Oh thanks for the link! I didn't realize they had updated the Souls and it's always fun to look through the data. I suspect the Wh/mi variance has everything to do with the Soul being shaped like a brick. The Soul's TMS is a cage fan pulling a small amount of cabin air through the pack after the temperature sensors reach a given threshold and/or when quick charging in high ambient temps. I can't imagine, based on what I've witnessed, that it consumes more than 50 Wh for an entire charge/discharge cycle. It increases the HVAC load a little bit too, but I suspect it would be hard to measure. Pretty good cooling bang for the buck.
I expect this would have only minor effects on pack temperatures. Air is an excellent insulator, but a lousy conductor of heat.
The Soul's ~26% larger battery pack may give more benefits in limiting heat build-up, by allowing more efficient lower kW/C rates during both charging and discharging. And (hopefully) their newer batteries will prove to be a bit more resistant to heat degradation than are the LEAFs' are.
Of course, larger pack cost/benefits cut both ways. In terms of absolute
capacity loss, the larger Soul batteries may be losing more Wh over ~the same time and miles driven than the LEAFs are.
...The '13 Leaf with similar mileage shows nearly 17% degradation from new. Naturally they're not apples to apples but if one takes it as face value the Leaf has experienced 70% more degradation than the Soul in similar conditions...
I don't see how you reached that conclusion. If I got the math right:
The two 2103 LEAFs which baseline at ~500 miles, with one summer of use
averaging ~15.5 k miles over just under 15 months, show ~15.3% average capacity loss, or ~3.7 kWh average.
The three 2015 Souls which baseline at ~400 miles, also with a different summer of use
averaging just under 12k k miles over just under 11 months, show ~10.5% average capacity loss, or ~3.2 kWh average.
I don't see that very
preliminary data, showing slightly over 1% capacity loss per month for the LEAFs, as compared with slightly under 1% capacity loss per month for the Souls, a great achievement for Kia.
If I were to venture a guess
, it looks to me like 2015 Phoenix Soul drivers may reach average 70% EOL capacity only a few months longer after delivery, than 2013 Phoenix LEAF drivers will.
This has been discussed on the Volt thread. Yes, if you don't use a PHEV's batteries much, and are willing to run the ICE generator to provide energy for battery cooling, even after the pack is discharged, batteries will last a lot longer than they will in a BEV, especially in Phoenix.
Those Volts were driven mostly on gas, and averaged an unimpressive 39.3 mpg.
Meaning hybrid ICEVs driven over the same routes probably could have used about the same amount of gas, without ever plugging them in
Just a waste of both the battery pack and all the kWh used in charging, for a PHEV used in this application.
https://avt.inl.gov/sites/default/files ... ltEREV.pdf