![]() ![]() If you really want another ten or fifteen miles of electric range, I think you could add an Enginer kit onto a Volt. Personally, I think it's a very foolish plan, with benefits not at all worth the risks. Nissan's been very aggressive with the technology - we'll have to see how well those cars are really running in three years - let alone the 8-10 required by the warranty.Īs Henry says, it's going to be a serious challenge for anyone but GM to manage - and GM has no motive to do it, and several not to. You'd lose the ~four mile buffer that the Volt uses to smooth engine start and let you keep going if you run out of gas.įinally, a lot of us aren't very confident in the Leaf's battery life to begin with. You also lose the small buffer the Volt keeps that allows reger braking at the start of every trip (go read on MNL about regen for folks that charge to 100%.) Unless you planned on being able to dynamically set the high limit the night before. #OPENPORT CABLE CHEVY FULL#The pack is designed to last just long enough to exceed the warranty, then it will be dead shortly thereafter, say 10 or 11 years after you buy the car.Ĭlick to expand.But by raising the high SoC limit, you'd be increasing wear on the battery with every charge cycle, not just the ones where you using the full range. And lets be real, GM thinks Volt owners will have to replace the pack a few years after the warranty expires, so paying for it a few years early isn't going to hurt that much. But 6 years from now a Volt pack will cost less than $2000 and lets try to figure out how many dollars Brian would save by using cheaper electricity for his miles in the meantime. I think a substantial portion of them will have to pay for a new pack within 6 or 7 years of buying their Volt, which is exactly why GM has set the AER where they did. It would be cool to hear from 4 or 5 Volt owners (or more) that want to get a boost in their AER and are willing to dip a bit deeper into the pack to do so. But I also have to admit that I don't know what the hack would entail, so my opinion is just that, an opinion. Henry, do you mean that GM won't want it to happen or that there is no way to hack the software? I find it hard to believe that there won't be a way to hack it to 80% if you want to within a year or two. If I could chip away an extra 10-15% of those highway miles by staying on the battery longer, I'd be at say 43/57 and my average MPG would be in the 90s. Assuming 1/2 of my miles are highway on the ICE and 1/2 of my miles are around town on the battery, I'll average about 75-80mpg. ![]() This noted, EXCEPT for those highway drives I never even approach discharging my battery except by choice, as I can charge between drives all day. ![]() So in 5 years I'd be at maybe 4-500 cycles. So figure about twice a week I would deplete the battery. Further, I never need to deeply discharge my battery at all except approximately 90 times a year when it would deplete on long highway drives I have to take. This should buy me a 30% increase in EV range. Therefore my logic is that my battery should not live any less long than a Leaf's even if it went deeper cycle, like 80% of its charge. Despite going deeper cycle, Nissan uses a fan to air cool the batteries, while Chevy uses liquid cooling for its battery pack. The Volt apparently cycles through about 62.5% of its 16kWh lithium battery. Per Motor Trend, the Nissan Leaf cycles through 80% of its 24kWh lithium battery. ![]()
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