammeter&crid=LYZ2E4V6N34F&sprefix=Clamp-on+amm%2Caps%2C217&ref=nb_sb_ss_ts-doa-p_1_12

On Gen1, Hx represents the battery conductance, the reciprocal of resistance, and decreases over time with SOH. It's not a percentage, as data recorded over three years indicate. As Gen2 ages (5+yrs), Hx appears to follow Gen1. 11/20/14 -13,700 miles, 76 mohms per LeafDD, 20 Deg, 73% SOC, 90%...

Remember, Hx (Gen1) is not a percentage as SOH, it's a nominal value for battery conductance.

I never implied your battery was bad. My test is only momentariIy (<< 1 sec.), which I feel is a more effective test.

That test is basically the same inadequate test when load testing an automotive battery rated at 80 Ahrs at less than 8 amps.

Where is this provided? A 10ma load test is an inadequate test for a strong remote signal! Datasheet:

Hx represents battery conductance (inverse of resistance) per LeafSpy, and as such is not a percentage. It tracks SOH over a battery's life time, decreasing. My data (mohms - inverse of Hx) from my '13 Leaf indicate this: 11/20/14 -13,700 miles, 76 mohms per LeafDD, 20 Deg, 73% SOC, 90% SOH...

Read the first paragraph of the Product Attributes, which says it's EEPROM, confusing based on the 2nd/3rd paragraphs. After checking pins 2 & 3 of IC6 with a capacitor (C109) across them, the pins (Vcc/GND) agree with the IC being the CAN device.

Mis-leading datasheet (https://www.utsource.net/itm/p/956322.html), i.e. in one section it describes a EEPROM. To verify, you'll need to trace the pins (VCC & GND) to see how it's connected, when you have access to the module.

Another EEPROM, I didn't see where it may have been noted, like the other, too small for code. Datasheet; https://www.utsource.net/itm/p/956322.html

The best way to test a "new" CR type battery is by doing a current test and not a simple voltage test which can be misleading. Use a multimeter in a DC current mode, set to the highest scale. The reading in most cases should be greater than 200-300 ma.

I and many have known this for over 10 years! Sorry for your memory lapse, but the key initial issue many have complained about while driving, was that the OEM battery was NOT being adequately charged, i.e. greater than 13.5 - 13.8. So those with concern sought other battery technologies. Many...

Haven't seen this! Where're your data? Yes, the charging voltage will go to 14.4V when the wipers are used, as I discovered and posted here about 8 years ago, but the system doesn't charge continuously at 14.4V in the normal charging mode.

You also realize that Li batteries require a higher charging voltage than lead-acid...

Thanks! You reset the thread back to the correct physics.

It's a very simple mental calculation, much less than a minute knowing your battery capacities, i.e. max, present, & end point, the charging rate (EVSE kW), and the end time.

Laughable!

You can't rely on the Leaf's battery system to adequately charge (~5 minutes) the 12V battery. An external 12V charger is required when not driving the Leaf frequently.