Your car is always charged to 40 Ah. 38 Ah is just a value used by Mitsubishi for early model cars when calculating warranty and probably it was initially used to account for degradation to the battery before the car is delivered to a customer (which could take several month). By saying that the battery has 38 Ah while it actually has 40 Ah you basically introduce an artificial SoH value which is 5% higher than the real SoH value which also increases the bottom buffer limit by 5% and reduces the range you can drive by 5% even though the battery will still be charged to the same level. So by promising 38 Ah instead of 40 Ah they kind of guarantee that all cars will have at least 100% SoH during delivery and at the same time they decreased the warranty limit by 5% which could significant reduce the number of warranty cases when the battery has to be replaced. 5% difference sometimes could take more than a year to lose and this is how Mitsubishi could save a lot of $. If you have an early model which had 38 Ah specified as the actual battery capacity in the BMU, then it is not the top buffer which will be affected by this, but the bottom buffer. The car always charges to the same level which is when all cells reach 4.1 V, but for battery which in BMU is set as 38 Ah you will not be able to discharge it as much as you could if it was set as 40 Ah. So by setting the battery capacity to 38 Ah you basically raise the bottom buffer by 5%. However, since the bottom buffer practically does not play any significant role in battery longevity for this specific case, the argument of having 38 Ah battery vs. 40 Ah battery is practically irrelevant, except that you may get less range out of your car for no reason. There is a ~95% charge limit of the battery, but it is because the charging of the car stops at 4.1V while a typical lithium-ion battery with such battery tech like in Outlander PHEV could charge up to at least 4.2 V and even more. So if you can now charge the battery to 100%, then without this 4.1V limit you could charge it maybe to 105%. In other words the battery is always charged to 100% of its rated capacity and we consider it to be charged to less than 100% just because it is not charged to its full potential which is done to increase battery longevity and prevent its rapid premature degradation. The bottom buffer in Outlander PHEV Is set to 26-30% SoH, however, it can be discharged down to 13% when driving without any fuel in the tank which is still a safe limit for the battery except that it may have more wear at those levels and may reduce longevity of the battery if used frequently at those levels. The BMU underestimates battery SoH which has a negative affect on lower buffer limit determination and has nothing to do with how much battery cells can be charged to. They are always charged to 4.1V and the charger balances each time you charge using AC charger. You lose the extra EV range because the car stops discharging the battery too early, because it determines where the limit is not determined by voltage, but by SoH value, e.g. 100% - SoH value *0.7 = lower buffer, so the lower the SoH value, the higher the lower limit will be which is set to be at a fixed ~30% of SoH value. So if your real SoH is 100%, then your lover limit will be at 30% SoC (100-100*0.7), but if the BMU underestimates the SoH value and reports it to be e.g. 90% while it is actually 100%, then your lower limit will be at 37% SoC (100-90*0.7). Note also that capacity is measured in kWh, not in kW like you show in the video
Thank you dkx for your comments; and observations. Have you used the Watchdog App on a PHEV; and have you seen the "on delivery" SOH reference for your PHEV ?? As I noted in my Watchdog related videos; my first record of my 2018's SOH was 4 months after purchase; and it was 36.7Ah; so a 38Ah estimate seemed a reasonable straight line reverse estimate to my likely 'take in home' day figure. And, in the 6 years of ownership of my Outlander, that SOH has decreased, as measured by the Watchdog. I have images of all of the Battery Cards generated by my Watchdog. Plus, I have the Mitsubishi Service Shop Records of both of my Smoothing Procedures; none of which show an SOH anywhere near 40Ah; after the procedure was done correctly. I agree that I loosely referred to the Drive Battery as 12kw, considering the wide range of my audience and agree it is more properly referred to as 12kwh, as seen in the brochure excerpt "The battery that supplies the electricity for the motors is a high-capacity 12kWh lithium-ion battery pack developed specifically for the plug-in hybrid electric system. The battery pack consists of 80 cells configured in a series, with a total voltage measuring 300V and a total storage capacity of 12kWh." As an invested customer, I have attempted to be as open as possible with my otherwise private information to help others; about this very complex topic.
@@cache4patI had the PHEV Watchdog app before I got the car and I use it to register all car data for every drive. I bough 2nd hand Outlander PHEV and never had a new battery. 40 Ah is a physical battery size and you will never see this number as SoH, because the battery degrades as soon as it leaves the manufacturing plant. Your car if it is a MY2018 model should not have any limits in BMU, because the 38 Ah artificial limit was removed since ~2017. In general the battery is a wear component and degradation is an expected result. The battery degrades even when it is not used, so not sure why you would expect to see 40 Ah anywhere. There are no such procedures which could restore battery capacity except if you would replace your old battery with a new one. The procedure such as the DBCAM is only correcting the wrong BMU estimate of the battery, but it cannot restore battery degradation. Unfortunately, there are too many people today who believe in fairy tales and expect that after purchasing a car with degraded battery they can simply perform same reset seen in UA-cam and restore it to 100% original state. kW and kWh are 2 completely different units. Its like you would write that the distance in between 2 cities is 100 km/h instead of writing that it is 100 km. I do not have anything against your video except that there was a lot of incorrect information which I think people should know about.
@@dkostasx Again, thank you for your contributions. It took me a while to get back to tweaking the Description to reflect some of your points. Unfortunately tweaking the images is something that UA-cam doesn't allow.
