UPDATE – Nissan Has Software Fix For 2016-17 LEAF 30-kWh Battery Reporting Issues

JUN 14 2018 BY GARY LIEBER 125

Addresses Inaccurate Battery Range and State of Charge Reporting

Nissan released a new statement on a fix for 2016 and 2017 Leaf battery electric cars that are experiencing indications that their vehicles’ 30 kWh batteries were losing range and capacity at an accelerated rate.

***UPDATE – Additional response from Nissan at bottom of this article.

Owners of these EVs were reporting that their cars were losing as much as 25 percent of their car’s range and battery capacity in as little as 15,000 miles. Nissan’s 96-month/100,000-mile lithium-ion battery capacity coverage replaced the suspect batteries. But for some Leafs, one battery replacement was not enough, with the problem resurfacing not long after the replacement, necessitating a second new battery. It was unclear if the Leaf batteries were experiencing accelerated degradation or if there was an issue with the vehicles’ battery controllers.

Nissan has been criticized for the method it uses to manage the health of the Leaf lithium-ion batteries.

The problem came to Nissan’s attention in the late fall of 2017 and was diagnosed as a possible software issue with the battery controller providing inaccurate calculations that are used to determine the state of charge (SOC) and the range available from the battery. Analysis and testing by Nissan identified that this was indeed the issue. Recently a software update was issued to correct the inaccurate calculations.

***Editor’s Note: Our thanks go out to Gary Lieber and CleanFleet Report for allowing us to share this important LEAF news update with our readers. Check out CleanFleet report here.

Clean Fleet Report reached out to Nissan for clarification on the issue, and a Nissan spokesperson provided us with this statement:

Nissan Customer Service Campaign Statement

On June 6, 2018, Nissan began conducting a customer service campaign in North America to reprogram the lithium-ion battery controller in 2016 and 2017 model-year LEAF vehicles equipped with a 30-kWh battery, to correct the calculation used for the battery capacity level gauge and distance remaining of the vehicle.

The displayed vehicle range and battery capacity level gauge on these vehicles are displaying range and capacity that is lower than the actual amount. Reprogramming the controller will result in an accurate display of the LEAFs battery capacity and trip range.

This service campaign is open to all 2016 and 2017 LEAFs regardless of mileage or if they have had their battery previously replaced. Owners should contact their local dealer to schedule the update. After the reprogramming, the balance of the original lithium-ion battery and battery capacity warranty will remain in effect for any customers who experience warrantable battery degradation.

UPDATE – New response from Nissan:
Some LEAF owners are concerned that this software update may contain other updates that may affect the LEAF’s other battery systems.  We reached out to Nissan with this question, and here is their spokesperson’s response:

This software update is just to correct the parameters that the BMC is using to calculate the battery capacity level and distance remaining. No other systems are being modified. 

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125 Comments on "UPDATE – Nissan Has Software Fix For 2016-17 LEAF 30-kWh Battery Reporting Issues"

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So they say.

Nissan said the exact same thing way back in 2012-2013 when the first 2011 LEAFs had the same issue with the 24 kWh LEAFs.

The firmware update didn’t do anything then, and I don’t expect it to do anything now.

It might change the reported capacity of the battery, but it’s easy to verify by looking at cell voltages and energy used to recharge from the wall to confirm how much capacity has actually been lost.

Exactly… I remain extremely skeptical. But I do hope that they are telling the truth. I’ll be curious to see a few 30KW owners actually experiment with this and see if it really makes any difference.

I am taking mine in one Monday!

Apparently Nissan switched from NMC cathodes for the 30kWh battery, and it was expected to have much better longevity than the old LMO cathodes. Since the data above shows the opposite happening, there’s reason to believe software could be an issue.

Good point about verification. I should try tracking my 2018’s battery health that way.

It’s “easy” except for the fact that the only way most people can “inspect” the voltages is to rely on what the car reports. That includes what we see when using a tool like LEAF Spy, or any other CAN bus logger/viewer/analyser.

But it’s certainly NOT easy to fake the car actually going farther per charge by modifying the calculation, unless it is in fact underestimating capacity. So anyone with such a car should be able to test if the update does anything, not by seeing what range (or voltages!) is reported, but by testing how much energy they can use from a full charge before the car stops. Ideally this test should be performed on a dyno, in the same temperature, running at the same test speed, having slow-charged to full just before the test. Since air resistance is eliminated the resulting “range” will be unrealistic, but comparing before to after should give a good indication nonetheless.

