UPDATE Video: Nissan LEAF Rapidgate No Longer A Problem?


It appears Nissan may have addressed the issue with 2018 Nissan LEAF charging speed limitations.

*Electric Swede has added another related video, which we’ve included below. Hat tip William!

Not long after the all-new 2018 Nissan LEAF arrived, reports began to surface about issues with charging speed when the battery was hot (aka Rapidgate). Essentially, if you went on a road trip and tried to fast-charge the car a few times, the charging speed was severely slowed during the second or third charging attempt.

Bjørn Nyland (Teslabjørn) and Lemon-Tea Leaf, among others, tested the Nissan LEAF extensively to prove that the issue was real. However, more recently, people have been reporting that the charging speed issue may not be so bad in newer vehicles.

YouTuber Electric Swede set out to find out whether the new reports are true. He tested a LEAF that was just built in November 2018. His findings make it clear that Nissan has changed charging speed limits when the battery is hot.

Check out the short video above and let us know your experiences. Do you own a new LEAF? Have you experienced Rapidgate? Has anyone bought a LEAF more recently? Fill us in via the comment section below.

Video Description via Electric Swede on YouTube:

Nissan Leaf 2018 – Rapidgate changed? Less limitation in newer cars!

I have tested rapid charging at higher temperatures in my new Nissan Leaf 40kWh. (Car manufactured nov 2018)

After getting reports from other drivers that recently got delivery of new Leafs, that the speed wasn’t so bad as Teslabjorn, Lemon-Tea Leaf or Fully Charged have reported. It seems that in the newer Leafs from latest months, there is a lot different in the limits that Nissan has implemented when the battery is hot.

 Nissan LEAF US

2018 Nissan LEAF
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109 Comments on "UPDATE Video: Nissan LEAF Rapidgate No Longer A Problem?"

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No official word from Nissan about this? What’s their plan for fixing all the existing vehicles? Recall and change hardware? Over the air software fix, or maybe some other software fix that doesn’t require visiting a dealership?

There will be no recall since there is nothing wrong according to Nissan.
Of course the batteries are better now.

Right. “Just trust us”, says Nissan. “Have we ever lied to you about the performance of Leaf batteries? Oh wait, don’t answer that…”

It wouldn’t be a recall. A recall is only for safety issues.

Nissan could send owners a letter, offering to fix the issue for free though.

Wait did they actually fix something or are they just going to let the batteries charger when hotter and degrade faster?!?

I had same question. Was hardware changed or was it purely changing the software limits? And if it’s software can it be applied to older cars? Same question with hardware.

If it’s hardware then this can be a break point in value for Leafs of this era and it will be interesting to see what they did and what VINs it applies to.

First: this isn’t nearly enough to say if the issue has been fixed. But something has changed, so there’s some hope the problem is at least reduced.

Of course it can be applied to old cars, whether it’s hardware or software. And of course the software is changed — the only questions are whether the hardware ALSO changed, and whether Nissan will let earlier buyers benefit.

If it’s software only, my guess is Nissan will update the cars when doing regular servicing. Mainly because that’s nearly zero cost. It also gives people a reason to stick to the dealership for servicing, which Nissan wants for better control and happy dealers.

The latter.

New floorpan to accept 60 kWh battery been used since Oct 18,maybe the 40 pack has been reconfigured and has more space to cool passively.

Hi John. Would be interested to get more info from you on this as this is news to me. Can you please email me at evrevolutionshow@gmail.com?

Do Not Read Between The Lines

Or maybe they just changed the software and made it more permissive.

The Electric Swede has shown, in his latest video, the possibility of a new / different software version running on his 11/2018 build Nissan Leaf.


The graphic says
“Did Nissan Changed the Software?”

Should that not be

“Did Nissan Change the Software?”

Please give The Elecric Swede a pass on the edit.

The 93 degree F Leaf battery temperature, while DC fast charging in freezing weather ( 0. C ) , shows a significantly improved rate of charge.

