Ultimately I sold off the LEAF because parts proved to be very expensive and all the dealings with the car were rather labor intensive. On the 2011 LEAF, servicing the contactor would mean dropping the quite heavy and large battery pack. I am not sure what happens when the contactor is deemed worn out. The control electronics keep track of the number of cycles and if the contacts are opened under high current load.
For example, contactor inside the HV battery pack has a limited number of cycles. There are some other things to think about with the LEAF high voltage system. The latter LEAFs simplified matters by making the electronics more compact and moving the DC-DC converter to the front of the car. I did the job in under half an hour with experience, it would probably be a 15 minute job. I thought it over and simply clamped the hoses on either side of the failed pump, dumped the coolant from the old pump into the new pump, reattached the hoses and bolted the new pump down.
#2021 nissan leaf manual
The Nissan official shop manual outlined an icomplex service procedure requiring draining, filling and burping the coolant system which would have meant hours of labor. I had one of the pump tachometers go bad, giving an OBD error message “PWM output stuck HI.” The CPU sent the remaining pump into overdrive. The electronics got two pumps plumbed in series: one under the battery and the other on the passenger side fender. There were a total of three electric water pumps. As far as I know, the excess heat from the electronics was not captured to keep the cabin warm. There was a separate liquid loop with PTC heaters to warm water for the cabin heater core. I believe the closest one is at an Electrify America installation over fifty miles away.Īnyway, the 2011 LEAF had what I would call a Byzantine setup with the rectifier/inverter located in the rear of the car with coolant lines running all the way to the inverter, traction motor and radiator loop up front. The problem was that CHAdeMO fast chargers are virtually non existent where I live.
Here in the US, I had a 2011 LEAF which had CHAdeMO DC fast charging from the factory. It gets rid of the numbers and usually stops people argueing about ranking where it goes in a list. This makes functioality lead, while gating it with sufficiently escalated safety provision until it’s OK to do. However, having seen this arguement play out a good few times, more concluded – let’s do the thing proving it can be done adequately safely. So yes, I’d agree more with a robust safety 3rd view rather than the school teacher esk safety 1st that’s often spouted without much substance to back it up (this is not aimed at anyone here or anyone’s comments – just years and years of existig). But also possible and certainly wouldn’t be acieived if safety was the only thing being considered. It’s not playing with tigers or designing a nuclear processing facility from the ground up (that you your self might have to work in) – which both could be conceived as riskier things to do. This project looks pretty benign, where there is a manageable shock risk, but most is damage to the car should a short occur. Safety implementation is best hazard and risk based.
Posted in car hacks Tagged chademo, electric vehicle, ev, Leaf, nissan, Nissan Leaf Post navigation At the end of the day, the fast charger worked first time, much to ’s relief. had the benefit of quality forum resources and a Nissan Leaf that already had CHAdeMO to reference, which helped a lot. Finally, wires had to be spliced to get everything to play nicely between the car and the fast charger. The vehicle control module (VCM) also had to be opened in order to run a wire to a relay to activate the fast charging subsystem. The swap required the power distribution unit to be replaced, and the CHAdeMO port to be installed in the front of the car.
#2021 nissan leaf upgrade
The vehicle in question is an early model Leaf that was already fitted with an upgraded 40 kWh battery, and the owner desired an upgrade to CHAdeMO fast charging to better use the larger pack. Cost of components was just 700 euros but the swap required 20 hours of labor. uses special high-voltage insulated tools when working on EVs for safety.It’s an involved swap, requiring the substitution of several parts and surgery on the wiring loom.
is one such person doing the work, and recently posted his efforts to retrofit fast charging to an base-model Nissan Leaf that didn’t ship with the feature. Electric cars have been around for a while now, and thus they’re starting to get chopped up and modded just like any other car.
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