“Nissan said the exact same thing way back in 2012-2013 when the first 2011 LEAFs had the same issue with the 24 kWh LEAFs.”

Indeed. I was gonna do a search to see what the exact language Nissan used back in 2011, to see how closely it matched. But as you say, they are saying exactly the same thing here: “Oh, it’s just a sensor or calibration issue, it’s not really an issue with the battery pack prematurely aging.” Of course, as most or all of the Gentle Readers here know, that turned out not to be true at all.

Will it be true this time? Well maybe, but as they say…

Fool me once, shame on you. Fool me twice, shame on me.

So, we should take your “exact language that Nissan used”, as a “trust but verify” on this latest round of Nissan Leaf 30kWh premature battery aging /degradation. Nissan corporate seems to be mincing words yet again, with reference to the so called “sensor – calibration issue”.

Same old recipe, to fix an ongoing Leaf battery problem perhaps?

Why do you doubt?

Anyone have degrading issues that can be confirmed by separate analysis? Leaf spy, etc?

How do you get leaf spy? I have an iphone 6 here but it is not connected to my service. (I still use a flip phone) Does the iphone have to be connected in order to get and use leaf spy?

Leafspy does not need an active cellular connection to work, just the app itself and a Bluetooth connection to a compatible OBD reader plugged into the car.

OBD II just reports what the computer tells it to.

You must connect the phone and ODB-II adapter in order to get any data. You can install the app whenever you want. And the free version gives the data you need for this.

My 30kWh 2016 Nissan Leaf SV (10/15 build date), is currently experiencing 94.49% SOH battery capacity remaining (LeafSpy Pro), after over 25k miles, in the past 20 months of in service use. Charging profile is 300+ Level 3 FC / 400+ Level 1-2 charging.

Useable battery capacity has dropped to approximately 26.25 – 26.50 kWh, down from a little over 27 kWh when first Leased.

My 30 KWh Leaf was manufactured 10/2015 – has 24000 miles, currently reports 85% SOH. My charging profile is about 40 Level 3 FC and about 1800 L2 Charging.

My Leaf is actually in at a dealer getting serviced for some odd errors that were thrown after a recent fast charge – still being diagnosed (day 3) – I will request they update this as well, and post back the updated SOH info in about a week or so.

Fits the pattern of capacity degradation being faster on the 30s. Meanwhile my 2013 model with 35,000 miles reported 91% SOH after my recent longer trip. So curious to see if this software fix actually does anything.

You have minimal 2013 Leaf battery degradation, which is well above the average or median degradation curve!

Waterer your doing, during your charging and discharging cycles (including parking/ storage), it has demonstrated an excellent strategy, at preserving your 24 kWh Leaf battery longevity.

According to my research and the local EV dealership (yes we have a dedicated one here in Victoria, Canada!) the 2013 is one of the best years because they started using the new lizard chemistry that year and it still had the 80% charge option.

Beyond that, the reasons I believe battery health is still good are:
1. Was driven around pacific northwest by first owner so mild coastal climate and now in Victoria which almost never gets over 30 deg C (86F).
2. Charge to 80% max almost always, and only charge when I need to drive (so it sits around most of the time at around the ideal 50% charge level.
3. Charge to 100% occasionally right before a trip to balance the cells.
4. Avoid high temperature L3 charging. That said I recently did a 1500km trip with up to 5 L3 charges in one day so it’s not like I won’t do it when required.

We miss the 80% charge setting on our 2016SL. We try to limit the charging times each night to try to limit charges to 80 or 90%. I wish it had selectable charge settings like the Teslas (or ealrier LEAFs) so you can choose 70, 80, or 90 % charge settings. Tesla does not recommend charging to 100% either to increase battery life either.


Thanks for that data point. It seems that you are L2 charging, on average, every 13 miles. Why? Compulsively topping up the battery like that is known to not be good for it.

For reference, I have 17,400 miles, 94 L3s, 319 L2s and 95% SOH. On average, I’m L2 charging only every 54 miles.

