Further, it was just reported in another thread (I cannot remember which one) information (apparently from the Service Manual) that indicated that the PACK voltage IS used to derive the "SOC", not the "lowest cell-pair" information.
Then, this "apparent" SOC could be still relatively high, but the car's "protect-the-lowest-cell" monitoring MIGHT shut down the driving much earlier than expected.
IF TRUE, this could explain the several cases of "unexpected exhaustion", and the lack of the "Low Battery" warnings (assuming that they are indeed, as reported, based on this "apparent" SOC).
(buzzzzz) - thanks for playing!
A couple of issues with this. First - the charge/discharge curve for LiMn is sloped like LiCo and lead-acid, not flat like LiFePO4. This makes it very easy to measure SOC directly from the cell voltage. This gives the car the direct ability to 'know' SOC of the total pack and each cell. Second - after reviewing three papers on cell production, it appears that 10-15% variation between cells is the norm. We might expect some variation in the cells in our Leaf battery, but we should expect that some cell matching has taken place so our variation should be smaller.
The combination of fairly consistent cell groups, years of experience and thus fodder for a decent pack model, and the ability to directly measure SOC suggests to me that even if the computer hasn't 'bonded' with it's new battery buddy, the car should still have the ability to tell us how far we can go on a tank of electrons.
From Leaf Service Manual, EV Battery (EVB-12):
The Li-ion battery controller is the core of battery control. This Li-ion battery controller detects the voltage and current of the assembled battery, the temperature of each module, and the voltage of each cell to judge SOC (state of charge) and calculates possible input/output values, meter indication value, and chargeable value to send these data to VCM (vehicle control module). VCM controls the vehicle, according to the battery state.
The pack is likely going to continue to change and may gain capacity during the first 50-100 cycles. The pack computer measures and stores cell internal resistance (at least) as part of it's process. It may take a couple of cycles for the car's computers to 'dial in' their pack info.
My plans for my Leaf, as of tonight, is to drive it home from the dealership in three hops of about 100 miles each. This will give the car three full (or nearly full) cycles to get good capacity data in the initial database. That should give the car better data to use when calculating range. We'll see how that works in May(be) or June-ish.