Each cell is bigger, so more energy can be stored in each cell, but pack
space in vehicle remains the same, so number of cells goes down. Some
manufacturers have been use large prismatic cell formats from the start.
Bigger cells don't directly give increased range. Assuming other factors
On Thu, Aug 27, 2020, 22:55 EVDL Administrator via EV
> On 27 Aug 2020 at 19:23, Offgrid Systems via EV wrote:
> > Anytime you want a 100A circuit (or larger) for your house or
> > outbuilding. Pretty common actually, since every house and most
> > buildings have a service entrance.
Bob, even if your site is a bit disorganized...it is organic, and has a lot
of useful and interesting info. I appreciate that you have kept it online
all these years without breaking links or removing stuff just because it is
'old'. I also like that it is still in a classic web 1.0 style, meaning
Fixed fees on charging station sessions discourage the use of stations when
only a small amount of energy is needed. These fees encourage long sessions.
Per minute rates discourage EVs from charging at the station when they
cannot charge at the maximum rate the station is capable of. This
ed service disconnect and from the
> contactors to the front plug, plus the 3 lengths of high voltage wire.
> On Sat, Aug 1, 2020, 8:35 PM Haudy Kazemi via EV
>> I wouldn't recommend using the Nissan Leaf busbars in pack locations that
>> exceed 114 amps. The bars
On Sat, Aug 1, 2020, 23:46 John Lussmyer via EV wrote:
> Comments on multiple postings...
> On Sat Aug 01 20:34:51 PDT 2020 firstname.lastname@example.org said:
> >I wouldn't recommend using the Nissan Leaf busbars in pack locations that
> >exceed 114 amps. The bars should be fine within the series
I wouldn't recommend using the Nissan Leaf busbars in pack locations that
exceed 114 amps. The bars should be fine within the series strings, which
is what I meant in my prior reply. The ends of each of the 5 parallel sets
should be connected some other way.
I have heard of copper pipe being
Gen 1 Leaf is rated at 80 kW. Pack is 96s2p. Leaf modules have 4 cells in
each (48 modules x 4 cells each=192).
Voltage is 96x 3.65 V=350.4 V
80 kW / 350.4 V = 228.3 amps
228.3 amps / 2 parallel strings = 114 amps per string
NEC ampacity (conservative) rating for 1 gauge wire is 110 amps with
Willie, thanks for the details. I suggest trying again but this time, in
addition to the true east/west orientation, also put them 90 degrees apart
from each other at their peaks. In other words, each should be at 45 degree
angles to the ground. This will limit total illumination as the sun cannot
On Thu, Jul 30, 2020, 12:51 Willie via EV wrote:
> On 7/30/20 9:29 AM, John Lussmyer via EV wrote:
> > On Thu Jul 30 09:49:15 PDT 2020 email@example.com said:
> >> On 7/30/20 7:03 AM, Robert Bruninga wrote:
> >>> Yes, that looks promising.. How much is the 3 or 5kw model?
On Wed, Jul 29, 2020, 18:36 Willie via EV wrote:
> Perhaps you can comment on some trouble I've run into.
> After observing that some microinverters worked on battery input and
> that string inverters worked well with combined strings of both east and
> west facing panels, I became
On Wed, Jul 29, 2020, 14:46 Lee Hart via EV wrote:
> John Lussmyer via EV wrote:
> >> I have a 5kw on order for testing. Maximum VDC of 450 will, I think,
> >> require some adjustment in the way I've been doing things.
> > Except that the 450VDC Max is only for the PV Input which has a MPPT
ehicle chosen Maybe 4 times less
> compared to a highy efficient Prius hybrid with electric heatpump or 15
> times less than a big SUV or pickup with belt driven compressor."
> Just looking for a simple comparison...
> On Tue, Jul 28, 2020 at 1:26 AM Haudy Kazemi
This is very long, so I made it into sections. I hope at least some people
read it, or least parts of it, and share feedback. Thanks!
On the paper:
My interpretation of Figure 6 in the Vaghela/Kapadia paper "The Load
Calculation of Automobile Air Conditioning System": this shows net values
. I have manually charged the cells while
> checking all the voltages and they seem to be OK .
> But in the mower or charger they only show the RED light.