For day to day driving, our rule is simple. We only plug it in at home when the remaining range is less than we expect to use the next day (plus some comfortable buffer) So if we are driving 20 miles/day, on average we’ll charger to 100% when it gets down to say, less than 40 miles range.

The best advice I’ve gotten is to try to keep the battery in the 20-80% capacity range. Excursions outside should be as brief as possible. Meaning charge it right away, when it gets down to 5% on a long trip, and drive it asap after charging to 100%. (or alternatively, charge it as late as possible before driving it)

Leaf spy just reads the BMS (ie it would report the same error in readings).

This should be easy to verify. Get the update. Cycle the battery twice. Drive the car from full to empty. The verdict will come soon.

It is not a bug, it is a feature.

SJC – How do you know this?

Hmm. Thank you for the news.
My 2017 is underperforming the nameplate 107 mile average. No need to mansplain Leaf driving to me here; it’s our third one.
If it’s really only a software issue, and it will be fixed in a few weeks before the summer trips start, that’s good news for us.

Nissan has only had 7-8 years to get this software working properly… of course it is buggy 😉 Happy I got rid of my Leaf and bought a used Tesla Model S!

….aaand the Tesla software wizards have gotten the ***braking*** software settings wrong on the Model 3 🙂 How many years did Tesla have to get braking software right? And they didn’t start from tabula rasa either, given brakes are not EV-specific.

Mistakes happen, in particular when engineering such complex products. If Nissan is correct+truthful about this issue, then it’s totally par for the industry to find and fix such errors.

… aaaand Tesla rolled out an actual fix over the air to every Model 3 a week after the brake issue was reported. This Nissan issue was reported late LAST FALL and now in June maybe eight months later they have a software update that might work for you to go get at your dealership. Yeah, that is WAY better than Tesla getting everything fixed and done in seven days time with owners needing only to accept the update on their screen.


There’s a HUGE diffetence! Tesla’s braking problems affect SAFETY! Nissan’s software issue does not.

That fix took a week. Not years.

I’ll never buy another air cooled battery.

I had a 2011 LEAF. ACcording to LEAF Spy, the HV battery capacity was around 77% of original at approximately 32,000 miles. I was the second owner and purchased the LEAF as a certified used car off lease from a Nissan dealer. While I had the car, I was always careful to charge only to 80% and folllow Nissan’s battery use recommendations as carefully as possible. Interestingly, my friend with a 2012 LEAF received the battery deterioration class action settlement letter from Nissan, but Nissan never notified me, though they were able to find me to remind me about Car Wings subscription renewal and telematics unit replacement for which I would be responsible for $200. I am glad my friend showed me the letter he received – though I sold the car before the battery deterioration issue came up, it almost surely will affect the next owner. Addressing Tesla brake system comments: Nissan also had a problem with the ultra capacitor power backup in the electric boost of the master cylinder in the 2011 and 2012 models. Nissan changed the design to use a hydraulic accumulator in later models, so they knew it was problematic. Upon starting the car from… Read more »
OK, I guess I am much dumber than most of you. When I read this, it says to me that Nissan is saying “Actually, the battery is fine, it will give you the range you need, and it’s not really degraded, it’s just that the computer feeding the displays in the car is wrong.”? If that is the case, does would mean one of two things. 1) When you have driven 80 miles and your Leaf is telling you that there is only 10% battery left, it actually has 20% left, and will keep driving beyond when it says the battery is depleted, or 2) the car will stop driving because it thinks it is out of charge, and when you get our software update, it will now drive further than it was allowing you to before, because it will know it actually has more charge than it thought it did. I guess it must be number 2, because if it was #1, we would have heard stories about that. Doesn’t it seem that they should provide a clearer statement? You would think this is a huge thing for Nissan. I have a 2014 SL now, and I love it,… Read more »

Yes, but it’s more fun to assume conspiracy until proven innocent.

Technically, Nissan could install software that reports more remaining capacity and thereby reduce the number of cars eligible for battery replacement under warranty. So it could be the opposite of what they’re saying; it’s actually worse than anyone thought, and Nissan is cheating to cover up the mistake!

I think Nissan tells it like it is here, but how large the effect is remains to be seen. The evidence of degradation was very weak and certainly a software error can explain it. It would also be much less surprising, especially given that Nissan has chosen battery chemistry very conservatively in the past (emphasising a very stable battery over a high- density one).

