It’s often said that one of the advantages of owning an electric vehicle is reduced maintenance costs, and for the most part, that’s true. That is, until the vehicle’s battery pack starts to show its age. Then you might be on the hook for a repair bill comparable to swapping out the engine on your old gas-burner. Depending on the age of the vehicle at that point, you might find yourself in the market for a new ride.
But in his latest video, [Daniel Öster] demonstrates that you can replace the battery in a modern electric vehicle without breaking the bank. While it’s not exactly an easy job, he manages to swap the pack in his 2012 Nissan LEAF from the comfort of his own garage using common tools and with the vehicle up on jack stands. The old battery wasn’t completely shot, so he was even able to recoup some of his costs by selling it; bringing the total price of the operation to approximately €2,122 ($2,500 USD).
While that wouldn’t be a bad deal even for a simple swap, the operation was actually an upgrade. The car was originally sold with a 24 kWh battery, but [Daniel] has replaced it with a 30 kWh pack intended for the 2017 LEAF. His car now has a greater range than it did the day it rolled off the assembly line, though as you might expect, the installation was more complex than it would have been with a contemporary battery.
[Daniel] has produced a kit that has all the adapters required to perform your own battery upgrade, including a module that translates the diagnostic signals from the newer battery into something the older vehicle can understand. With all the electrical bits simplified, all you’ve got to worry about is drilling the new battery mounting holes in the frame.
[Daniel] was recently featured here for his work in improving the default charging mode for the Nissan Leaf electric vehicle when using the emergency/trickle charger included with the car. His work made it possible to reduce the amount of incoming power from the car, if the charging plug looked like it might not be able to handle the full 1.2 kW -3 kW that these cars draw when charging. Thanks to that work, he was able to create another upgrade for these entry-level EVs, this time addressing a major Leaf design flaw that is known as Rapidgate.
The problem that these cars have is that they still have passive thermal management for their batteries, unlike most of their competitors now. This was fine in the early ’10s when this car was one of the first all-electric cars to market, but now its design age is catching up with it. On long trips at highway speed with many rapid charges in a row the batteries can overheat easily. When this happens, the car’s charging controller will not allow the car to rapid charge any more and severely limits the charge rate even at the rapid charging stations. [Daniel] was able to tweak the charging software in order to limit the rapid charging by default, reducing it from 45 kW to 35 kW and saving a significant amount of heat during charging than is otherwise possible.
While we’d like to see Nissan actually address the design issues with their car designs while making these straighforward software changes (or at least giving Leaf owners the options that improve charging experiences) we are at least happy that there are now other electric vehicles in the market that have at least addressed the battery thermal management issues that are common with all EVs. If you do own a Leaf though, be sure to check out [Daniel]’s original project related to charging these cars.
The Nissan Leaf is the best-selling electric car of all time so far, thanks largely to it being one of the first mass produced all-electric EVs. While getting into the market early was great for Nissan, they haven’t made a lot of upgrades that other EV manufacturers have made and are starting to lose customers as a result. One of those upgrades is charge limiting, which allows different charging rates to be set from within the car. With some CAN bus tinkering, though, this feature can be added to the Leaf.
Limiting the charging rate is useful when charging at unfamiliar or old power outlets which might not handle the default charge rate. In Europe, which has a 240V electrical distribution system, Leafs will draw around 3 kW from a wall outlet which is quite a bit of power. If the outlet looks like it won’t support that much power flow, it’s handy (and more safe) to be able to reduce that charge rate even if it might take longer to fully charge the vehicle. [Daniel Öster]’s modification requires the user to set the charge rate by manipulating the climate control, since the Leaf doesn’t have a comprehensive user interface.
The core of this project is performed over the CAN bus, which is a common communications scheme that is often used in vehicles and is well-documented and easy to take advantage of. Luckily, [Daniel] has made the code available on his GitHub page, so if you’re thinking about trading in a Leaf for something else because of its lack of features it may be time to reconsider.
The only thing limiting the range on any electric vehicle isn’t really battery technology, but cost. Customers don’t want to pay more money for an electric car or van that does essentially the same thing as one with an internal combustion engine. This in turn limits the amount of batteries manufacturers put in their cars. However, with enough money, and thus enough batteries, electric cars can get whatever range you want as [Muxsan] shows with his Nissan e-NV200 that gets over 400 miles kilometers on a single charge.