> System is maybe 3 years old?
> -Original Message-----
> From: EV On Behalf Of Haudy Kazemi vi
No experience with Stihl electrics., but I do have 2-3 years experience
using 2 EGO manual drive mowers (and 2 blowers). They're much better than
the previous Pb-acid mower and corded mowers I have used.
The 7.5 Ah 56v battery (14s3p, using 2.5Ah 18650 cells) (14 x 4.0v = 56v
In all this discussion...I don't think I saw using a car + small 4x8 or 5x8
utility trailer mentioned. Torklift Ecohitches are available for Tesla
vehicles, Nissan Leafs, Toyota Priuses, and many other cars.
There is a *lot* you can do with a 2000 lb budget. 500 lb utility
trailer+1500 lbs load.
There are more than a couple parallels to Howard Hughes.
And, yes, goodwill is being unnecessarily lost, partially to things done or
said by the CEO himself, and partially by things the company as a whole
does or does not do in actions and communication. Also, the CEO's Twitter
account is, or at
Tesla finds out about some ownership changes when a new Tesla account is
created and the car is moved to the new account. They also had several
different SuC programs, some tied to car (transferable), some tied to
owner/account for duration of ownership of a particular car
This was not intended as a joke or as a pseudo-The Onion article.
If pollution cannot be mitigated at the source (for whatever reason), and
that pollution is causing problems, and those affected have a way to take
action or are required to take action...things will probably be tried*.
If California loses its ability to directly set higher state-level
emissions standards (states rights?) ... expect to see workarounds tried.
The CA agreement with several automakers is one approach. Stationary and
portable air scrubbers* in cities and along highways are another approach
Even conventional solar PV cells on current EV designs can provide useful
range extension improvements. It doesn't need to cover 100% of demands to
Range improvements are useful, as is neutralizing of vampire load losses,
or providing enough energy for limited cooling (some Priuses do
On Tue, Aug 20, 2019, 18:04 Willie via EV wrote:
> On 8/20/19 4:12 PM, EVDL Administrator via EV wrote:
> > The idea of using an EV for backup power is eminently sensible. A
> > 100/120/240v (depending on where the car is sold) inverter operating from
> > the traction battery
Something to keep in mind when reading the article: there are several
places in this article where the WLTP and NEDC acronyms have been mixed
up/swapped. This reverses the meaning of what I believe was intended. Some of
the swaps have been pointed out on the website comments, and have been
Mr.Sharky... what size were you looking for on which car model?
As for the Gen 1 Leaf, it comes stock with 16 inch rims (on at least some
Leaf Gen 1 can accept certain 15 inch rims, which allows you access to
inexpensive highly mass produced 195/65R15 tires. Gen 3 Prius can use the
What year was the Leaf and which model was the EVSE?
There were some reported compatibility issues with certain EVSEs and early
Leaf years (2011-2012) with older Leaf software, specifically when used in
combination with a GE WattStation:
120v 15a outlets have two vertical flat blades. In contrast, 120v 20a
outlets turn one of those blades horizontal. You can see this in the 120v
20a outlets as they usually are built to accept both 15a and 20a plugs.
A device that has a 15a type plug (NEMA 5-15) should only draw 12a on a
>have enough ground clearance for forest service roads (can the Bolt
suspension be modified without compromising range?)
I'd expect any vehicle modification that increases the frontal area of a
vehicle, while holding all other factors constant, to result in increased
drag and increased energy
It's mostly just Linux console logs. The same standard Linux messages you'd
see on any Linux logging console as you interact with a Linux system.
On Sat, May 11, 2019, 08:33 EVDL Administrator via EV
> On 11 May 2019 at 4:20, brucedp5 via EV wrote:
> > On the specific issue, the eMMC
Did anyone else notice that the episode premier trailer for the new ABC
comedy 'Bless This Mess' appears to feature a blue Gen 1 Nissan Leaf SL
pulling a UHaul trailer?
Trailer or no trailer, that's going to make for a bit of a challenge for a
cross country move from NYC to Nebraska.
