Nissan Leaf 2gen – What can I say except that Nissan, in its efforts to do something under the leadership of Carlos Ghosn, successfully ruined both the first and second generation of the electric pioneer Nissan Leaf. The first time I forgive that they made a scrap battery without active cooling and heating of the cells, but the second time I don’t forgive that the battery is in the service for same reason at 130000km. It was not technology that does not exist, cooling plates and other successful methods of active thermal management. They have already routed the antifreeze pipes to cool the OBC, which means they could also go into the battery. The story also becomes controversial with the authorized service because in an effort to use the owner’s lack of knowledge of the vehicle on a 130tkm vehicle whose battery is still under warranty to force him to change the Onboard charger, which was not the cause at all. The problem is that the OBC on the Nissan Leaf is the most expensive in the world and costs around €7,000-8,000. First, they would charge for the component that is not covered by the warranty, after that, because there is no refund, they would have to search further… but the man would have to spend €8,000 on diagnostics!!! there are cases when you have to change the parts with “artillery halfing” in order to trace the defect, but this is not dificult breakdown of the insulation on the EV. It’s like an oil leak from a Mercedes, you see a spot and look for where it’s leaking from. There is a tool and a method for quite simply searching for ISO defects. After 20 minutes of measurement, it was quite clear to us that the OBC and the rest of the system do not have a problem, but that the problem is with the battery itself. We expected moisture or water inside, but it wasn’t either. The problem literally pierced the eyes, the overheated cells in the rear part of the battery case, which stand vertically, inflated and tore the steel cage, inflated and twisted the individual block case (of which there are 24) so that on 2 blocks the sharp protective sheets themselves pierced through the protective film of the cell and they started to corrode. Not in one but in 2 places, which could also cause a short circuit of two different series and eventually a fire. The lack of active cooling and heating of the battery is a failure of epic proportions on a vehicle that has DC charging, and to do it in two generations of vehicles. Any battery without it is designed to be disposable, non-repairable and certainly a reason to be a reason NOT buying such a vehicle. Nissan is the biggest culprit of eMobility stereotypes such as “the battery is expensive”, “it must be completely replaced”, “it cannot be repaired”. Nissan has done damage to the EV automotive community for the next 50 years with their scrap battery system, their system is the basis of all the stereotypes that have been created in the last 10-12 years, because they are truly correct. Only their battery is impossible to repair, only their battery falls apart at 100tkm, only their battery is the most expensive in the world, only their battery is more expensive than the entire vehicle. Etc, etc, etc. On this vehicle, according to a brief analysis, there was a sudden boiling of the cells because the owner probably charged the Chademo DC fast charger while the battery was cold or even at minus temperatures. The inflating cells damaged the cage and protection until it broke through the insulation. We bent metal sheets and the car is now driving, but the battery is permanently damaged and cannot be repaired, it needs a new one… and it needs to run again at 100,000 km because it was designed that way. We do not recommend the Nissan Leaf for any commercial use as there is no way to amortize the cost of battery failure. Recommendation //do not buy// . For short distances, 1 distance per day or if you drive more with stops, so that it’s not cold or hot, maybe it can last a few more km. Leaf also has the most expensive components in the world. Also in the picture with the cell voltage graph, that’s the battery death curve. The test is done so that at a location where there is a constant uphill, you set the throttle to 80% and keep the load constant for 30-40 seconds (MEASURING IS WRONG IN STANDSTILL). Even under load, you can see the voltage drop, the higher the voltage drop, the worse certain cells are. You put LeafSpy on the screen record and whatch. If you have a “wave” curve, the battery needs to be changed.