This is going to be a welcome change to the Leaf software, especially among the Leaf 40kWh #rapidgate crowd, who discovered the alarmingly excessive battery charging taper, during high temperature 2nd & 3rd attempts at road trip DC fast charging.

Doh! Did change the thumbnail now! It’s not my native language.. but it’s a very simple error. I should have spotted that one. 🙂

Your English is certainly far better than the average American’s Swedish, so I think we should give you a pass on that. 🙂

Jag förstår inte 😉

It could simply be that they changed the charge limitation parameters, which implies a tradeoff: You can rapid-charge your 2018 Leaf more quickly, but since there’s still no active TMS, that rapid charging will degrade the battery. This is less a solution than a capitulation. The core problem (no active TMS) remains.

Assuming of course that it has a noticeable effect on degradation.

It’s a reasonable assertion since that’s what they claimed they were doing with the older configuration, protecting it from degradation.

And I bet they still are, but this time without limiting charging as much.

So, Nissan has found out a magic way to let battery cells charge while hot without degrading them?

If that was true, then they wouldn’t need to put a forced-air cooling system into the new Leaf with a larger battery pack.

The pattern seems pretty clear: Since 2010, Nissan has been trying to do everything it can to deny and belittle the problems with overheating Leaf battery packs, only begrudgingly making changes in response to widespread bad press, and never actually making adequate improvements. Apparently they don’t want to spend the money to actually fix the problem.

I suppose one can argue that they have found success in this, in that (aside from Tesla), Nissan is the only BEV maker which has actually built enough cars to satisfy worldwide demand for a model. But it would be nice if they would at least be honest about the limitations and deficiencies of their lack of active battery pack thermal management. Instead, they have lied repeatedly about it, first denying there was any problem at all, and later repeatedly claiming the problem had been fixed, when it never has.

They fubar this model leaf with rapidgate. I had them selling 100k cars this year and 40k coming from USA but we are going to sell only 14k

We need to start exporting the LEAFs from the States to South America and the South Pacific, at least until LEAF and Sylphy production in China AND Japan can meet the Asian demand. They might sell 40K in Europe in 8 months and 40k in Japan. Might only be 20K sales in the States and North America. The sooner we can introduce EVs to those countries/markets the better. The more LEAFs that are sold the more publicity it creates for other brands and the more pressure it creates on other brands to develop their own EVs. Instead of spreading fake news about Nissan LEAFs like AHs, people should spreading news that if you take care of your EV and use it 20-80% it might last a lifetime, even if you live in Hell. Also people need to know that they need to select an EV with twice the range of their daily commute. LEAF owners have reported a loss of 30% due to cold temperatures and Tesla and Bolt owners much worse. THE FACT IS THE NISSAN LEAF DOES NOT HAVE ACTIVE COOLING BECAUSE IT IS NOT PRONE TO CATCH ON FIRE. THAT IS THE FACT. Nissan does not have… Read more »

No cooling because the car won’t catch fire – HAHAHAHA!

I think it is the titantium coating on the carbon anodes or cathodes or something like that prevents the batteries from degrading. It seems to work exceptionally well. The LEAFs have exceptional batteries. I wish I had those batteries in my tractors instead of a smog belching diesel. I could store those batteries at 50% charge when not used and they would last a lifetime. My tractors are just rotting to pieces from all the toxic and explosive fuels and solvents and lubricants.

The sooner we can all drive emission free vehicles the better. Selct the best vehicle that meets your needs and your finances and stop and raining on everyone else’s parade.

It’s possible that the old configuration was more conservative than needed. Perhaps they did additional tests and concluded that they can safely raise the limits. In this case, existing cars could be updated with the new limits.

Another possibility is that a hardware change in the battery layout or its chemistry allowed them to raise the limits.

The third possibility is that the original limits were correct and they only raised them due to public pressure, knowing that it’ll lead to increased degradation.

