Nissan used to give 2 years of free 30 minute DCFC sessions.
Nissan offers free DC charging at its headquarters and manufacturing plant. His money story is not available to 99% of the LEAF buying populace.dmacarthur said:You mention that you frequently DCFC, does your electric cost of about $800 include these costs? Using the sort of standard $.40 per kWh for DCFC the cost comparison is about equal to an ICE getting 40 MPG..... (assuming 4 m/kWh and 4 dollar gas, for rough figures...)
dmacarthur said:Even including the electricity that I had to pay for, which works out to $800 (that's a high guess since rates were actually cheaper years ago) at my state's current kW/h rate would have easily been eaten up by the oil changes and other ICE maintenance over those 2 years.
You mention that you frequently DCFC, does your electric cost of about $800 include these costs? Using the sort of standard $.40 per kWh for DCFC the cost comparison is about equal to an ICE getting 40 MPG..... (assuming 4 m/kWh and 4 dollar gas, for rough figures...)
Charging at home is where my savings happen.
SageBrush said:Nissan offers free DC charging at its headquarters and manufacturing plant. His money story is not available to 99% of the LEAF buying populace.dmacarthur said:You mention that you frequently DCFC, does your electric cost of about $800 include these costs? Using the sort of standard $.40 per kWh for DCFC the cost comparison is about equal to an ICE getting 40 MPG..... (assuming 4 m/kWh and 4 dollar gas, for rough figures...)
That's why I included an estimate of "paying" for it all instead
GerryAZ said:Gasoline- or diesel-powered vehicles of similar size would certainly not make more than 35 miles/gallon under my driving conditions so that translates to 10 cents/mile with fuel cost of $3.50/gallon.
Not at all actually. The Nissan Leaf is the only EV that I'm aware of that has this level of hacking to see what is really going on. Even then, at least Nissan gives you a "bar" system to kind of gauge battery capacity, though we all learn it's not very linear, but better than nothing.SageBrush said:Is LEAF ownership a gentle form of masochism ? That is probably an exaggeration since price is the main draw for LEAF ownership, but there is something not psychologically healthy going on here amongst some of the people who put up monthly blood letting figures.
the 3 cylinder 1.5 turbo is an interesting engine with cvt is quite an interesting set up for an SUV
knightmb said:The Nissan Leaf is the only EV that I'm aware of that has this level of hacking to see what is really going on.
This is a common misunderstanding among non-Tesla owners. The Tesla screen shows front and center 'rated miles remaining.' It is equal to usable capacity (in kWh) divided by the constant EPA combined city/highway Wh/mile value. Anytime a battery is charged to full, the rated miles is a linear proportion of the full pack capacity. Easy peasy to follow degradation, and in fact a very involved discussion on the Tesla forum has been going on for years discussing loss of calibration affecting usable capacity accuracy over time for some owners dependent on their charging routines. This was mis-reported here (naturally) as loss of range.If Nissan did what other EV manufacturers did with their complete lack of battery info
SageBrush said:knightmb said:The Nissan Leaf is the only EV that I'm aware of that has this level of hacking to see what is really going on.
The opposite is correct. Every EV I can think of can show LeafSpy level detail (or more) via the OBD2 port and a variety of phone Apps available at low cost. I currently use 'Torque Pro' to monitor our Chevy Bolt, and
below is a screenshot of a small subset of my Tesla Model 3 sensors and values, read with the 'scanMyTesla' app.
This is a common misunderstanding among non-Tesla owners. The Tesla screen shows front and center 'rated miles remaining.' It is equal to usable capacity (in kWh) divided by the constant EPA combined city/highway Wh/mile value. Anytime a battery is charged to full, the rated miles is a linear proportion of the full pack capacity. Easy peasy to follow degradation, and in fact a very involved discussion on the Tesla forum has been going on for years discussing loss of calibration affecting usable capacity accuracy over time for some owners dependent on their charging routines. This was mis-reported here (naturally) as loss of range.If Nissan did what other EV manufacturers did with their complete lack of battery info
Discussion about Chevy Bolt OBD2 data is just a google search away, but you'll find that people are as likely (or more) to talk about pack temperature or other things as pack capacity. There is just not enough pack degradation going on to make it an interesting inquiry. And of those that do monitor pack capacity, I cannot think of anyone who bothers monthly. Moreover, typically they do not even bother to post the data unless someone asks for it.
This forum is different. Way different. And it is not because of accessibility or technical bent.
knightmb said:they don't have their own topics that keep track of battery degradation?
There is ZERO connection between fires and degradation. The fire risk was dealt with by a total recall that resulted in pack replacement. Stop the FUDDougWantsALeaf said:GM batteries, minus a few fire, have been pretty good.
More ignorance and FUD. LFP has more mis-calibration, depending on charging routineCleanerwatt and a few other sites suggest that the. TESLA LFP lose their first 10% faster than the earlier chemistry.
Enter your email address to join: