The 62kWh Battery Topic

[DougWantsALeaf]

So you seethe front temp sensor hotter than rear? Do we know the placement of each sensor im leafspy? (Meaning is it consistent or do they just order by temp?)

[GerryAZ]

Dave may have meant the ambient temperature sensor since you referenced the dash display. The ambient temperature sensor is close to the radiator so it will show higher than actual during and after L2 charging because the coolant will warm up a little while charging (which warms the sensor). I routinely see the battery temperature either stay the same or drop a little during highway driving after DCQC so am not surprised that your battery temperature did not increase significantly while driving on the freeway. Incidentally, the low battery warnings I get are consistent as follows:
1. LBW (dash display pop up) at 6% SOC on dash (GOM goes to flashing for remaining miles).
2. VLBW at 2% SOC on dash (GOM goes to ---).
3. At a little below 1% SOC on dash, the SOC display goes to ---% (I call this ELBW for extremely low battery warning since my previous cars did not have this extra level).

There is still more usable energy remaining in the 62 kWh battery at ELBW than the 24 kWh batteries had at the first LBW level (assuming the cells are reasonably well balanced).

[DaveinOlyWA]

So you seethe front temp sensor hotter than rear? Do we know the placement of each sensor im leafspy? (Meaning is it consistent or do they just order by temp?)

You mentioned the dash temp. This is affected by the cooling system when charging. On a cold day after your car has been charging a few hours, pop the hood. You can feel the heat there.

[DaveinOlyWA]

Dave may have meant the ambient temperature sensor since you referenced the dash display. The ambient temperature sensor is close to the radiator so it will show higher than actual during and after L2 charging because the coolant will warm up a little while charging (which warms the sensor). I routinely see the battery temperature either stay the same or drop a little during highway driving after DCQC so am not surprised that your battery temperature did not increase significantly while driving on the freeway. Incidentally, the low battery warnings I get are consistent as follows:
1. LBW (dash display pop up) at 6% SOC on dash (GOM goes to flashing for remaining miles).
2. VLBW at 2% SOC on dash (GOM goes to ---).
3. At a little below 1% SOC on dash, the SOC display goes to ---% (I call this ELBW for extremely low battery warning since my previous cars did not have this extra level).

There is still more usable energy remaining in the 62 kWh battery at ELBW than the 24 kWh batteries had at the first LBW level (assuming the cells are reasonably well balanced).

Benefits of big battery. When SOC meter goes to dashes I have 50 or 51 GID.. LBW on a 24 kwh pack came on at 48 GID

[SageBrush]

At the 1:53 timestamp, the physical bulging of the modules in the back of the pack are very telling. It really underscores how much heat DC quick charging produces within the pack and how woefully inadequate passive cooling is!

In the UK if I am ID'g the accents correctly.
Imagine a hot-ish climate.

To me the great news is just how easy it is to pop in and out the pack. Enjoy the show, since it will not be available in the future.

[HerdingElectrons]

Wait till you experience 400 Amps. 200 Amps will feel like a dog and 125 Amps will elicit a disgruntled laugh.

My Tesla Model 3 peaks at 600 - 700 Amps at the new V3 Superchargers but I have not used any yet. And since they taper faster than just cruising at 400 Amps up to 60 - 70% SoC the road tripping difference may not be enough to particularly care about the difference.

In your tesla do you have the option to supercharge at a lower rate if you have the time & want to put less stress on the pack?

[SageBrush]

Wait till you experience 400 Amps. 200 Amps will feel like a dog and 125 Amps will elicit a disgruntled laugh.

My Tesla Model 3 peaks at 600 - 700 Amps at the new V3 Superchargers but I have not used any yet. And since they taper faster than just cruising at 400 Amps up to 60 - 70% SoC the road tripping difference may not be enough to particularly care about the difference.

In your tesla do you have the option to supercharge at a lower rate if you have the time & want to put less stress on the pack?

Not per se, although I can use the phone to start and stop charging as I see fit.

Side comment: while any DCFC is going to be more battery wear than L2 charging, Tesla puts a lot of effort into mitigating the DCFC effect: the battery temp in brought to 50C+ early in the charging cycle to mitigate Li plating, and then the pack temperature is brought down quickly once the charging is complete. And a Tesla owner should really never have to charge on a cold pack at a Supercharger due to pre-conditioning.

[DougWantsALeaf]

Leafers

In this Leaf video from Bjorn today, he showed how the nav does a remaining battery estimation when you put in the destination. Is this on the US Leafs, as I have not seen it on my SV+ plus Tech?

https://youtu.be/ieODd-PgSbs

[GerryAZ]

Something that many people don't know is the LEAF will use the PTC heater for heating if activated remotely or by climate control timer when the car is plugged in and charging on L2 or DCQC (not sure about L1--see additional comment below). It will use the heat pump if heating is activated remotely when not plugged in to minimize power consumption from the battery. I believe it will also use the heat pump while plugged in if the PTC heater has failed, but have no way to test that at this time. I suspect it may also use the heat pump while L1 charging to avoid drawing more power than the EVSE can supply, but have never tried it. I believe the PTC heater is used while charging to minimize noise and also reduce wear/tear on the compressor.

[DougWantsALeaf]

GerryAZ, did you see the estimated remaining battery feature in the video? (Lower left hand corner of the video screen)

Is there a way to trigger that on the US leafs?