For the purposes of this thread, I am going with the commonly held belief Honda has built in a 20% buffer on the bottom end and a 5% buffer on the top end based on HV max cell voltage (MXV) data offered through SGll. Debatable..sure. Mo’ data needed...sure. My goal remains to help find answers for the excessive high rev/power loss folks. Using SGll data, Kiwi4 data and Hondalink...my thoughts on the State of Charge (SoC) issue are based on observations over a two month period...and offered up for discussion. It is based primarily on the performance of the Clarity I drive but also includes the data I have off another Clarity a friend drives...her data used primarily as a qualifier against my data. The SoC gauge on the instrumentation panel has 20 bars. I theorize each bar has a value of 5. 15 bars are displayed...that equates to a ~75% SoC. 8 bars displayed equals ~40%. During my observations, I compared to Hondalink SoC numbers. Amazingly, the numbers correspond very well to this measure. If Hondalink is showing 27% SoC...6 bars are displayed. At ~25% SoC shown on Hondalink...5 bars are displayed. SGll reflects similar correlation...as it should since the source of the data is the same…(ie) instrumentation data. Nothing new or surprising I guess but supplied for context. When EV range goes to 0 there typically remains 2 bars on the SoC dash gauge. Correspondingly, Hondalink is displaying ~ 10% and SGll is showing ~10% It is possible these last two bars represent the remaining ~10% SoC which translates to usable electrons...potentially...as programmed into the Clarity. Emergency back-up electrons? I have allowed the Clarity to go to SoC ~10% multiple times for testing and have noticed the Clarity seems to throw as much energy back into the traction battery to maintain SoC at ~10% as it possibly can. To my naked eye...it seems to throw energy back to the battery more often when at two bars than say...at 4 bars. Can't quantify...but working on it. If the above theory is correct...that may translate to the Clarity as engineered to maintain SoC at ~10% at almost any cost in order to operate as designed or as “normal”. If this is proven true...then those two remaining bars have a meaning. Perhaps this translates to 4500 to 5500 RPM’s for whatever reason on some vehicles or “angry bees” as the noise is called. If it is engineered that way...that begs the question: To the Clarity owners who suffer from unexplained, excessive high revs...two bars, four bars whatever...data is needed to assess at what RPM's this occurred and whether SoC as represented on the dash gauge is ~10% or less. Example...If 2 bars...what does Hondalink show as SoC? OBDll? Possible display error if SoC actually less the 5%? In my case...SGll SoC data has never dropped below 8.64% and 2 bars always remained. Hondalink never breached 8%. These minimum numbers stayed true regardless of speed/terrain etc. As for power loss...one explanation may be the SoC is 0 or certainly less than 5 in order for this to occur. It is entirely possible the SoC is significantly lower than 10% which causes absolute max energy to flow to the battery as the Clarity is programmed to do...hence mph reduction...rather then supply power to drive a 4000lb vehicle One unknown for me is if the SoC via dash gauge reflects 1 or 0 bars during these events. If in fact the dash gauge reflects 2 bars...then can't rule out display error...or software/hardware translation issues at this point. Computer/hardware malfunction(s) are just as possible and “providing” the Clarity with erroneous data even if the SoC is ~10. The Clarity may "think" it needs to send max power to battery when in fact it doesn't. Until more folks can provide data...I think it is a coin flip whether this unusual high revs/power loss is battery health related or a software/hardware issue. If it turns out to be proven it is not the SoC/battery health...that won’t bode well for many others if it is a software/hardware thing. Mo’ data needed to help figure it out. Food for thought.