1.62 the bottom?

[Templedog1]

Yes🤔

In April Elon is going to announce their battery information. The anode will most likely be lithium based not just standard graphite. There is something big coming and for the money.. 3 wheels or not.. Arcimoto will need a new chemistry. Going it along on battery is best way

[harriska2]

Arcimoto won’t change their batteries until the new battery type is fully tested and stolen by the Chinese, thus made available at a reasonable price. That will be in 2-5 years.

[Odi]

In https://www.facebook.com/groups/34321886...154438969/

Two modules per vehicle- each module is a 14 series block of 6 pouch cells. At 3.6V nominal that’s 100.8V for the full pack.

at 30Ah per cell, 180Ah per string, so roughly 18.144 kWh?

That sounds about right for what we tested out on our range/epa tests

And https://www.facebook.com/groups/34321886...971480054/

We use ~30 Ah pouch cells from Farasis. 28s6p pack configuration.

Mark reported the EPA figures as 102.5 city miles for 173.7 MPGe city. Doing the calculation to kWh / 100 miles would be (100 miles) * (33.7 kWh / gallon) / (173.7 MPGe) = 19.4 kWh / 100 miles. Then we can compare in this table

https://pushevs.com/electric-car-range-efficiency-epa/

Comparing the city values

2019 FUV has 18.1kWh battery with a weight of 1300 lbs. 19.4 kWh / 100 miles, 102.5 miles
2015 Spark EV has 19kWh battery with a weight of 2866 lbs. 26.3 kWh / 100 miles, 88 miles
2015 LEAF has 24kWh battery with a weight of 3256 lbs. 26.8 kWh / 100 miles, 92 miles
2015 i3 has 22kWh with a weight of 2860 lbs. 24.6 kWh / 100 miles, 89 miles

The first thing I notice is that the FUV needed 19.9 kWh to recharge its 18.1 kWh battery. EPA tests involve charging a car to full, letting it sit overnight, running on a dyno on the city cycle until the wheels stop spinning, then measuring the amount of electricity used to recharge back to full. That means on-board charger inefficiencies are taken into account, but I can't believe the Spark EV uses 23.1 kWh while the i3 uses 21.9 kWh to recharge back to full. It seems the Spark has 18.5 kWh usable, while the i3 has 18.8 kWh usable, but the Spark needs an extra 1.2 kWh to recharge to full. That means the i3 is about 85.8% efficient in charging, while the Spark is 80.1% efficient.

I do not know the usable amount for the FUV, but if we assume 83% efficiency in charging, only 16.5 kWh is usable of that 19.9 kWh used at the wall, which is about 91% of the 18.1 kWh capacity. That seems to suggest that the EPA didn't use the "extended range" option when fully charging the FUV. That correlates to what I remember researching on my 2015 LEAF, where the 80% option was removed to increase EPA range, https://www.greencarreports.com/news/108...w-standard

the range of the 2014 Leaf is now listed as 84 miles, up from last year's 76 miles

That number seems like a significant improvement, but in fact the only change made to the car is the elimination of a software option that let owners set battery charging to stop at 80 percent.

When I get my FUV (now hoping for it by early March), I can report miles driven to kWh consumed at the wall. Unfortunately, I didn't have a smart EVSE when I owned my LEAF.

[PAX]

In https://www.facebook.com/groups/34321886...154438969/




And https://www.facebook.com/groups/34321886...971480054/


Mark reported the EPA figures as 102.5 city miles for 173.7 MPGe city. Doing the calculation to kWh / 100 miles would be (100 miles) * (33.7 kWh / gallon) / (173.7 MPGe) = 19.4 kWh / 100 miles. Then we can compare in this table

https://pushevs.com/electric-car-range-efficiency-epa/

Comparing the city values

2019 FUV has 18.1kWh battery with a weight of 1300 lbs. 19.4 kWh / 100 miles, 102.5 miles
2015 Spark EV has 19kWh battery with a weight of 2866 lbs. 26.3 kWh / 100 miles, 88 miles
2015 LEAF has 24kWh battery with a weight of 3256 lbs. 26.8 kWh / 100 miles, 92 miles
2015 i3 has 22kWh with a weight of 2860 lbs. 24.6 kWh / 100 miles, 89 miles

The first thing I notice is that the FUV needed 19.9 kWh to recharge its 18.1 kWh battery. EPA tests involve charging a car to full, letting it sit overnight, running on a dyno on the city cycle until the wheels stop spinning, then measuring the amount of electricity used to recharge back to full. That means on-board charger inefficiencies are taken into account, but I can't believe the Spark EV uses 23.1 kWh while the i3 uses 21.9 kWh to recharge back to full. It seems the Spark has 18.5 kWh usable, while the i3 has 18.8 kWh usable, but the Spark needs an extra 1.2 kWh to recharge to full. That means the i3 is about 85.8% efficient in charging, while the Spark is 80.1% efficient.

I do not know the usable amount for the FUV, but if we assume 83% efficiency in charging, only 16.5 kWh is usable of that 19.9 kWh used at the wall, which is about 91% of the 18.1 kWh capacity. That seems to suggest that the EPA didn't use the "extended range" option when fully charging the FUV. That correlates to what I remember researching on my 2015 LEAF, where the 80% option was removed to increase EPA range, https://www.greencarreports.com/news/108...w-standard


When I get my FUV (now hoping for it by early March), I can report miles driven to kWh consumed at the wall. Unfortunately, I didn't have a smart EVSE when I owned my LEAF.

If it helps any - I have data on our 2017 Leaf (30KWH) for the last 10,000 miles.  All data is through the EVSE.  I took it for our Signature but that was a different animal so probably not real applicable to existing FUV..

[LinsayCastro]

Que genial me ncanta este tema