PSA: Extended Range Battery can NOT be added / retrofit installed after purchase (confirmed by Slate)

[sodamo]

That's on Oahu. @sodamo lives on the Big Island. No superchargers there. #geography

True, couldn’t find a link to any.
and to be honest, except for a Costco run I don’t envision use of any commercial charger. i usually have plenty ”Free” power at home, except a few days in winter.

 

[sodamo]

Really good stuff. People reading should be aware that wiring solar panels in series makes the voltage additive while doing it in parallel makes the current (amperage) additive. The higher the current, the thicker the cables need to be to handle the heat. Typically, LFP power stations like more voltage to generate more charging power (watts) rather than more current. It is a known problem amongst overlanders that trying to charge power stations off a vehicle alternator without some form of voltage step up converter is a recipe for frustration. Just way too slow.

I could easily see having a solar generator trailer (less than 1000 pounds) to drag around behind a Slate. Park it in the sun, deploy the PV panels, and plug it into the Slate charging port. I might even put AT tires and a RTT on it and take it camping.

with roof mounted panels, I could see crafting a mount for the battery/electronics on underside of the SUV/van top. My dogs aren’t that tall.

 

[Blackspots76]

I've been driving a 16kWh battery car with an EPA rated range of 65 miles per charge for a decade now. 8 years after it was built (5 years into my used vehicle ownership experience,) the original pack began to fade in capacity. Since I was the 2nd owner - and traction battery warranties are typically transferable - I was able to procure a replacement pack for free. I assume this replacement pack will last as least as long as the original, probably longer. If so, I'll still be able to drive that car to it's fullest range potential in 2028, 16 years after it left the factory.

Some perspective on battery size . . .

No matter how large the battery, there will always be someone who will tell you that what you have or want isn't large enough. If that person has structured their lifestyle around 350 mile daily work commutes (someone actually told me they do that on an online forum once,) tell them "OK, thanks" and move on.

If you're moving from a fossil fueler, spend some time evaluating you daily driving needs. Account for special circumstances, such as occassional scheduled longer distance trips, and work that into your calculations. If those longer trips are whoppers (500 mile journey, preferrably a non-stop run, but only once a year) then consider renting a vehicle for that single annual occassion and don't factor that in. I think it was determined many years ago that the average US auto owner drives about or less than 40 miles daily. When I self-surveyed myself, I found I drive far less than that.

If your daily driving needs are matching projected range-per-charge figures of the EV you're considering, then, yes, get one with a bigger battery. Account for the fact that it's not healthy for the battery to be cycled from near empty to full every single time. This is especially true with the nickel manganese cobalt (NMC) cells Slate will be using. These batteries last longest if cycled from about 20% to 80% capacity consistently.

So, the 150 mile battery in the entry trim Slate really should be consistently good for 90 mile driving sessions (multiple 5 to 10 mile trips to and from the local grocery store) before recharging. Likewise, the 240 mile pack is realistically (again, if you are concerned with the longest possible service life) a 144 mile pack. Of course you can push these limits by moving beyond the 20% to 80% cycling rule every now and then. But you (or, more specifically, the battery) will eventually suffer from capacity faded if you do this all the time.

I'm going to opt for the large (240 mile) pack on my Slate, even though I'll be making 5 to 10 miles drives most days. But several times a year, I now need to make a single day 60 mile round trip. In the i-MiEV, that means a charge to 100% before leaving home and relying on public charging for the return leg. With the entry level Slate (150 mile pack,) my 60 mile round trip is well within healthy limits of 90 miles on a single 20 to 80% charge.

With the 150 mile Slate pack, I can also technically make a 120 mile one way (overnight stay) journey that would have been tedious and impractical with the i-MiEV. More desirable, though, would be to have the ability to do that within the 20 to 80% (144 mile) charging window of the Slate's larger 240 mile pack. This is especially true if I soon find myself wanting to do this more than a few times a year.

I drive about 2.2 miles to work, and 2.2 miles to home. I go to Wal-Mart and or Lowes every other week (about a 5-7 mile round trip). About 2-4 times a year, I go to the Dallas/Fort Worth area, a drive that takes about two hours. There are plenty of DC fast chargers in the DFW, in my town, they're only available at the Dodge/Kia/Hyundai/GM/Chevy dealers (two are 180kW, two are 50kW, and one is 25kW)