Nissan won’t cheat. They would easily be caught if they did and would be sued big time.

I suspect that since the controller is probably the authoritative source, that the car will stop driving at what the controller tells it as over draining that battery would probably be a bad thing.
I’m personally holding out hope that in a few years, I can buy an upgraded battery for my 2014. 🙁

I think every Leaf owner is holding out for that hope.

Make W – It’s NOT a battery degradation issue! It’s a software issue that has been erroneously reporting high degradation.

I would not bother with the 2018 Leaf.. its going to have the same problems it did with the old ones. Just get a Bolt or wait for the Model 3. The Leaf is a great car … for first 50-60KM… but after that you are playing battery Russian Roulette. Nissan just doesn’t understand what a battery management system is.

Neither Bolt/Ampera-E, nor Model 3 are for sale in Europe though, so these are not alternatives to Leaf here.

(⌐■_■) Trollnonymous

No TMS, No Sale!


Just a ridiculously low Lease payment.

Nissan should have admitted a long time ago that they screwed up by not including liquid thermal heating/cooling for their batteries, and then promptly fixed the problem. They didn’t do either, and it appears they won’t any time soon.

The Leaf has always been a good car with a terrible battery. That fact and Nissan’s stubborn refusal to engineer a real fix are both pretty discouraging. They are the reasons we leased a Spark EV and then bought a Bolt after our 39-month Leaf lease ended (two bars of capacity loss after just 22K miles). I will not be going back to Nissan.

Nissan should have admitted a long time ago that they screwed up by not including liquid thermal heating/cooling for their batteries, and then promptly fixed the problem.”

But it’s worse than that. The VW e-Golf also lacks an active TMS (Thermal Management System), yet is not plagued with the premature battery pack aging seen in the Leaf.

It looks very much like Nissan matched a poor choice in battery chemistry with an equally bad choice to omit a TMS. Even the so-called “lizard” battery pack in later years in the Leaf didn’t actually improve matters much. The chemistry was still bad, just not quite as bad.

And if the even faster reported degradation in 30 kWh Leafs proves to be real, just as degradation in older Leafs proved to be quite real despite Nissan’s denial, then learning has not taken place at Nissan!

You are misinformed. The LEAF has an excellent battery. There’s nothing wrong with it.

Go look at the tesla degradation figures and then say that again, There are tesla’s that have done 300 thousand miles and are on there first battery, looks like a Tesla battery will outlast most ICE cars. Most of the leafs I see have lost there first bar after less than 20 thousand miles.

So yeah sure its a great battery,

My first Leaf had 97% SOH after 5 years (47000 km).
My current Leaf (30kWh) has 99% SOH after 2.5 years (42000 km)
i have fast charged over 300 times. I charge when I like, how I like. I drive the same way I have driven for the last 45 years.
Neither of my Leafs ever had a fault. Great cars.

The “fix” doesn’t make sense. Why were some batteries already replaced then? Fool me once, fool me twice…

You’re fooling yourself, so there’s no need.

Actually, it was NISSAN, Fooling Everyone!

While Nissan was investigating the problem and didn’t have a final fix, those customers that lost four bars had their batteries replace under the terms of the battery degradation warranty. Those cars still need to have this SW fix applied to their cars.

Right. If it really is a software/ calibration problem, as Nissan is claiming (deja vu all over again!), then that has to be fixed by Nissan’s software engineers re-writing the software and putting that into a form which can be used to upgrade existing Leafs. It isn’t a problem which can be fixed by the local service shop. If a car comes into a local shop that needs service under warranty, then the shop can’t wait around for months while Nissan’s engineers diagnose and eventually fix the problem… or not!

Chances are Nissan did a bunch of testing on the batteries they pulled out, and found out they were not as degraded as the car was saying. Then they would have re-looked at the software to find out why the car was saying that, and found the error in the software.

This could be, but it is mid June now and this issue was reported in late fall of last year. It took Nissan THAT LONG to get a battery pack tested and rewrite some software? I guarantee you that if Tesla had a similar problem with the most critical component of their cars it would fully test the pack in less than a day and have the software rewritten in three to four days, max. The timeline here is what troubles me as it shows either extreme incompetence or something more dishonest, in my opinion.

