I take it that means I should make sure that my charging rate would needs to go down to 0.2C or even 0.1C if I was ever to charge the batteries in, let's say, 5-10C ambient. In your answers above you guys say that at cold temperatures charging rates need to be limited/reduced. Normal cruising at 60mph or so will cause about 100 from the battery pack (50-ish per string). I know that challenges battery longevity, but the question in my mind is how much and what makes sense to do to avoid/reduce the damage. So, my MaxForcer controller is set to limit motor amps to 1200 A and battery amps to 800 A (hopefully somewhat close to 400 A from each string). Having been designing lower HP motor controllers for 25-ish years it felt good to design something that gets up there in terms of power. hopefully even some squeal from the tires. In that, there are times when I want to see the motor amps needle go over 1000A and to feel the kick in the back. Speaking of driving/discharge … for me, working on the EV and driving it is for fun. Either way, I take it I should utilize liquid cooling even if it means to keep the batteries at ambient when parked and to help with temperatures when driving. To avoid direct sun exposure I could use a bed cover, but unfortunately it happens to be black so it actually may make it worse. Still, being in the bed it would be exposed to direct sun and that's why I threw 150F as a possible temperature after (worst case and maybe unrealistically high) sitting in the sun for hours. I intend to use the original (Volt) cover/enclosure so the battery pack will be sealed. The battery is mounted in the bed, instead. Unfortunately, I didn't go with "under the bed" battery mounting. Sorry for a longer post … any input is appreciated. If I was to keep the batteries from going below freezing temperatures (and not drive the truck) would that save them from significant long term damage?.If batteries are exposed to low temperature (such as 15F-ish) and they are not charged/discharged at the time, how bad is it? Does it cause long term or immediate damage, or is it only bad if I was to try to drive the truck.Similar questions regarding cold (Northern Illinois) temperature: How high of a temperature could batteries live with and not have significant long term damage or rapid reduction of life? For example, if I only keep them from going over 100F (in those hot summer days) would that avoid rapid deterioration?ģ. does it matter if they are just exposed to that temperature, or is it a problem only if they are charged/discharged while at that temperature?Ģ.would it significantly shorten the life of batteries, or.would summer temperatures of around 150F (counting on truck sitting in the sun for hours) I know that GM keeps the battery temperature in a fairly narrow range, however, let's say that I don't do any cooling nor heating … what would the problems really be. I am putting a full set 2013 Volt battery into my S10 and I am wondering what to do with cooling and heating. So, I was wondering if people who have been using Chevy Volt batteries (Gen 1 in particular) in EV conversions would have some insight for me. ![]() If he were to fill up in the United States at $2.50 / gallon, it would have cost him roughly $10.I've read through the posts on this topic but didn't find much and what is out there is a bit on the old side. ![]() The car cost him $19.50 CAD to refuel the 8.9 gallon tank. The car was driven ~50% at highway speeds and ~50% city.Īt the end of the week, the tank was 50% full when refueled. During that time, he goes 196 miles (316 km) for a combined driving total of 259 miles (418 km). Although some energy would of course be lost during charge process.įor the rest of the week, the Volt is driven entirely in hybrid mode. This is based on electric rates in his area of. If he were to re-charge the Volt's 18.4 kWh battery at this point, he calculates his cost at just under $1.40 CAD. So don't expect such excellent performance in the dead of winter.Īfter starting the test, the Volt goes 62 miles (100 km) in all electric mode with 1 mile (2 km) remaining on the charge. During this test, the weather was mild so the A/C and heater were not used. Estimated range on gas is 312 miles (503 km) For the test, the driver spends one week without re-charging the battery or re-fueling the vehicle. The estimated EV range before he begins is 56 miles (91 km). The test begins with a full tank and a full charge of the battery. 2019 Chevy Volt, Bolt EV Pass Automobile Mag #noboringcars Test
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