Here is an article has some info on restoring LiPo cells. Batteries tend to
exhibit increased internal resistance as voltages fall. The article
empasizes that restoration doesn't mean the cells will be like new. They
may have lost capacity and may have increased self discharge rates, but may
Can anyone say 'Model 3'? Prius is amongst the top 5 in trade ins for a
On Mon, Dec 17, 2018, 15:42 brucedp5
Gen 1 Leafs may make good candidates for battery pack retrofits IF someone
figures out how to keep the car happy with the replacement pack using
better cells with higher energy density.
Compared to traditional ICE conversions...a lot of useful hardware is
already in place, but using that hardware
Leaf owners can benefit greatly from the LeafSpy app (not free) and a
quality bluetooth OBD2 adapter. They can then look at the detailed health
and capacity stats in app. My guess is 9 bars would be about 16 kWh
You may also be losing energy to sticky brakes. Some brake exercise,
Prices are posted at
Some states are per kWh, others are per minute (with different rates for
above or below 60 kW charging rates).
Some existing cars are grandfathered into unlimited transferrable free
supercharging for the life of the vehicle,
On Wed, Oct 10, 2018, 23:55 Lee Hart via EV wrote:
> It sounds like a *penalty* for driving hybrid or electric.
Well, everyone knows electrics are heavy and slow, and they say heavy stuff
damages roads, and we don't like slow cars blocking our ultralight weight
SUVs and rolling
Readings of the owners forums indicate that complete battery failures on
Teslas are quite rare. They have a good redundancy model of parallel cells
within a module, with 14-16 large modules that are in series to provide
350-400v DC, and thermal regulation.
There are issues, however:
I agree. Supercharger network access is a significant, and for some owners,
a primary reason for buying Tesla vehicles. Turning off features of a
customer's vehicle is problematic, and even more so while away from
your ICE car's gas inlet suddenly only allowing a pencil stream of
There are BSafe thermal fault circuit interrupter (TFCI) outlets from 2009.
They are about $11 each. I don't find much discussion about them, though.
There is an effort called Right To Repair, that is trying to get a
legislative solution to some of these problems.
On Sat, Sep 22, 2018, 08:35 Sean Korb via EV wrote:
> This will not be unique to Tesla. Toyota is using Kubernetes and
> cloud applications to maintain operation of their
Which models have SAE ports? The only adapter I know of is Chademo.
I don't know if that adapter would be disabled in this case. I mention it
because I have read that Tesla counts Chademo as a supercharging session in
regard to battery usage metrics. There is another controversy that Tesla
Are these cells still available? How big is each cell physically?
I have an inverter charger that can handle lithium...and needs batteries.
Any idea on what their capacity looked like when you took them out of the
vehicle? Asked differently...how was your range at the end vs when newly
As for electric airplane flight endurance... we have already seen small
conventional type aircraft with 1 hour endurance, and experimental type
aircraft (100% solar+battery) with multiple day endurance with transpacific and
On April 5, 2018 5:17:26 PM CDT, EVDL
That sounds like a plausible scenario.
If the car were a Prius Gen 3 put in park, I think the behavior without a key
fob is it will stay running but will not allow you to shift out of P. If
already in D/drive, the fob is not needed (however the car will warn you) until
the car is put back in
Tesla does load balancing and load limiting at its superchargers. Although most
of their stations are rated at 120, 135, or 145 kW, they usually deliver less
based on these factors:
-utility ordered power limits. Drivers see this when their low SoC cars start
out with high kW and in under a
I guess that's a good development. Makes one go hmmm when you think about past
claims about the GM EV1 (and also EVs in general) being impossible to make
profitably. Sunk costs and ongoing R costs can be manageable when you look at
them with the right scale.
On February 4, 2018 9:19:19 PM
How about we put solar cells on the road surface and either conductively or
inductively transfer the energy to the car? :)
No wind problems this way. No large trailers needed either.
It would have localized shading by snow and rush hour, though, amongst other
issues pointed out elsewhere for
Small lightly loaded trailers with little wind resistance can add 50-80
Wh/mile. Taller/heavier trailers can double vehicle energy consumption.
On December 29, 2017 2:20:20 PM CST, Bill Dube via EV wrote:
>I agree 100%.