From the information available, it is not possible to conclusively prove which of these three scenarios is correct.

We know for one that the batteries are better. So you can add that to your list.

I didn’t see that mentioned in the article or any of the linked videos. Was this mentioned in another article, can you provide a link?

Thinking about it, it does make sense that there would have to be some kind of change in the battery. Since rapid charging heats the battery, raising the temperature limit where throttling occurs would result in the battery continuing to heat up and eventually hitting the new, higher limit. If that does not happen, then the battery must either reject heat faster than it did originally or gain less heat in the first place (for example, by having a lower resistance).

Nissan has not been going around trumpeting the fact that their earlier batteries were
inferior. I think this is the main difference people will see in the newer Leafs, as far as the batteries are concerned.
Good out of the box cogitating, btw.
Also even though the Chinese company that was to buy AESC, balked, eventually they got the company for a reduced price.

Well, it sure seems to have Degraded Carlos’ chances of continuing in leading the companies!

Active liquid cooling would be a real and effective solution. But Nissan just won’t go there. Never has. This is probably a “fix” that just allows the battery to get hotter. I predict increased degradation. We had a Leaf for three years from 2013 to 2016. Good car, but terrible battery. It’s a shame Nissan never fixed the root cause of the issue.

It’s a shame but the root cause, in my estimation, was just inferior batteries, their own in house, which they recently sold off, now they use LG Chem batteries, which are some of the best 3rd party batteries. GIGO.

While I agree that the NESC battery cells were inferior (as shown by the erratic and unpredictable way that battery aging occurred in the Leaf, which suggests to me a lack of manufacturing consistency in the cells), I also don’t think that merely upgrading to LG Chem cells is sufficient to fix the problem. GM uses LG Chem cells in both the Volt and the Bolt EV, and in both cases they use a liquid cooling system to prevent overheating.

Based upon what data do you make up this information? The fake news from dozens of other trolls like yourself?

The LEAFs have among the best batteries.

Excellent cars and excellent batteries. I have been charging a LEAF for over 7 years and I still have not seen my car heat up any. Lots of fake news going around about Nissan LEAFs I even quick charged yesterday for fun at the local Nissan dealer. The only problem the Nissan LEAF has is a lot of people spreading fake news about them.

Had a LEAF for over 7 years and you still think the battery is the best? What’s your degradation at now? 30%? 40%?

I have almost zero degradation in 3 LEAFs with an accumulated 155,000 miles. Best cars we ever owned and we live next to hell in a hot climate called Burningham. Our batteries never heat up, we charge them every night and every morning the battery is nice and cool and the car is ready to go. The problem is that once a few trolls or unhappy owners ink there teeth into something they spread it around like it is some sort of gospel. The lizard batteries are among the best EV batteries.

Assuming all they did was change the software to allow faster charging, I’m not sure I’d want that. I’d rather have the protection in place for my battery! Nissan just doesn’t seem to get it in this regard.

We charge our crs every night and they never heat up any. Why would we want active cooling? None of the LEAFs are catching on fire. That is why the add active cooling to prevent fires, it has nothing to do with battery longevity.

I have heard that they intended to do some small hardware modifications to the TMS, like adding a fan as seen in the E-NV200.
Doing only software improvements doesn’t seem to be enough to me.

The E-NV200-like system was supposedly coming with the 60kWh battery, haven’t seen it reported anywhere that the 40kWh battery would get it too.

Correct. The forced-air cooling system will be coming in the next model year Leaf, and only for the larger size battery pack; it hasn’t been put into production yet.

The battery overheating heating problem is VERY real. I’ve had the charging speed slow down to as low as 11 kW several times. Although I have invested a considerable amount of time figuring out how to keep the battery temperature low on long trips, I would very much appreciate some kind software update or whatever from Nissan that helps mitigate the problem.

