The sun was just coming up looking over misty valley. Glass house mountains behind.
I made it there and back again along with a short test drive during the day on the one charge with 35% SOC remaining driving at the posted speed limits.

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kurt
acmotor wrote: The lights at night consumption doesn't add up I agree. Perhaps the cooler temperature at night has an effect too. Cooler batteries, denser air something but the night time difference is real in my experience.
Re battery info... I think this is all on the CAN bus anyway so just access that ? I agree though that the mitsi concept of 'you just don't need to know' is actually very good !
Ah yes, I put my e-jerry can in to boot on long runs....
<img src="uploads/24/ejerrycan2.JPG" />
Never actually used it but often put the power into the i at home to avoid drawing mains at peak power times.
I originally tried a 2500W inverter but it was only good for 1800W continuous so went to the 5000W unit. It supplies up to 3500W continuous. (usual over claim by manufacturers). The standard 10A (2.2kW) EVSE is fine and the inverter also works with 3.3kW EVSE that I have.
The 2.2kW EVSE takes around 50 minutes to transfer 12V battery energy to the i.
The capacity is 160Ah LiFePO4 x 3.2V x 4 = 2.048kW and measuring the power out to i with arlec power meter I get around 1.8kWh to inverter shutdown. Inverter is around 90% eff.
You need to ground the Neutral pin to earth pin at inverter so the EVSE OKs the power feed. (The EVSE contains earth leakage protection shutdown that tests for earth connection of neutral.)
This inverter is pure sine and heavier and more expensive than modified sine inverters. The latter may work as well since the i just rectifies the mains that comes in... however there is a pf correction circuit etc that may not appreciate the harmonics in the more square wave power ?
I recharge off any (regulated) 12V battery charger via the 50A anderson. edit:just out of sight, top RHS of cells.
The BMS shunts at 3.45vpc (13.8V). The inverter shuts down at 10.5V (2.6vpc) and the BMS just sounds the buzzer if a cell goes below 2.5V, but that doesn't happen. 12V arrangements are quite friendly for lithium cells.
DC drain is around 200A so just over 1C on the batteries.
The wiring (2x50sq) is an overkill as are the 350A andersons. This setup was left over from my 12V EV blue gemini experiment.
<a href="viewtopic.php?p=37348&t=3101&title=12vo ... ers#p37348" rel="nofollow">gemini</a>
Needs boxing up neatly... but maybe I'll go for 4kWh in the future ?
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edit:cyplin
offgridQLD wrote: Just popped out to the supermarket. Boy I wouldn't want to be driving a car that demanded premium unleaded! Say a high performance turbo that allready drinks fuel![]()
Diesel seems to be more stable over the month and doesn't really have a cycle.
174.9!
<img src="https://farm4.staticflickr.com/3669/142 ... 2105_o.jpg" />
Kurt