Again, we don’t know their exact method, but it’s likely they needed to get a large enough sample size. A dozen individual batteries might be quirky. Several hundred would show a trend, but it would take a few months to get that many out of the cars.

Hopefully Nissan is right on this. The degradation on those 30 kwh batteries was looking crazy bad … like, so bad they really, really screwed up something way worse than any prior Leafs.

I can pretty much believe them. It was hard to understand how they could have shipped such a terrible battery, and glitchy battery management and reporting software is a reasonable answer to the problem.

Still not thrilled with the lack of TMS on Leaf batteries, but I expect they probably did build them to have 90% last as long as the 8 year /100,000 mile warranty

I don’t trust Nissan. I had a first gen leaf and after they said they would replace if the capacity showed degraded under 7 bars. The software update made it look like the battery was great but the range was less and the degradation was just as bad.

Actually, any 30 kwh Leaf owner COULD have a lot of fun with that PR release from NISSAN.

After they get the software patch, they should immediately try to drive the car from fully charged to totally dead, and see if they truly go as far as they expect with the ‘newly rediscovered’ fully 30 kwh battery.

If they are successful, so far so good! If not, that may start to form other interesting questions for Nissan to answer.

I THOUGHT I was going to purchase a used NISSAN LEAF, and had my choice of 24 and 30 kwh batteries, but I just found out this morning that my Nephew indeed DID NOT total my almost brand new (26,000 mile) BOLT ev, and since the battery was apparently undamaged )(even when being hit in the rear while standing still, at 35 mph), that the OTHER insurance company will pay to have the car fully repaired and will not TOTAL it since the battery was undamaged.

If it’s true that he was hit from behind while stationary, why did you think for a second about it? Regardless if the car is salvageable or not, it’s the most obvious case you can get, and of course the other party’s insurance must cover the damages.

Well some of what you stated is true and some of it isn’t – for instance, there is no requirement that the insurance company’s recommended repair shop use Original Equipment Manufacture parts, nor is the work Guaranteed. But in New York State, I do have the CHOICE to use a firm which WILL guarantee the repair and will STIPULATE they only use OEM (more costly) parts. My Nephew got the story wrong – he thought the hissing and fuming was from the battery, when it was from the radiator coolant of the car that drove into mine. That is what I mean when I say they won’t ‘TOTAL’ it (not sure what the phrase is in your country- in this country an insurance company ‘Totaling’ something means the repairs are so costly it is a TOTAL loss.) The fact that a new battery probably will *NOT* be required means the Insurance company will likely go for the less costly repair – and not ‘total’ it. The battery in the BOLT ev MIGHT be ok, but I want it leak tested to be certain. After all – a 35 MPH hit to a stopped BOLT ev is a pretty traumatic event.… Read more »

We don’t take our LEAFs in for service very often, but when we do… Hopefully this will get a lot of people back on the happy camper roadways. I hope we can see a million new LEAFs, I3s, Bolts, M3s, Volts, etc etc on the roads before years end.

Are you including China in that total – and the mostly Chinese EVs they buy? If not, you’re awfully optimistic!

Every EV is a win for clean air!

This does make sense, the 30kWh battery was supposed to be superior all around. So far in our 20K miles of driving our 2016Sl the 30 kWh battery has been outstanding. We consistently get around 120 miles around town on a full charge. My wife parks it in the sun on asphalt every day for work, we are going to get some of those window rain shield so she can leave the windows cracked an inch to let some heat out. Here’s the plug — The Tuning Pros Leaf outside mount deflectors. If they work out for us we will post info and pics on the LEAF facebook group. She already uses the windshield radiation deflectors. I think the biggest mistake Nissan has made is they removed the 80% charge option on the cars. That can do a lot to increase battery longevity. It would also be nice if the solar panel in back powered an heat exhaust fan for the cabin too. I think the Prius does that? Those would be good features for any and all cars. Very nice Teslas have adjustable charge limit settings I think.
I think the software features for charging are ridiculously limited. I’m a programmer and I know how incredibly little it would have cost to offer much more useful functions. Like letting users set whatever target SoC they want to – not just two predefined ones (80%, 100%). Or setting a threshold/minimum SoC that the car should charge to whenever plugged in, regardless of timers. Both of which could be implemented by one developer before lunch with time to spare (because it actually has a threshold, it’s just a matter of displaying and letting the user change a variable). With these simple changes charging intelligently would be so much easier. If you plug in with 60% left and have set the threshold to 50%, it won’t charge until the schedule says it should. If you plug in with 20%, it would charge to 50%, then continue to 70%, 75%, 80%, 95%, or whatever target you’ve set, on schedule. This is great because you neither have to plan ahead so much nor charge all the way early just in case an unexpected trip becomes necessary. It minimizes the time spent at high OR low state of charge, which is optimal for battery… Read more »