I thought I might add that one of the most promising ways to cool the traction battery appears to be to blowing conditioned air down the service plug hole with AC in fresh air mode. Solar heat gain minimizes how cool the air gets that goes down the service plug hole so covering the car with a cover and the hood open to relieve condenser heat should improve cooling efficiency. I’m also planning to buy an ice chest cooler that blows air through the service plug hole with maybe an ice water spray pump to further increase battery cooling.

I have proven with very structured tests that the air conditioner through the service plug hole can be used to cool the traction battery. But even though the battery stays cooler, the additional power draw reduces significant time savings. My focus now is on ways to improve cooling efficiency so I get more cooling through service plug hole without increasing power drain.

It do get hot in Texas, it do, it do.
Let us know how your jerry-rigged sprayer works out.
Of course if it’s rained recently you could just drive through some puddles.

Actually I have found that driving in the rain does a good job of cooling the battery down on long trips with multiple fast charges.

I’m hoping Nissan can offer the 2019 40kWh Leaf, with a sunroof option. This would allow the collection of intruding cabin rain water, while in the open position, to hopefully efficiently funnel the collected rain drops down the service plug hole, thereby effectively cooling the 40 kWh Lizard Battery.

This will help mitigate the #rapidgate battery charging taper issue, and create a cool workaround to the lack of Nissan battery LTMS.🌧💦⚡️🔌

I know you are joking but there is actually some merit to your idea. An air scoop mounted in a window (or sunroof) could be ducted to the service plug hole forcing cooling air to the battery. Water injected into the duct (or scooping up rain water) would improve cooling efficiency.

Even if Nissan doesn’t come up with a real a Rapidgate solution, there are just too many ways to deal with this problem and some enterprising entrepreneur is going to come up with a solution that effectively cools the battery.

A jerry-rigged aftermarket modification can’t fix this problem; it’s too inherent in the inadequate design of the battery pack.

The problem will eventually go away in newer cars. Either the poor quality of Leaf engineering will drive the model out of the market as more and cheaper BEVs appear over the next few years, or else Nissan will finally, begrudgingly, put in the liquid cooling system the Leaf should have had from the start.

But nothing will ever fix the problem in existing Leafs.

In your experience what’s so inherently wrong with the battery pack that a third party cooling system can’t fix it?

There is no problem with existing LEAFs. Best cars Nissan ever made. The main problem Nissan has is trolls spreading fake unsubstantiated claims about Nissan LEAFs and a lack of owner or buyer education. EV owners need to kow that they should daily charge their cars to 80% and select a model that goes twice theiur daily commute so they have enough energy to run the AC or the Heat or run extra errands. People that charge their EVs to 70 or 80% in hot climates regardless of brand are reporting excellent service. People that use their EVs 0-100% are reporting significant battery degradation regardless of active cooling or brand of EV in hot climates.. The data does not indiicate that Nissan LEAFs are any more prone to degradation than other brands of EVs when used with care.

I appreciate the sentiment but I have to point when driving the Leaf or any EV for that matter on a long distance trip, you often have to stuff as many electrons as you can in the battery to make the distance between charging stations. I typically charge to L2 taper speeds (<6.6 kW) and then adjust my speed based on distance, wind direction and speed, change in altitude and ambient temperature. When traveling on long trips I seldom have the luxury of only charging to 80% especially when going from Electrify America station to Electrify America station on interstate highways.

I thought Nissan removed to 80% charge option from 2014 MY onwards. Never heard of a 70% charge option for a LEAF.

Sounds like you do not want to live in the real world that other Nissan drivers live in.

So were you a member of the class action lawsuit regarding RAPID DEGRADATION or did you opt-out? Or is it like the moon landing or the 9/11 attacks or round earth?

Will it help recharging stay high? Or will it just delay when the charging needs to slow down?