The Nissan e-NV200 is a battery electric vehicle (also available as a badge-engineered Chevrolet van in North America) with a drivetrain from the Nissan Leaf. This means that all of the components from the Leaf basically plug-and-play in this van. [Muxsan] took an extra 45 kWh of batteries and was able to splice them in to the existing battery pack, essentially tripling the capacity of the original 24 kWh pack. Some work was needed to the CAN bus as well, and the car’s firmware needed to be upgraded to reflect the new battery pack, but a relatively simple modification otherwise, all things considered.
While watching the video [Muxsan] also notes how much empty space there is all around the van, and Nissan could have easily upgraded the battery pack at any time to allow for more range. It also took the car 10 hours on a 6 kW charger to charge completely, but that’s not unreasonable for 430 miles of range. If your high voltage DC chops are up to snuff, it’s not impossible to find old Leaf batteries for other projects, too.
[Jay]’s Chevy S-10 electric conversion needed new batteries. The conversion was originally done with a bank of lead acids underneath the truck bed. With lithium battery factories so large they can boost an entire state’s economy being built, [Jay] safely assumed that it just wasn’t worth it to spend the money to replace it with a new set of the same.
You should remember the beginnings of this story from our coverage nearly a year ago. Being the kind of clever you’d expect from someone who did their own EV conversion, he purchased a totaled (yet nearly new) Nissan Leaf with its batteries intact. It took a little extra work, but after parting out the car and salvaging the battery packs for himself he came out ahead of both a new set of replacement lead acids and an equivalent set of lithium cells.
He has just completed the first test drives with the conversion, having built 48 Leaf cells into blocks resembling the volumes the old batteries occupied. He had to add some additional battery management, but right-off-the-bat, the conversion netted him more amps and 650lbs (295kg) less weight for the same power. Nice!
We linked to all the posts tagged leaf on [Jay]’s blog. There’s a lot going on, and the articles aren’t all linked to each other. It’s a really cool build and there are definitely tricks to learn throughout the whole process. If you have an hour to kill, [Jay] recorded the entire 26-hour process in a 66-minute video that is embedded below. It’s fun to watch him build up and mount the different modules and gives you a deep appreciation for his devotion to the project.
Everybody loves cheap stuff, and we hate telling everyone about coupon codes. That said, TI has a new LaunchPad development board they’re promoting. It’s based on the MSP432, the ARM extension of their MSP430 line. The MSP432 is an ARM Cortex M4F, low power, and planned for production later this year.
Here’s your daily CES garbage post. Through a collaboration between Sony and Nissan, a car has become a video game controller controller. A controller plugs into the ODB II port, reads throttle, brake, and steering wheel positions (and buttons on the dash/steering wheel, I guess), and translates that into controller input for a PlayStation 4. What games do they play with a car? You would think Gran Turismo, Rocket League, or other games with cars in them. Nope. Football.
Dangerous Prototypes is a legal Chinese company! [Ian] didn’t say anything about the process about becoming a legal Chinese company because he wrote a blog post, not a book. Shenzhen Dangerous Prototypes Electronics Technology Limited allows them to have an office in the Shenzhen electronics market, hire local and foreign hackers, host Hacker Camp Shenzhen, and allow people to apply for ‘Authorized Authority’ visa letters for the people who need them. Great news for a great company.
The Forge hackerspace in Greensboro, NC is growing. In just over a year they have 160 members and they’ve already outgrown their 3,400 square foot space. Now they’re moving to a larger space that’s twice the size and they’re looking for donations.
People have been taking old iPad screens and turning them into HDMI displays for years now. [Dave] got his mitts on a panel from a Macbook Pro 17″, and turned it into a monitor. It required a $50 LVDS adapter, but the end result is great – a 1920×1200 panel that looks pretty good.
The first question to pop into our heads was why? And that’s because Nissan is a major sponsor of UEFA Champions League. From there, it became why not? We love the companies that get their hands dirty on a hacking level, and actually do something instead of just funneling money into your standard billboard advertising — it’s just more fun this way.
The second question you should be asking yourself is how do you play soccer using a car? Well, it’s pretty simple. Steering is your left and right controls, the indicator switch is forward and backward, the windshield wipers kick the ball, a steering wheel button lets you run faster, the brake pedal passes the ball, and the gas pedal shoots. Simple right? As one of the prototype testers describes:
It’s kinda like tapping your head and rubbing your stomach at the same time, it really messes your head up — but it’s really enjoyable when you get it right.