Reg, ask yourself "Why did GM limit the Gen 1 Volt's usable SoC to 65%, if they could have either used a smaller battery for the same AER and reduced the price (or made a greater profit), or else increased the AER for the same price?" Using a wider SoC range will increase degradation on any Li-ion battery - the only question is by how much. Maybe GM has determined that the difference between 65% and 76-78% isn't significant for their current batteries, or maybe they figure with the good rep they've established with the gen 1's pack they can afford to accept greater degradation (and more warranty claims) with the 2nd gen. in order to make the (initial) AER look better. That may well be the approach Nissan took with the 30kWh battery; given their track record it wouldn't surprise me. We know that GM is fully capable of penny-pinching for short -term profits even when it negatively affects them (or their customer's safety) long-term, so it's definitely a possibility. We simply don't know.RegGuheert wrote:I know of nothing that indicates that increasing the range of cycling from 65% of SOC to 75% or even more has any significant impact on durability, so I will assume you are making this up until you produce some evidence to indicate that there is a *real* concern here. <snip>GRA wrote:There's certainly a reason to be concerned whether they will demonstrate the same longevity, when GM has increased the usable SoC from 65% to something over 75% (I've seen claims of 76-78%, and my own calcs come out in the same range).
As for the Clarity, I worry about all PEVs' battery longevity until proven otherwise, unless they have a robust capacity warranty. Certain design features can make adequate longevity more likely, but only large amounts of real-world customer data will provide the necessary proof.