That can be a problem with all EVs and every manufacturer has implemented different protocol to prevent batteries from overheating and catching on fire. Chevy cuts back charging at 50%. Tesla will block you from super charging too often. Nissan cuts back the rate if the batteries get to a certain temperature. I think every manufacturer recommends you to stop at 80% when quick charging.

WWII is over dude, time for you to get over it as well. Maybe that can be a good New Years resolution for you?

40% already tapered down to 38kW when then ambient is -2C and this is without Rapidgate? That really sucks! Old Leaf used to keep 40kW to over 80% even when ambient is about 15C.

I don’t know which old Leaf you’re speaking of, but that’s surely not MY2012 , because 40 kW charging only occurs for a short period between 5-10% SOC and then fade rapidly below 20 kW around 50%SOC.

That is fake information. The LEAFs charged fine on quick chargers. I charged my 2012 to 80% several times and it never took 30 minutes. Even when it was 95F in the shade.

I htink your problem was with the charger and not the car. Perhaps your charger was overheating.

It was only when I got the high temp and I restarted the charging that the speed went down to 38kW. (Before the change it would be 27kW at that temp). A normal charging curve is with charge power from 42-45kW up til just above 60%, and then slowly going down. At 75% it was down to 27kW. Best practice if you are going far and want to save time is to leave around 70-75%. But often you might take a brake eating or so and then charge more than that. Or you want to skip the next charging stop (even if it would charge faster there) and rather take a longer wait for a little more juice. 🙂

This is when I charged from 20-75%. Had the heater on that took about 1kW. (So maximum 44kW here for battery, even though the car took 45kW from the charger.) https://imgur.com/4CdZyyl

I think the Bolt does that with every quick charge doesn’t it taper down at 50% charge. Every manufacturer has different schemes to prevent the car from being damaged due to numerous quick charges or over voltage. Tesla will throttle your super charging an they recommend 70% or 80% charging only. Bolt limits charging rates above 50% and tapers down to level 2 charging speeds above 90% doesn’ iti?. The LEAF limits charging rates if the battery reaches a specific temperature. I quick charged my LEAF yesterday and it didn;t heat up at all. While I was there I looked at a 2018 LEAF that has been sitting on the parking lot, 100% charge, for 10 months. I was glad to see if has lost no charge to phantom drain and it was reporting 157 mile charge. I offered them $10 grand under retail. Beautiful car. Too dern expensive. EVs should not be just for the 1%.

If all they did was change the software to allow faster charging when the battery is too hot, then this is hardly an “improvement”. That would just be trading off the ability to fast-charge faster for shorter battery life.

Of course, Nissan is now using LG Chem battery cells, which is almost certainly an improvement; presumably the LG Chem cells don’t have as much sensitivity to heat as the old AESC cells which were used in the Leaf. But GM uses liquid cooling in both the Volt and Bolt EV PEVs, so it’s not like the LG Chem cells don’t need as much cooling.

The idea that Nissan can get away with not using liquid cooling is just wishful thinking. Nissan’s new forced-air cooling system for Leafs with a larger battery pack is certainly an improvement over no cooling system at all, but it’s still inadequate.

I don’t think forced air cooling is necessarily inadequate. It has worked fine for the Ioniq. Sure, the Ioniq uses a different chemistry, but the Leaf may not be using the exact same chemistry as the Volt and Bolt, too.

Interesting. I see a July 2018 IEVs article claims “The Hyundai IONIQ Electric… [is] a rare affordable BEV that is capable of charging at up to 70 kW when connected to a higher-power charger…” (source below)

If it can do that multiple times during a long trip, then that’s certainly better than I expected for a forced-air cooling system. The graph accompanying the article suggests the average charge rate is closer to 65 kW than 70, which is certainly less than the Long Range Model 3’s reported real-world maximum charge rate of ~116-8 kW, but still pretty good for a less expensive car.

Perhaps Hyundai has figured out a better way of cooling the battery pack in a less expensive PEV… or perhaps they just accept faster aging. Until we see the degradation curve for Ioniq Electrics which are several years old, we won’t know how well they hold up over time.


