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Thread: EV Range Anxiety

  1. #31
    Mick_Marsh's Avatar
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    Unless otherwise stated, this post is the opinion of Mick_Marsh and should be read accordingly.

    Hybrid SIII Stage 1 cab on a RRC chassis

  2. #32
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    Here's a nice addition to the mix.



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  3. #33
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    How does a fuel cell work, and should I buy a hydrogen car?

    From the article:
    The new generation of fuel cell cars will go a long way to making hydrogen mainstream; we drove the Hyundai Nexo in London the other day and absolutely loved it. Indeed, the Nexo's claimed 497-mile range (easily twice that of most plug-in battery-electric cars) will impress consumers and alleviate some of the pressure on infrastructure – if you only have to refuel every 500 miles, and it only takes a few minutes, suddenly a fuel cell car is a practical choice rather than an environmental one.
    There are plenty of naysayers about fuel-cell technology and you can see them scoffing on the internet, but most are either ignorant or are heavily invested in alternative technologies such as battery vehicles.
    Unless otherwise stated, this post is the opinion of Mick_Marsh and should be read accordingly.

    Hybrid SIII Stage 1 cab on a RRC chassis

  4. #34
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    This last spell of cold sub 10c weather I really notice the LiFePo4 cells are not performing too well ,
    Maybe needing a charge at 55-60km instead of 80km . (or is it because my new rear diff is a bit tighter ?)

    I really thought EV winter range was lower because of the need to use the heater, but I guess thats cancelled out in summer by the A/C

    I guess the same as a Lead Acid cranking battery suffers from the cold.

  5. #35
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    Quote Originally Posted by goingbush View Post
    I guess the same as a Lead Acid cranking battery suffers from the cold.
    Mine doesn't. Those at Winter Wombat the year it got down to -7 degrees will attest to that. The 101 fired up real easily that morning.
    I'd suggest your battery was a little past it's use by date.
    Unless otherwise stated, this post is the opinion of Mick_Marsh and should be read accordingly.

    Hybrid SIII Stage 1 cab on a RRC chassis

  6. #36
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    Cold weather shouldn’t affect a healthy lead acid (well not to the operator hitting the start key as there should be plenty of capacity), I guess with instruments hooked up one might see a slight performance drop

    although cold weather does highlight issues with an aging/failing lead acid and dropping performance.

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  7. #37
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    Whats this all about then ??

    Temperature vs. Capacity - Flooded Lead Acid Batteries : Technical Support Desk

    And here Lithium fares even better than Lead Acid, but really once you engine has started not a thought is given to the Cranking Battery , Bit different in an EV .

    lithium & solar power LiFePO4, Capacity vs Temperature (LiFePO4, AGM) The graph...

  8. #38
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    YouTube

    To put the video into perspective, the Tesla drove over 1000km with the energy equivalent of 8.25L of petrol.
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  9. #39
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    I suppose it makes sense that available battery capacity is reduced in cold temperatures. The same thing happens with your smart phone if you expose it to sub zero temperatures. It will die, but the battery will come back to life when warmed back up again.
    Chris


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  10. #40
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    Quote Originally Posted by Mick_Marsh View Post
    Mine doesn't. Those at Winter Wombat the year it got down to -7 degrees will attest to that. The 101 fired up real easily that morning.
    I'd suggest your battery was a little past it's use by date.
    Of course it does, they all do! Cold slows the chemical reactions.

    It’s just that enough reserve should be in place to handle
    It.. Hence CCA - the current capacity at 0f.


    LiFePO4 definitely suffer the cold, they come back fine once it warms up - several riders from another board all went LiFePO4 and all those living in cold overnight temp zones (lots of Vic / NSW members) seem to suffer from starting issues when it’s cold.

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