No, and in fact it’s not the charging itself that’s the problem–it’s leaving the battery in that highly-charged state for long periods of time. If you charge to 100% and deplete it back to 80% immediately, there’s very little additional wear. On the other hand, if you leave the car at 100% for many days in a row, it will degrade the battery.
You can’t really fast charge above 80% anyway. The rate naturally slows down dramatically above that point.
To add a bit, this is why Tesla vehicles–and even some phones now–supports a scheduled end time for the charging. That is, you can set it to finish charging just as you’re ready in the morning, so that it spends as little time as possible in the highly charged state. Some new phones likewise will schedule the charge to finish just before you wake up.
Good to know. Thanks.
The rate slows, yes, but generally the limit is still far faster than the fastest L2 charger can do so DC charging is still faster. For example, the 2023 ID.4 Pro S AWD can accept 90kW at 80% and 30kW at 100%. The fastest L2 AC charging is less than 12kW (11.5kW - 240V at 48A on a 60A circuit).
https://www.reddit.com/r/electricvehicles/comments/10rz5v2/2023_id4_charging_curve/
And “100%” is not 100%. It is 100% of where the vehicle allows the battery to charged to, preventing the full charge that is associated with degradation. I’m unsure how much being at that “100%” actually degrades any faster.
Interesting–the ID.4 does quite well here. IIRC, my Model 3 only does ~50 kW at best at 80%, and goes down from there. That’s already barely in the fast charge space, and at 99%, it’s at <L2 levels. At any rate, it’s a far cry from the >150 kW that most cars can do at lower charge levels. I’ve seen mine hit 250 kW but only for a few minutes.
100% d’acord … the only “but” is …
there is currently very little “common knowledge” about buying used EVs (your typical 10 things to check for …) … but once the word gets out that they are lower-risk-purchases … that segment will blossom in the market -
sorry, but that does not pass my sniff-test … are you saying that a 1 ton truck wears out faster than a 3/4 ton truck which wears out faster than a 1/2 ton truck? … b/c of weight?
NO … you have components correctly spec’d for any of those 3 given designs (and weights) and the trucks weight is well within the component’s design parameters. It’s not that you use the same struts for the 3 types of truck, etc… and the same applies to EVs vs. ICE … EVs will have beefier axle-shafts as they will out-torque its identical ICE brethren
Tires, do - ceteris paribus - probably wear out faster on EVs (weight + fun of driving a high-torque veh.)
Nobody cares how much a full-size truck weighs. EV makers have to care about weight, and there will be design tradeoffs.
Also, bear in mind, what is being represented as 100% charged will actually be 90-94% … so the manufacturer already build “leeway” into the charging process:
Concerning “testing” … you don’t need a tester, very likely the cpu will have a log of everything that happened to the battery … number of charge cycles, number of fast charges, starting %, ending %, kw/h used per km (easy to see track-days, etc… ) … so that should be way more transparent than ICE stuff …
I know that my iPhone has a feature that reports the maximum battery charge level as a percentage of the level of the battery when new, so I assume that EVs will be able to do the same thing,
you didn’t understand my analogy …
you said that EVs wear parts out faster b/c they are heavier … I said "big-trucks are also heavier but that does not mean they will wear parts out faster, b/c parts are designed for the heavier weight "
so, EVs will NOT wear out “parts” faster, as they have “parts” that are designed to handle the higher weight. There are 3-4 posts with pretty much the same reasoning as mine …
I haven’t seen this ability with my EVs. However, my iPace after four years of use (low mileage) has longer range than when new, due to software updates.
I think the Leaf has this function (and I am sure many other EVs also - as health bars) … might be stone-walled or in hidden menu-points
No, I understood it fine. Truck makers can beef up components as much as they want to. But EV manufacturers can’t just stick heavier parts on cars to handle the extra weight, because it will eat into range significantly.
sorry, I don’t follow your train of thought…
what about EV-trucks then? can you beef them up as much as you want (b/c they are trucks)… or not (b/c they are EVs)?
a vehicle is a vehicle …
And EVs suffer LESS from weight penalty than ICEs
(thats why they work so well in town where you constantly go through accel/decel/accel cycles) - as they recoup the energy instead of heating up brake-disks.
I think the fact that we haven’t seen many successful EV trucks kind of answers that one. Look how badly Tesla is doing.
Strong disagree. The early EVs were all focused on small, light, weight saving, etc. The SUV / Truck market wasn’t (at the time) expected to have a lot of overlap with buyers of such things.
These days, the number of EV SUVs is rapidly expanding, and lots of talk about Rivan’s Etrucks and Ford’s Lightning. Sure, they’re early models yet, but that’s because the expectations and economics are changing, not that they weren’t needed.
And the list of reasons why the Cybertruck is a failure is a mile long and in multiple other threads.
Ford went to an aluminum bed and body panels, Chevy has all their swing panels (hood, doors, tailgate) in aluminum Ram has aluminum panels and GMC has a carbon fiber bed available.
To save weight.
All vehicles are weight conscious.
Do they? I’m not seeing much effort to shave weight. EVs can actually handle heavy weight quite well, due to low center of gravity and the high torque at low RPM nature of electric motors. ICE cars have to be much more careful about weight to maintain performance.
Also, beefing up the driveline does not impose that much of a weight penalty. For example, when I put a race engine in my Camaro I had to replace the original 10-bolt differential with a beefier 12-bolt as used in trucks and high output vehicles. The weight penalty? 15 lbs. I put probably 30-50 lbs of other suspension beef-ups as well.
When your vehicle already weighs 4500 lbs and has 800 ft.lbs of torque off the line, beefing up the driveline would be almost undetectable in terms of performance. No one is underrating those components to shave 50 lbs off an EV.
The drivetrain doesn’t add weight (other than the batteries), but the suspension and other components needed to handle that weight - and keep the chassis stiff and so on - add a lot.
And yet the 13th-gen F-150 regular cab has a curb weight of 4,600 pounds, almost identical to the 12th and 11th generation (the latter going back to 2005). I couldn’t find weight figures for the 10th.