[Space_Cadet]

So, there's a hybrid display mode that lets me watch the battery output and input in kW. I have been successfully driving with a light foot in order to keep the engine from switching on all the way up to 75+ mph, but I'm curious as to approximately whereabouts I can expect the computer to switch it on, based on kW output.

Anybody know or have a guess at the battery's (lets say near fully charged) maximum output in kW before the engine kicks on? I am sure this is dependent on tons of factors, like accelerator input, speed, temperature, etc, but has anyone tracked or got a guess at (using a feather light foot on the accelerator) when the computer decides to start the engine?

Second question: How many kW can the capacitors handle when braking, before the ablative brakes/pads engage? Anybody tracked maximum input? Obviously when you've gotta stop, you've gotta stop, but I have a light foot on the brakes as well, I'd like to know just how light it should be to recapture the maximum amount of energy.

 

[Space_Cadet]

Battery logs show maximum available power levels.

Discharge/Charge Power Available:
   HV Battery Charge Power 2sec: 97257 W
   HV Battery Charge Power 10sec: 95040 W
   HV Battery Charge Power 30sec: 83961 W
   HV Battery Discharge Power 2sec: 97374 W
   HV Battery Discharge Power 10sec: 95073 W
   HV Battery Discharge Power 30sec: 91794 W

I avoid driving 75MPH in electric mode. Discharging the entire capacity in 10 min can't be good for the battery health.

That's a good point. Maybe a heavier foot is called for when I know the trip is going to be freeway and farther than 30 miles. Thanks! I'll adjust!
Seems I have unfairly maligned the aggressive Adaptive Cruise Control in my other post!

 

[Space_Cadet]

Im not so sure. Cruising on the highway takes less power than starting off from a dead stop. The only real problem with a faster discharge is the internal resistance of the cells producing heat. But the Pacifica has a capable thermal management system to control that. In most conditions I bet that’s not even really needed.

I depleted the battery after about 30 minute of almost pure highway (maybe 7-8 minutes of that was local street driving) driving at 75. I note that the sustained output is lower than pulse loads I put on it starting and stopping in town driving, but the overall discharge for that trip would be 2C (bad)... if I were discharging 100% of the battery. I see from elsewhere in the forum that the battery starts out about 90% charged and is allowed to discharge to about 25% ish. Meaning my drive discharged the battery at an average rate of 1.3C, and it would have been higher if I had started and stopped on the freeway. So the freeway section averaged the discharge above 1C (which is bad for lesser Li batteries, and probably not great for my PacHy's too.)

The point is probably moot, as I'm sure there's a lot of discharge and thermal management designed to account for driving habits. However, for freeway trips over 30 miles, I realize there's no good reason to try to deplete the battery first/right away. I'm going to be using the gas engine eventually, and I'm almost sure to use up all my battery range throughout the trip.