The Ioniq has not been on the market long enough so that conclousions about air cooling could be drawn.

Also it sells in much smaller numbers than the Leaf so proper stats are even harder to compile.

You keep stating that ” LG Chem cells don’t have as much sensitivity to heat as the old AESC cells”. Which generation of AESC cells are you referring to? The two or three original LMO generations (2011-12, improved 2013 version and the Lizard late 2014 on), or perhaps you mean the NMC gen one on 30 and the current gen 2 6:2:2 on the 40 kWh LEAFs?

Incidentally the lower the Cobolt content the apparently the more heat sensitive the NMC cells are for a thermal runaway. So on the LG 8:1:1 cells have to be active cooled to avoid them combusting similarly to the Tesla Model S packs.

That is correct, active cooling is added to battery packs to prevent them from catching on fire. If you want the batteries to last longer you need to adjust your charging and discharging behavior. If you can keep your batteries in the 20-80% charge range it will significantly improve battery performance of active or passive cooled batteries.

LG Chem cells have a history of catching on fire. I’m not sure that is a move in the right direction. I hope they use active cooling to mitigate fires. BMW has an excellent cooling system, as does the Bolt. Both systems have been proven to be adept at preventing fires. Thoe would be excellent systems to base an active cooling system upon if it is needed.

I guess that I should mention that I just completed a trip in my 2018 Leaf from Texas to Colorado and back, a total distance of about 2,000 miles. On the trip up I charged eleven times with seven fast charges and on the way back I charged ten times with two fast charges. Even though the route I took coming back was about 200 miles shorter, the trip back took at least 10 hours longer without as many fast charges. One of reason I drove my EV was that I wanted to prove that driving in cold weather is one way to keep the battery from overheating from fast charging. Only once did the battery not charge at the maximum speed allowed by the charger and I was still able to achieve 28 kW. Most of the time I had to L2 charge between fast charges and that allowed the battery to cool down before the next fast charge. So I debunked two negative arguments against the Leaf in one trip; I debunked that the Leaf can’t be used for long trips and I debunked that cold weather cannot be used to mitigate battery overheating on the Leaf.

You have debunked something that no one ever claimed. No one said that “the Leaf can’t be used for long trips”. Of course it can. The claim was that when using the Leaf for long trips the travel time was significantly extended because of the reduced charging speed.

The LEAF may have slower charging speeds than other EVs but that is no reason to carry out this BS troll conspiracy about the car somehow being defective. The LEAF is a great car, the best Nissan or Datsun ever made. The only real problem tha car has is that people need to make better educated decisions when buying EVs and trolls need to stop spreading fake news about the car being somehow defective. People need to know that when they buy an EV they need lots of extra range for AC, heat, and extra errands.

Just to add a little fuel to the fire, I just found out about a person that drove their 2018 Leaf from Vermont to California and back. This was back in August so they must of done a lot of L2 charging, I don’t think any of the Electrify America stations were operational in August. But there were operational CHAdeMO chargers in most of the big cities in the eastern United States in August.

I don’t know much about their trip yet. I’m trying to get them to send me some details but I haven’t heard anything more yet. I don’t plan to post again to this article but I just thought some of you might be interested in the news of such monumental trip in a 2018 Leaf.

Off topic but can anyone familiar with this new LEAF tell me why there are three seat belt warning lights?

At least in my Euro model they indicate the belt usage in the back.

It’s still a compromised car – either it is protected from damage by slowing fast charging, or you risk battery damage by having “normal” fast charging. Nissan should simply have done the right thing and used thermal battery management. It’s not 2010 any more.

Its not compromised about anything. The car goes 151 miles per charge and if you elect to purchase the optional quick charger you can extend that range 80% in 30 minutes. It is the best commuter and family car ever made. There are hundreds of thousands of available chargers all over the world.