>Folks forget that it takes significant energy to tow
:55:32 AM CST, EVDL Administrator via EV
>On 29 Dec 2017 at 1:43, Haudy Kazemi via EV wrote:
>> 13.75 kWh/55 miles at 55 mph)
>That might be accurate, but to me it seems like a convoluted way to
>the power required. The miles an
Leaf power level demands at 55 mph are easily 4 mi/kWh or 250 Wh/mi (or 13.75
kWh/55 miles at 55 mph).
It would be awesome if Leaf energy consumption was as low as you mentioned but
most owner experiences indicate otherwise. With your numbers a Leaf could
easily do 150 miles. Many owners get
A solar trailer with a conventional EV is not well suited to sustained highway
speed transport. It can however be useful for range extension (if you can
charge while driving or use the trailer as a pusher) or for slow charging while
camping at non-electric camp sites. Getting 1 kW on a trailer
If you really want a directly solar powered vehicle, you will want to look at
the low profile lightweight solar racers that many university teams put
together. These tend to use bicycle-like components.
Making it work for a conventional vehicle for sustained highway speeds runs
A mix of options would be preferable IMO. L1 outlets in most places, and some
L2 stations marked with signs saying 4 hour limits. A notification system that
charging is done or that a space is available would be a nice enhancement.
One thing is I'm not convinced that providing L1 120v outlets
A more complex answer is manufacturers promote or don't promote towing
abilities as part of market segmentation. In some parts of the world, a vehicle
model is tow rated but in other parts the same vehicle isn't rated. Depending
on local factors this may either encourage or even force people to
It's a Spaceballs movie reference for the fastest starship speed. Like turning
it up to 11 is a reference to the film This Is Spinal Tap.
Tesla likes to make certain pop cultural references in their vehicle user
interface options for drive motor and fan speed performance settings.
>try to remove it.
>From: EV [mailto:ev-boun...@lists.evdl.org] On Behalf Of Haudy Kazemi
>Sent: Sunday, October 01, 2017 4:37 PM
>To: Electric Vehicle Discussion List; Bill Woodcock via EV
>Cc: Haudy Kazemi; Bill Woodcock
Vinyl wrap is similar to some of the protective films but not identical. I
don't believe any heat shrinking is used for Xpel clear films. Xpel is also
thicker and more resilient making it more effective against rock chips and
scratches. There are some pretty impressive threads with photos on
I second Cor on finding a used engine out of a lower mile wreck.
I encouraged some friends to do just that when their 2010 Prius engine failed.
That story began with knocking (only some of the time and only when moderately
or heavily loaded) somewhere 170-180k. This was traced to a cracked
I would agree. Lower priced mass produced commodity AC appliances and lower
wiring/switch/outlet costs will make up for the inverter inefficiencies. Keep
in mind the amount of useful energy that you need to get out of a system and
then choose components that will get you there. Max technical
Anyone know if pack swapping was on the mind of the Leaf engineers? I heard it
used the same cells as the Better Place 24 kwh packs that were definitely
designed with swapping in mind. Different packaging though. IIRC, those BP
packs were eventually sold for about $2500 each when they finally
The Leaf is not always 250 Wh/mile (4 mi/kWh). It can be under comfortable
weather and clean roads, but in deep cold, or slushy highways, with the
resistance heat on, even with smooth driving, it can exceed 350 Wh/mile
(2.9 mi/kWh). Aggressive high speed driving in rainy conditions with the
I recommend building an OpenEVSE, or buying one someone else has built.
They come up from time to time on the MyNissanLeaf forums.
On Sun, Dec 14, 2014 at 2:51 PM, corbin dunn via EV firstname.lastname@example.org
On Dec 12, 2014, at 9:07 PM, Lee Hart via EV email@example.com wrote:
Repairability, software and hardware component availability, and the forums
are significant factors why I think the OpenEVSE based solutions are
preferable to many of the alternatives. Depending on your contactors and
control electronics you may be able to have a dual voltage EVSE. OpenEVSE
Email: cwa...@proxim.com Private: http://www.cvandewater.info
Skype: cor_van_de_water Tel: +1 408 383 7626
From: EV [mailto:ev-boun...@lists.evdl.org] On Behalf Of Haudy Kazemi
Sent: Friday, June 06, 2014 10:44 AM
To: Robert E CIV USNA Annapolis Bruninga
Mail list logo