Nissan Leaf 2gen – Što reći osim da je Nissan u svojim nastojanjima da napravi nešto pod vodstvom Carlosa Ghosn uspjesno upropastila i prvu i drugu generaciju električnog pionira Nissan Leaf. Prvi put oprostim sto su napravili škart bateriju bez aktivnog hladjenja i grijanja ćelija, ali drugi put ne praštam i da je baterija džaba u servisu. Nije to bila tehnologija koja ne postoji, cooling plate i ostale uspjesne metode active thermal management. Oni su vec proveli cijevi antifriza da hladi OBC znaci mogli su i u bateriju. Priča i sa ovlastenim servisom postaje sporna jer u nastojanju da na vozilu od 130tkm kojemu je baterija jos u garanciji iskoristili su nepoznavanje vozila vlasnika da mu nametnu izmjenu Onboard chargera koji uopce nije bio uzrok. Problem je sto je OBC na Nissan Leaf najskuplji na svijetu i dodje oko 7000-8000€. Prvo bi naplatili komponentu koja nije u garanciji, nakon toga jer nema povrata novca morali traziti dalje… ali covjek bi morao potrositi 8000€ na dijagnostiku!!! postoje slucajevi kad se mora ici izmjenom “topnickog polovljenja” da bi se uslo u trag defektu ali proboj izolacije na EV to nije. To je kao curenje ulje iz mercedesa, vidis fleku i trazis odakle curi. Postoji alat i metoda za sasvim jednostavno trazenje ISO defect. Nama je nakon 20 minuta mjerenja bilo sasvim jasno da OBC i ostatak sustava nemaju problem, vec da je problem na samoj bateriji. Očekivali smo vlagu ili vodu u unutrasnjosti ali nije ni to. Problem je doslovno probadao oči, pregrijane ćelije u zadnjem dijelu baterijskog kucista koje stoje vertikalno su se napuhnule i rastrgale celicni kavez, napuhale i pomotale pojedinacna kucista blokova (kojih ima 24) da su na 2 bloka sami oštri zastitni limovi prdrli kroz zastitnu foliju ćelije i pocele nagrizati. Ne na jednom vec 2 mjesta, sto je ujedno moglo izazvati i kratak spoj dvije razlicite serije i na kraju požar. Nedostatak aktivnog hladjenja i grijanja baterije je promasaj epskih proporcija na vozilu koje ima DC punjenje i to napraviti u dvije generacije vozila. Svaka baterija bez toga je osmisljena da bude za jednokratnu upotrebu, nepopravljiva i svakako razlog da bude razlog
NEkupnje takvog vozila. Nissan je najveci krivac eMobility stereotipa kako je “baterija skupa”, “mora se kompletna mjenjati”, “ne moze se popraviti”. Nissan je škart baterijskim sustavom napravio stetu EV automotive zajednici narednih 50 godina, njihov sustav je temelj svih stereotipa koji su nastali u zadnjih 10-12 godina, jer uistinu su i točni. Jedino njihovi bateriju je nemoguce popraviti, jedino njihova baterija se raspane na 100tkm, jedino njihova baterija je najskuplja na svijetu, jedino njihova baterija je skuplja od cijelog vozila. Itd itd itd. Na ovom vozilu po kratkoj analizi doslo je do naglog kuhanja celija jer je vjerovatno vlasnik punio na Chademo DC brzi punjac dok je baterija bila hladna ili cak na minus tempersturi. Puhanje motalo kavez i zastitu dok nije probilo izolaciju. Limiće smo vratili i auto sad vozi ali baterija je trajno ostecena i nema popravke, mora nova… i mora opet crknuti na 100000km jer je tako dizajnirana. Nissan Leaf ne preporucamo ni za kakvu komercijalnu upotrebu jer ne postoji nacin da amortizirate trosak kvara baterije. Preporuka //ne kupovati// . Na kratke relacije, 1 relacija dnevno uz pauze ako je vise, da se ne puni hladna a ni vruca, mozda izdrzi koji km vise. Takodjer Leaf ima i najskuplje komponente na svijetu. Takodjer na slici sa grafom napona celija, to je krivulja smrti baterije. Test se radi tako da na lokaciji gdje je konstantna uzbrdica, podesis gas na 80% i drzis konstantno opterecenje 30-40 sekundi. I pod opterecenjem citas pad napona, sto je pad napona veći to su odredjene celije u gorem stanju. LeafSpy stavis na screen record i pratis. Ako imas sisatu krivulju, baterija je za izmjenu.
OEM Price : 44000€
EVC: 400€
Part number: 295B05SH6E, 295B05SH0A, 295B95SH0A, 293405SH2C
Errors: P31E7-00, P0AA6-1A HV battery voltage system isolation