I completely agree! They might want to limit the choices to multiples of 10% so someone doesn’t accidentally enter 57% when they meant 75% but it is rather frustrating as it is. Sadly, I actually do the math to set the start and stop charge times so it leaves me with 30-40% at the end of the day.

” I’m a programmer and I know how incredibly little it would have cost to offer much more useful functions”
Cost to develop, yes. Cost to test, cost to document is also a thing.

But mainly, 95%+ of the users aren’t that tech savvy, and wouldn’t know what to do with it and just get confused.

I’m also a programmer and I agree with Magnus H. It’s often quite easy to write the software (assuming you can get it right) but adding features isn’t always the answer – users get confused if you make it too configurable so you have to strike the right balance between offering functionality and KISS. I guess Nissan decided that there wasn’t enough benefit to battery life for such complicated charging options, and most owners don’t want or need to think about it, they just want to use it and plug it in.

Also from a practical point of view, even if there was a benefit, most people are still wary about EVs, and are already suspicious of them. Make it so they have to think about it and configure it for optimal use and you can guarantee the only people who will buy them are programmers. 🙂

You might also hit the law of unintended consequences and introduce new strange problems by unusual charging configuration that would be difficult to predict and reproduce.

That’s exactly how the charging system works on the e-Golf! People like to criticize VW, and sure there are some legitimate reasons to do so, but they got a lot right with the e-Golf and I’m expecting good things from their future EVs.

The Leaf meanwhile… there’s a reason it is the least favorite of all the EVs/PHEVs I’ve driven. I don’t regret buying it because I got it cheap, but it certainly hasn’t won me over in terms of quality or general features.

I have question about the picture above. it shows two battery assemblies, the one on the left has the prismatic Leaf batteries I am familiar with. The battery on the right looks like it has sixteen battery Blocks about the size of 12V car batteries. Is that correct? Is that the 30kWh battery?

Hardware problems are being blamed on software… How typical. 🙂

Come on, seriously insideEVs? There’s not a *single* link to any kind of “official” communication from Nissan. When I call my local dealers they say they’ve not heard of any software update.

Do you have an actual *link* to anything official from Nissan? Or any information at all about who to contact to find out how to get this update applied?

This was an exclusive update story shared with us by Gary Lieber and CleanFleet Report. They reached out to Nissan for more details. It hasn’t been released to customers yet. You should be getting an update from the automaker in the near future.


Please refer to Customer Service Campaign ID:PC630.

In this case, the article really is “Inside EVs”!
😀 😀 😀

I was told by my Nissan service manager Nissan has put a 2 month response time on this update.

We’ll see exactly what it does to improve the current battery blues.

What does that mean, ” a two month response time”?

2 months to get it updated.

The service manager said it was odd.

Why would anyone buy one of these when the Bolt is out?

Pretty much all reasons except the battery. That’s the only thing GM has on Nissan.

Pretty much !

The Bolt/Ampera-e or Tesla Model 3 for that matter is not out here in Europe.

How about dirt cheap Lease deals, at the end of the Model year to get ’em off the Stealership lot!

Because the LEAF is a better car than the Bolt if you don’t need or want a long range battery.

Don’t confuse this with the VW ‘software bug’ that they had for 10 years…

You mean that Multi Billion Dollar VW Bug that nobody wants to get bitten by?

This sounds a bit like a VW cheat device.

Nice story bro.

Is that the best you can do?

My 2016 SLeaf is going in for this update Monday @ 7:30am

I hope this solves the range problem.

14750 miles so far…

Actual range problem or indicated range problem?