Your car is always charged to 40 Ah. 38 Ah is just a value used by Mitsubishi for early model cars when calculating warranty and probably it was initially used to account for degradation to the battery before the car is delivered to a customer (which could take several month). By saying that the battery has 38 Ah while it actually has 40 Ah you basically introduce an artificial SoH value which is 5% higher than the real SoH value which also increases the bottom buffer limit by 5% and reduces the range you can drive by 5% even though the battery will still be charged to the same level. So by promising 38 Ah instead of 40 Ah they kind of guarantee that all cars will have at least 100% SoH during delivery and at the same time they decreased the warranty limit by 5% which could significant reduce the number of warranty cases when the battery has to be replaced. 5% difference sometimes could take more than a year to lose and this is how Mitsubishi could save a lot of $.
If you have an early model which had 38 Ah specified as the actual battery capacity in the BMU, then it is not the top buffer which will be affected by this, but the bottom buffer. The car always charges to the same level which is when all cells reach 4.1 V, but for battery which in BMU is set as 38 Ah you will not be able to discharge it as much as you could if it was set as 40 Ah. So by setting the battery capacity to 38 Ah you basically raise the bottom buffer by 5%. However, since the bottom buffer practically does not play any significant role in battery longevity for this specific case, the argument of having 38 Ah battery vs. 40 Ah battery is practically irrelevant, except that you may get less range out of your car for no reason.
There is a ~95% charge limit of the battery, but it is because the charging of the car stops at 4.1V while a typical lithium-ion battery with such battery tech like in Outlander PHEV could charge up to at least 4.2 V and even more. So if you can now charge the battery to 100%, then without this 4.1V limit you could charge it maybe to 105%. In other words the battery is always charged to 100% of its rated capacity and we consider it to be charged to less than 100% just because it is not charged to its full potential which is done to increase battery longevity and prevent its rapid premature degradation.
The bottom buffer in Outlander PHEV Is set to 26-30% SoH, however, it can be discharged down to 13% when driving without any fuel in the tank which is still a safe limit for the battery except that it may have more wear at those levels and may reduce longevity of the battery if used frequently at those levels.
The BMU underestimates battery SoH which has a negative affect on lower buffer limit determination and has nothing to do with how much battery cells can be charged to. They are always charged to 4.1V and the charger balances each time you charge using AC charger. You lose the extra EV range because the car stops discharging the battery too early, because it determines where the limit is not determined by voltage, but by SoH value, e.g. 100% - SoH value *0.7 = lower buffer, so the lower the SoH value, the higher the lower limit will be which is set to be at a fixed ~30% of SoH value. So if your real SoH is 100%, then your lover limit will be at 30% SoC (100-100*0.7), but if the BMU underestimates the SoH value and reports it to be e.g. 90% while it is actually 100%, then your lower limit will be at 37% SoC (100-90*0.7).
Note also that capacity is measured in kWh, not in kW like you show in the video
Thank you dkx for your comments; and observations.
Have you used the Watchdog App on a PHEV; and have you seen the "on delivery" SOH reference for your PHEV ??
As I noted in my Watchdog related videos; my first record of my 2018's SOH was 4 months after purchase; and it was 36.7Ah; so a 38Ah estimate seemed a reasonable straight line reverse estimate to my likely 'take in home' day figure.
And, in the 6 years of ownership of my Outlander, that SOH has decreased, as measured by the Watchdog. I have images of all of the Battery Cards generated by my Watchdog.
Plus, I have the Mitsubishi Service Shop Records of both of my Smoothing Procedures; none of which show an SOH anywhere near 40Ah; after the procedure was done correctly.
I agree that I loosely referred to the Drive Battery as 12kw, considering the wide range of my audience and agree it is more properly referred to as 12kwh, as seen in the brochure excerpt "The battery that supplies the electricity for the motors is a high-capacity 12kWh lithium-ion battery pack developed specifically for the plug-in hybrid electric system. The battery pack consists of 80 cells configured in a series, with a total voltage measuring 300V and a total storage capacity of 12kWh."
As an invested customer, I have attempted to be as open as possible with my otherwise private information to help others; about this very complex topic.
@@cache4patI had the PHEV Watchdog app before I got the car and I use it to register all car data for every drive. I bough 2nd hand Outlander PHEV and never had a new battery.
40 Ah is a physical battery size and you will never see this number as SoH, because the battery degrades as soon as it leaves the manufacturing plant. Your car if it is a MY2018 model should not have any limits in BMU, because the 38 Ah artificial limit was removed since ~2017.
In general the battery is a wear component and degradation is an expected result. The battery degrades even when it is not used, so not sure why you would expect to see 40 Ah anywhere. There are no such procedures which could restore battery capacity except if you would replace your old battery with a new one. The procedure such as the DBCAM is only correcting the wrong BMU estimate of the battery, but it cannot restore battery degradation. Unfortunately, there are too many people today who believe in fairy tales and expect that after purchasing a car with degraded battery they can simply perform same reset seen in UA-cam and restore it to 100% original state.
kW and kWh are 2 completely different units. Its like you would write that the distance in between 2 cities is 100 km/h instead of writing that it is 100 km.
I do not have anything against your video except that there was a lot of incorrect information which I think people should know about.
@@dkostasx Thank you again for sharing your story & comments.
I am looking forward to the comments of others, to compare notes & learn more.
@@dkostasx Again, thank you for your contributions. It took me a while to get back to tweaking the Description to reflect some of your points. Unfortunately tweaking the images is something that UA-cam doesn't allow.