Charging Best Practices

This is what it shows in the 2023 manual I believe.. basically 10%~80% daily, if you're going to park for long periods of time then 30%~50% and avoid direct sunlight at high outside temperatures.

 

I find this bit fascinating, it seems to indicate the buffer sizes are modified based on conditions:

When charging multiple times in succession using DC, e.g. during a longer trip, the charging capacity is temporarily reduced as needed to protect the high-voltage battery.​

But I have a hard time with this statement. If it were true, why wouldn't MINI give us a way to stop the charging at a specified percentage?

If possible, keep the charge level between 10 % and 80 %.​

 

Well, looks like they went back on their old advice from the 2021 manual (screenshots below). The 2023 manual aligns with other EVs and battery expert suggestions (e.g. battery university).

Would be great if they gave us a definable charge limit then?

 

That’s how Teslas work, AFAIK.

 

We don't have TOU electricity rates, we will schedule the SE to finish charging around 9am, alleviating some of that 100% sitting during the day before driving. Otherwise we charge to 100% every morning. If we know the vehicle will sit for a day or two we will keep it unplugged at a reasonable SOC just in case of emergencies.


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But in all honesty, 100% daily should be fine for well over 2,000 cycles, or 240,000 miles. The smaller battery of the Volt has proven reliable at well over 2,000 cycle, with some pushing 4,000 cycles. Sure, the buffers may be slightly larger on the Volt, yet, I would argue the high acceleration and regen deceleration currents abused those smaller packs, with a curb weight 700 lbs over the SE.

Frequent DC fast charging will stress the SE, I don't think there's any question there. But the remaining care techniques are available for those looking at 15 - 20 years longevity.

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That's an interesting change that @SameGuy and @Matt007b point out in the '23 manual. Like @polyphonic said, if this is the official recommendation, their app should certainly provide the ability to stop charging at a certain percentage charge state.

 

Again, it sure seems like a CYA situation. There doesn’t appear to be any rhyme or reason for the three different manuals for three different — consecutive — model years.

 

Or you can beat the crap out of the battery with extreme temps & lots of DCFCs & see if it degrades enough juuuuust before 8 years/100k, & get yourself a warrantied battery.

 

I’m charging it every time I get home because:

A) We have 4 kids, only one of which drives, so I need to know I’ve got as much range as possible to keep options open for shuttling to activities.

B) If I’m going to degrade the battery, I want to do it during the warranty period, and if it makes it to the end still with 70%, I’m cool with that. Also hoping that there will be some aftermarket battery options at that point, if I keep the car.

C) I don’t have the energy to baby the battery. Call me lazy, but I’m just going to charge and enjoy.


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I, too, plan to charge and enjoy, and show the dealer my 2022 user manual if there is ever a dispute over my battery health under warranty. "Where does this manual say I was only supposed to charge to 80% most of the time?"

 

Maybe MINI and CATL quietly changed the battery chemistry to save money. Cobalt has become increasingly expensive over the past few years.

Charge to your desired SoC!

 

in my experience Of doing multiple back to back fast chargers that statement is badly worded.
It is not the capacity that is reduced, it is the speed. Ie it charges at 33kw not 50kW. So it’s capacity to charge at 50kW is reduced. I have found no evidence of battery capacity being temporarily rescued, either based on temperature display or miles covered on a charge.

 

As I sold my. I3 7 1/2 old that battery was never close to thinking about replacement under warranty and following I 3 forum I believe only handful people have them replaced by BMW but mostly 1 or 2 cells of 8 not whole battery I 3 battery was 60 ampH and SE 94 ampH and I agree beat the crap out of it you still can’t degrade a battery to have replacement before 8 years .As I’m driving 4000 miles a year with SE / I 3 BMW prediction was a car will be drivable at least 16 years good range of drivability and if I keep SE for next 16 years I will be 88 years old and still can drive a car to corner deli for gallon of milk or 6 packs !

 

If anybody think you can have a HV battery replacement in 8 years is not going to happen bc BMW put all technology in it buffers 10 % up or down if they will be not so confident about a product and they have to replace those batteries they bankrupt company not happens in 8 years with BMW I 3 just drive a SE to a limit whatever range you get. My SE is doing 130-140 miles with 4000 miles every day.

 

10% up or down is a buffer on SE as on i3 your 100% charge is fake .

 

I do almost all of my charging at home with a standard Level I charger. My usage patterns allow this and physical access to my Level II charger is often challenging. Given that excess heat degrades batteries, I have suspected that Level I charging generates less heat than Level II charging and therefore is easier on the HV battery, but I have not come across any studies to confirm this hypothesis. I have also wondered if the HV battery might benefit from an occasional faster charge. I drive a Kona and charge it up to 100% each time immediately after use with no concern regarding overheating. I am typically just using the top 40% of the battery pack. Any insights regarding constant Level I charging would be appreciated.

 

I don't know how it affects your battery life but it definitely is less efficient than charging at 240. I have both at home and use the 120 charger most of the time because I'm taking advantage of solar pv. I don't get credit for any excess energy I'm producing so I make sure my se is set to charge from 11am-4 pm when I'm home. However, I have occasionally needed to charge quicker and compared kwh used at 120 volts and at 240 volts. It seemed to take about an extra 30% at 120! 64%-100% at 120 volts took 17 kwh and at 240 volts, only 12 kwh. If I was paying for electricity I'd be charging at 240.

 

This video from the Ioniq Guy talks about the losses with 120v compared to 240v charging his Ioniq5. He used Car Scanner and an OBDII adapter to measure power going into the battery during the different charging scenarios. I didn't catch how far he drives a month, but he says he figures he was wasting $18.54 a month when he was using 120v. He figured the loss was 31.5%, which pretty much agrees with the results @Giosan saw.