On some EV's, the rate of battery heating is limited by the rate of the EV charger (e.g. 3 kW EVSE limits battery heating to 3 kW). So in cold winter climates, you actually wanna have a decent size EVSE that can do at least 5 kW. I recommend getting a >40A EVSE installed in Canada. Plugging in every night regardless of charge level is also important advice.
I found a trick to home charging that seems to speed things up in cold Edmonton. When heading home either in FSD or manually, I'll pretend that my next stop is a super charger. This preconditions the battery for at least the initial charging.
It has to be kept plugged in every night as per Tesla manual. Just replaced one of my Audi sport models with an S. On the app I have to warm it up for 10 minutes before I leave or the regen will not work at all. I found that out the first morning. Regen also does not work if you charge to 100 percent. The winter range is only about a third of the max which is very disappointing. In summer I might get 75. I also noticed at highway speed the car just coasts and the regen works at lower speeds.
Good info for new EV drivers. Especially important for apartment dwellers that rely on superchargers for all of their charging, and when taking road trips in below freezing weather. Besides Teslas, other EVs that have LFP batteries may also not charge below freezing (0 C). I do have newer Teslas, but it doesn't get that cold where I live, only -10 to -20 deg C a few times per year. I plug in every night and charging starts when needed to complete by 6 AM. This provides a warmer battery when I leave, and a lower SOC over time profile for better battery life. If it takes a while to heat the battery first, it is done automatically while I am sleeping. I do love the power meter on the older Model S. My 2015 had a smaller meter, not as well labeled and harder to get a precise reading. My Model 3 and Y just have a thin green (regen) and black (power) strip, with no kW numbers. It is super hard to read, but does show unavailable regen and power when cold with a dotted line. Seeing your Model S makes me want to search for a nice clean example and buy it for driving around town. 😀
Yeah that fact actually makes Tesla EVs non-viable for people with short intercity commutes without access to a garage, so 2/3 of young Canadians. You just won't travel far enough to warm the battery and won't be able to charge properly at a supercharger.
@@strangestecho5088 You just start cabin preheating or defrost mode a half hour to an hour or a little longer (depending on how cold it is) prior to driving and that heats up the battery. You don't have to be plugged in for that. You can even schedule it. Tesla makes it super easy.
All proper modern EV's restrict charging speeds when the battery is too cold. Otherwise, the battery can be damaged. That's what battery preconditioning is all about. If it's super cold, like minus -20 or colder, it might even prevent charging at all until the battery heats up enough to safely proceed. That's why Teslas have cabin preheating and defrost modes (which can be scheduled) in case you don't have a place to plug in overnight.
Hello, I haven’t looked too much into CCS to CHAdeMO adapters. But, as it is a fairly new adapter, I would rather wait for a little while, so the technology is more mature and reliable, and also likely cheaper. This will probably happen within the next 1 to 2 years. After that period of time, I would expect these adaptors to become less common and more expensive because newer Nissan vehicles are no longer using CHAdeMO. Another item to consider is how often do you believe you would use it. For me personally, I do most of my charging at home and work and rarely use level three charging. If you’re planning to use your vehicle for long distance travel, then it may well be a good investment. As far as Nissan warranty, I am not aware of any impact it will have on the warranty, but that is ultimately up to Nissan.
@@GreenwayElectric Thanks I was thinking on waiting for price to come down It really sucks pulling to a charge station and a CC1 Car using the pump that is 1/2 CHAdeMO and some time they just say out of order Offline :( Thanks I do have level 2 charging at home supercheap 0.14 PER KWH I have 2025 SV Plus I was just looking at the charge options Thanks for your Thoughts PS LOVE the SV PLUS 220 MIles @ 100%
On some EV's, the rate of battery heating is limited by the rate of the EV charger (e.g. 3 kW EVSE limits battery heating to 3 kW). So in cold winter climates, you actually wanna have a decent size EVSE that can do at least 5 kW. I recommend getting a >40A EVSE installed in Canada. Plugging in every night regardless of charge level is also important advice.
Great advice, thanks!
I found a trick to home charging that seems to speed things up in cold Edmonton. When heading home either in FSD or manually, I'll pretend that my next stop is a super charger. This preconditions the battery for at least the initial charging.
Great tip, thanks!
It has to be kept plugged in every night as per Tesla manual. Just replaced one of my Audi sport models with an S. On the app I have to warm it up for 10 minutes before I leave or the regen will not work at all. I found that out the first morning. Regen also does not work if you charge to 100 percent. The winter range is only about a third of the max which is very disappointing. In summer I might get 75. I also noticed at highway speed the car just coasts and the regen works at lower speeds.
Good info for new EV drivers. Especially important for apartment dwellers that rely on superchargers for all of their charging, and when taking road trips in below freezing weather.
Besides Teslas, other EVs that have LFP batteries may also not charge below freezing (0 C). I do have newer Teslas, but it doesn't get that cold where I live, only -10 to -20 deg C a few times per year. I plug in every night and charging starts when needed to complete by 6 AM. This provides a warmer battery when I leave, and a lower SOC over time profile for better battery life. If it takes a while to heat the battery first, it is done automatically while I am sleeping.
I do love the power meter on the older Model S. My 2015 had a smaller meter, not as well labeled and harder to get a precise reading. My Model 3 and Y just have a thin green (regen) and black (power) strip, with no kW numbers. It is super hard to read, but does show unavailable regen and power when cold with a dotted line. Seeing your Model S makes me want to search for a nice clean example and buy it for driving around town. 😀
Yeah that fact actually makes Tesla EVs non-viable for people with short intercity commutes without access to a garage, so 2/3 of young Canadians. You just won't travel far enough to warm the battery and won't be able to charge properly at a supercharger.
@@strangestecho5088 You just start cabin preheating or defrost mode a half hour to an hour or a little longer (depending on how cold it is) prior to driving and that heats up the battery. You don't have to be plugged in for that. You can even schedule it. Tesla makes it super easy.
All proper modern EV's restrict charging speeds when the battery is too cold. Otherwise, the battery can be damaged. That's what battery preconditioning is all about. If it's super cold, like minus -20 or colder, it might even prevent charging at all until the battery heats up enough to safely proceed. That's why Teslas have cabin preheating and defrost modes (which can be scheduled) in case you don't have a place to plug in overnight.
what do you think of the adaptors to use CC to CHAdeMO and will it affect warranty with Nissan and what one if I was to buy would you buy
Hello, I haven’t looked too much into CCS to CHAdeMO adapters. But, as it is a fairly new adapter, I would rather wait for a little while, so the technology is more mature and reliable, and also likely cheaper. This will probably happen within the next 1 to 2 years. After that period of time, I would expect these adaptors to become less common and more expensive because newer Nissan vehicles are no longer using CHAdeMO.
Another item to consider is how often do you believe you would use it. For me personally, I do most of my charging at home and work and rarely use level three charging. If you’re planning to use your vehicle for long distance travel, then it may well be a good investment. As far as Nissan warranty, I am not aware of any impact it will have on the warranty, but that is ultimately up to Nissan.
@@GreenwayElectric Thanks I was thinking on waiting for price to come down It really sucks pulling to a charge station and a CC1 Car using the pump that is 1/2 CHAdeMO and some time they just say out of order Offline :( Thanks I do have level 2 charging at home supercheap 0.14 PER KWH I have 2025 SV Plus I was just looking at the charge options Thanks for your Thoughts PS LOVE the SV PLUS 220 MIles @ 100%