What quick charger can a LEAF owner buy that will recharge the battery to 80% in 30 minutes?

I hate to break it to you but all EVs are protected from internal damage and fires by regulating the maximum speed at which it can charge.

An alternative to slowing down charge rate is to use liquid active thermal management

From several rapid gate videos available in German language on YouTube these were some rapid gate scenarios: (1) Driving on the Autobahn at 130 kph for 190 km at ambient 25C => battery temperature went up to 49C => first DC fast charge of the day lowered to 19KW (2) Driving on the Autobahn at 120-144 kph (max speed) for 75 km at ambient 20C => battery temperature went up to 50C => first DC fast charge lowered to 14 KW (3) Nextmove long distance test with 110 kph at 11C ambient : first DC charge at approx 40 KW, second at approx 30 KW (battery temperature up to 48C), third DC charge at 22KW, fourth at 19 KW ….. (all with battery temperature around red area 50C). Now this ‘Electric-Swede’ test is performed at freezing minus 2C with ice-water on the road cooling the battery pack from below, he starts charging far below the critical 48C, and even after disrupting charging for a few second and continue charging at 43C pack temperature this does not taper-off the fast charge. Well this is a different test scenario, so for me it’s no surprise that the “rapid gate” can not replicated… Read more »

All the scenarios to create rapidgate are a hoax and not realistic. Heck you cannot even complete one lap at Lemans in a Tesla because it will shut down and overheat. All EVs and gas cars have limitations on their use. Have you ever shifted a corvette into first gear at 120mph. Tell me how long that engine or transmission will last.

Those ‘rapid gate’ scenarios are am “unrealistic hoax” ?!? — and comparable to shift a Corvette onto first gear at 120 mph ??

Scenario_1 was a weekend travel from Munich to a famous recreational lake area (Bodensee) 190km ( 120 miles) away, driving with 130 kph (80 mph) on the German Autobahn — daily business in summer !

Scenario_2 driving for 75 km with 120 to 140 kph is a “unrealistic hoax” ?

Scenario_3 was Nextmove driving from Leipzig to Munich 410 km (250 miles) for a 2-3 hours business meeting and afterwards back home with just 110 kph ( 68 mph) : what on earth is the “unrealistic hoax” here ?

Do you work for Nissan? Lol
Only hoax is Nissan caring about adding proper thermal management to the Leaf.

According to his trip meter he did only 166 km, from some unknown starting SoC, when he was down to 7%. And according to his comments he only did “over 300 km in a day” in order to do “a couple of extra quick charges”. In fact, driving that short did NOT create an issue in Bjørn’s testing in summer temperature. To test it properly, something like Bjørn’s frequent Oslo—Trondheim—Oslo trips should be undertaken, and that’s a trip of about 1000 km.

It’s still interesting to see the simple “this temperature give this charging speed” table doesn’t seem to apply. And that is a basis for a little hope that rapidgate has been addressed. But it is premature in the extreme to conclude “Nissan seems to have fixed the problem”. Electric Swede took his speculation too far in the video, and Steven really compounded the problem. Then the headline editor and whoever decides the URLs on the site took the prize!

you’re wrong. It’s tried and tested by several owners. Charge Power is directly related to battery temp. Having 38kw at 43 is not standard result

The oil and gas and Russion lobbiest are very strong in Finland and Sweden. There are a lot of troops on those borders.

They have to re-do the test in the United States with the brand new leafs. See if anyone will do it

I drove much faster than Bjørn did. I kept the speed around 118-125km/h on the speedometer on the highway. I compare the temp when charging with the earlier tests from several youtube videos. Where the temp of the battery were around 43c it did charge much slower before. I also have spoken to several Leaf owners with newer cars from last months that confirm the change.
I have yet to test charging at a higher temp around 50c, but it does seem like Nissan has changed the temperature charge limits.
I never stated that Nissan fixed the problem, but that the software has changed and the parameters of rapidgate aren’t the same as it has been when tested before on Leafs with an earlier built date.
If I drove more normal, charged smarter, didn’t go so low on SOC and didn’t restart the charging I would probably been able to go around 450-500km that day before I got any problems, and then not as bad as in earlier tests. 🙂

Will test again during summer, and from what I heard Bjørn are going to revisit it in a new video in a week or two.

