GerryAZ wrote: ↑
Sun Sep 15, 2019 8:19 am
LeftieBiker wrote: ↑
Sun Sep 15, 2019 4:11 am
GerryAZ wrote: ↑
Sun Sep 15, 2019 2:38 am
The P3227 update greatly improved the accuracy of the CAN Bus data that LEAF Spy reads and the dash displays such as the SOC bar graph and DTE (distance to empty aka GOM for guess-O-meter) on my 2011. It did not change actual range or regeneration (which was already reduced due to increased internal resistance of the original battery). Regeneration was restored when Nissan installed a new battery long before the Klee class action lawsuit was finalized. Based upon my experience, I highly recommend the software update if you can get it for free or minimal cost.
I suspect that your hot climate protected you from the negative effects on regeneration of the update. Those in colder climates have reported very poor regen (probably when the pack was cold) after the update, where it had not been bad before...
My regeneration was greatly reduced in cool weather long before the software update. I purchased the car in June 2011; capacity dropped to 10 bars in June or July 2012; regeneration dropped when ambient temperatures dropped in November 2012 and partially came back when temperatures warmed up in spring 2013; capacity dropped to 8 bars early in the summer of 2013; and Nissan EV Customer Service called to request that I take the car to the dealer for testing so they could initiate the battery replacement process. The software update was performed while the car was at the dealer for battery testing. I saw no change in the limited level of regeneration available or actual battery capacity and usable range after the update, but the SOC bar graph was much more linear and consistent throughout the discharge cycle and the DTE displayed remaining miles more accurately than before (and more accurate than the 2015). The data from the CAN Bus which is read by Leaf Spy was also more linear and consistent throughout the charge/discharge cycle than before the update.
Since charge rate and maximum regeneration are limited to avoid overvoltage of any cell pair, it is likely that the software changed some thresholds and may have changed allowable regeneration on cars with less battery deterioration than mine. Full regeneration and fast DCQC charge rates were available regardless of ambient temperature after Nissan replaced the battery in October 2013 until the car met its demise in January 2015 with 11 capacity bars remaining on the replacement battery so I saw no negative impact from the update. I really appreciated the improved accuracy of the instrumentation after the update.
Sorry your 2011 met an early demise. My 2011 is still going strong with over 132,000 miles on the odometer. I did have to replace the battery at 99,000 miles out of pocket, the Nissan dealer did assist with the cost after customer relations told me no financial help was available.
2011 Blue SL-e, 132,400 Miles.
Lost 5 Capacity bars
7/18/13 (29,206), 8/25/14 (51,728), 7/12/15 (71.108), 5/12/16 (88,362), 10/17/16 (96,532)
New Battery 12/3/16 (98,956)
2018 Model 3 20,000 Miles.