Indicated and available range so both!

keep us posted.

Will do.

Are you sure the dealer that you are bringing it in to understands what you are asking for, and that they can actually do it? I am only asking because I have heard so many stories of people getting appointments for a fix for their Leaf, only to be told after they bring it in that there was no Leaf technician there that day. It seems that others are reporting that their dealers don’t know anything about this update yet.

I dealt with the service manager and the master tech will be there that day.
So yes they’re prepared and they have it available it’s just software.

What he did think was strange is the repair is only available for a two month window.

So, what about that update? Any news?

I have a 30K Leaf and the battery has degraded rapidly. After 19 months and 26K miles, I can barely make my 66 mile daily round-trip commute. I live and work at the beach and I have never super-charged it, so this kind of range loss is extremely disappointing. It sucks to drive in the slow lanes with the warning light on, in a brand new car.

This “fix” sounds fishy to me. Either the battery has the capacity or it doesn’t. I can see the Guess-O-Meter having calculation issues, but the State of Charge should always be accurate. It sounds like Nissan may be dipping into the reserve capacity to dodge the warranty claims. If they had of put a real TMS in the Leaf, they wouldn’t be having this problem.

I guess I will have to get Nissan’s “fix” so I don’t get stranded on my way home from work.

You are going to be a candidate for a Nissan warranty 30kWh battery replacement very soon, if not already.
You must have dropped two or three capacity bars by now, that according to your above statement – “barely make my 66 mile…commute”.

From your statement, your Leaf seems to have an astounding 6-8 times as much battery degradation, as my current Leaf Lease, with similar mileage. and in service time of use.

Please let us know in a follow up if Nissan’s “fix” is anything more than smoke and mirrors.
Hope they remedy this or at least get you a new battery. Good luck!

A poorly optimised bms can easily cause a 10% underestimate of capacity, especially in a battery that lives in a partial state of charge most of its life. If the bms is programmed to operate in a set charge window this could result in an under utilisation of the battery. I suspect this change will affect a smal % of users but most will be unaffected.

It is hard say how complicated the code is to calculate the SOH is and which variables it uses, but it seams feasible to me that a coder under pressure at Nissan could hardcode a “24” rather than a “30” in a formula somewhere throwing things off.

However you would hope their QA code would have picked this up ages ago.

Ever get the feeling you can’t trust a legacy car dealer or legacy car maker?

Yes. And people why Tesla is so successful.

Every time I have to deal with one.

Now that the VP of wodwide service
At Tesla just left, you might not be so quick to criticize others.

What if they were software limiting them to 24kWh (80% of 30) to use as warranty replacements but a few were accidentally installed in the 2016/17 models? Just kidding! Or am I?

Something fishy here… knowing Nissan’s shady communication strategy and their propensity to flat out LIE to their customers, both current and future, I would say it looks like Nissan may be dipping into the reserve capacity to dodge the warranty claims. This “software fix” is probably designed solely to save them millions of dollars by making it look like we have 9 bars out of 12 instead of 7 or 8 at 100,000miles. Just my guess but I would be shocked if I am wrong.

Nissan would never get away with cheating. They would be sued in a nanosecond.

Last time they did this on my 2012 LEAF, they severely crippled regen.

Some owners will definitely get a bar back, I wonder if it could be as many as 2 bars back in some instances. That would be great news forLeaf owners and all EV owners as well. The more we can get on the road the better.

It still seems that Nissan biggest problem is people trolling them online saying they have a battery design problem or the lack of active cooling is a problem. A battery that does not require cooling so that it does not burst into flames definitely seems like a superior design to me. Some people are going to complain regardless of what you do or say.

Boy, this discussion makes me awful apprehensive. With a ’11 Leaf, 36K miles and about to lose my 6th bar (47% left), and about to get a ’15 30Kw replacement, I think I’m a candidate for the “most degradation in the least mileage” award. After this one, I need a liquid TMS to cut the stress.

Prior to the service I had 10 bars (still pretty good) and after I now have all 12 bars. I have 20,000 miles or so. Did they just reprogram it to show full bars so they don’t need to replace the batteries anymore?