Cool 😎

So now I can get a a used leaf or use Ioniq electric

The 2015 Nissan LEAFs are an excellent purchase. The best commuter car you will ever own. Just make sure the range suites your daily commute. I wouldn’t recommend it for any daily commutes over 40 miles. If your commute is under 40 miles the battery might last a lifetime. Save those 100% charges for trips out of town or extra errands in town.

Need to go to PA Scranton area from Cleveland Ohio with Three quick charge stops

Commute is 26 miles round trip but I need range for emergencies trips

Early leafs were butt ugly. Not my style

If you need help deciding if an EV or hybrid is best for your needs check out the EV or Hybrid selector guide on the ZEOG Zero Emissions owners Group FB page. We need to make sure people select the right EV or hybrid for their needs. If they have a 130 mile commute and they select a Nissan LEAF they are going to be very disappointed very soon. Likewise, if your commute is 200 miles and you select a Chevy Bolt you will be disappointed very soon. In those cases it is always better to try to find a better job or new place to live or somehow minimize that commute. You can try a Tesla if your commute is up to around 160 miles every day if you have to drive.

I have a range extender volt. I’m dipping my toes in full electric in y next car

It was more of a hoax to purposely set up phoney conditions and charge the car to force it to overheat. Especially in the climates where these “test” were conducted. People in 115F temperatures in the shade are going to experience problems with their EVs and they would be best to avoid quick charging or supercharging past 80%. Regardless of make or model.

A hoax? How do you mean? I did a lot to get the temp up faster so I didn’t had to go 4-500km before running into any problems. Went fast, fast charged from low SOC, restart the charger mid charge just to get a higher start temp. All was because I wanted to see if the rumors I had heard about the change in charge limits where true. Seems they where. A 43c the earlier cars charged much slower than 38kW.
It will be interesting to see what the difference is at a higher temp as well.

We have put about 15 k miles on our LEAF since April and I have seen the rapidgate every time I have needed more than one CHAdeMO a day regardless of the outside temperature. The lowest charging speed I have personally seen was 14 kW when the battery temperature was over or approching at 50 deg C but typically the second charge of the day starts at 28 kW or if I’m lucky at 32 kW.

On multi day trips (drove from Ireland to Finland return this summer, total distance over 5000 miles) even in proper summer temperatures the battery sufficiently cools down to allow 4X kW on the first charge of the day. The battery temperature won’t much drop driving at 65-70 or higher indicated when the ambient temperature is in 20’s or higher in C. At ambient temperatures of over 30 I had on two occasions to stop driving for an hour for the battery temperature to return from the 1st red segment back to “normal” where it had raised to during charging.

Nissan LG needs to do something real to fix their Wilting Battery issues. I has a 1st 2011 and then a 2013 and both failed big time losing 10% or more each year in our Phoenix HOT temperatures. Until they fix that their sales and life in the Southern USA is a big problem.

Since we are now dealing with cooler temperatures (close to 0 rather than 25ish in summer) the cooling effect of the battery package will be at least double that of the cooling capacity in summer (delta T is twice as big). That will have a positive effect on the temperature, and thus charging speed, of the battery. I got a new version of the software in the summer and did some testing. On my third fastcharge (about 300 km driven at varying speeds (110 km/hr most of the time), ‘speed’ of charging dropped to about 19 kW (or two hours to get to 80% from 10%). I do not know if the ‘summer’version of the software is the same as the current version; newer Leafs may be better. Time will tell; testing in summer will give results that may be different from current results.