Okay so this software update totally isn’t bull!!! I got my 2016 30KWH SL updated 3 days ago. Before the update my battery according to LeafSpyPro was showing 72% SOH with 10 health bars showing in the car, and only charged up fully to 21.1KWH and I would average MAYBE 70 miles on a charge before flashing the low battery warning. Fully charged the guessometer was always wildly inaccurate during the drive since purchasing the car new, and the full charge range was estimated always between 78-88 miles since the degradation down to 72%. New it would go up to 101 miles before quickly diminishing. My Leaf has 21,200ish miles on the odo. After the update my SOH jumped to 87% (rounding up from 86.68%) and when fully charged the usable KWH jumped from the 21.1 to 24.4! The guessometer doesn’t seem like its really guessing anymore either and has been incredible accurate which I am still shocked by. The first full cycle charge to 100% after the update my range showed 90 miles with all 12 health bars back out of 10 prior to the update. The second full cycle the next day the range jumped to 111 miles… Read more »

I only have LeafSpyLite, which doesn’t show useable KWH. Is that number any different then AHr*Volts or 78.45*375.5=29458 (29.458K) on my 30KWH 2017, from the Bat Sts display.

This update will be available in Europe, too: https://goo.gl/8HGfGx

As reported by Mitchell, I can verify the software update for the 30 kwh battery fixes the degredation problem everyone is experiencing. I have a 2016 SV with about 14k miles. Before the update Leafspy was showing SOH of 84%. The GOM would usually say around 90-95 miles on a full charge. GIDS were around 305. After the update Leafspy shows my SOH at 92.8%, GOM at around 110 miles and GIDS at 337. I’m noticing the car actually does have more range before reaching low battery warnings. I can now drive around 100 miles in ideal conditions if I drive around 60 mph. If I drive around 45-55 mph I can achieve 110 miles before turtle mode. Before the update I could only achieve maybe 90 miles driving 60 mph and around 100 miles driving 45-55 mph. Schedule an appointment to get the update ASAP! It only took about 1 hour to complete.

Got the software update a few days ago. Needed to recharge today and plugged in at a public Level 2 charger. After a fraction of a kW, I got an email that my car wasn’t drawing any power. Plugged in at home on my 110v charger, and again, nothing is charging.

Has anyone else had this after bringing their Leaf in for the software upgrade??

I’m glad many people on this list have had positive results with the software update. My leaf lives in Phoenix Arizona, and gets driven 5 days a week by my wife, Her commute is 70 miles round trip mostly highway. Our car had 25K miles after 18 months when it dropped the 4th bar prior to the update. It was showing 71 miles of range at 100% charge. Nissan refused to replace the battery under warranty. They applied the BMS firmware and now the car shows 1 bar down. The new range is 80 miles after 5 weeks 1500 miles. I didn’t expect to lose 30% of the battery capacity in 18 months. That is why we chose a new 30K leaf vs a used 24K leaf. Now my car after the update still has less capacity than a used 24K car. We have lost 2% SOH in 5 weeks after the update. My Hx is 51%. SOH was 80% after the update 60% prior. I wouldn’t recommend a 30K leaf to anyone who lives where it gets above 90 degrees.

I had the update done. We notice our battery % is dropping quite a bit more slowly. We are able to travel a lot further before we hit the Low battery warning.

I noticed the range dropping over this past summer…. 2016 Leaf, 30-kWh battery. Had the software fix installed in September, and the SoH has calculated to between 70 – 80% using the equation:

(Miles driven) /[Miles/kWh] / (difference in %-Charge over Miles) / 30 kWh * 10,000, resetting the (Miles/kWh) measurement.

This value at 2.5 years, 32,000 miles is approximately 70-80% (far below the 80% health at 5 years), and the GOM shows a bar illuminated above the ‘1,’ and the top range (at 100% charge is now about 105 miles. I had this exact issue with a 2012 Leaf… an extra bar illuminated, while the range plummeted. The car had to be exchanged at 3.5 years due to too short of a range. Thus, I have the 2016.

Any ideas?

Sorry to be cynical but…
How do we know that Nissan are not just making the batteries seem better than they really are.?
Has an the fix been tested by an independent assessor.?

It seems the software fix is genuine .
See the explanation and independent test results at https://flipthefleet.org/2018/30-kwh-nissan-leaf-firmware-update-to-correct-capacity-reporting/