Electric cars, hybrids, Tesla, Volkswagen, Skoda, car, heatingThe first part of the test of the new Nissan Leaf 40 kWh battery evaluated the exterior and interior of the vehicle, including the controls and the driver's workplace.The second was about drivetrain, assistance systems, pricing and equipment.The third part will discuss practical travel, charging and ranges.I thoroughly tested the range, charging and practical travel in the new Nissan Leaf 40 kWh, lent by the Brno-based Nissan car dealer, JPNCars s.r.o.On the territory of Moravia, Silesia, Slovakia and Poland.I had a whole week to do it, including the Easter holidays.DON'T MISS The second generation of the Nissan Leaf electric car is heading to 16 new marketsThe weather itself took care of a proper stress test.There was a shortage of sunshine, but there was plenty of snow with rain and rain with low temperatures.The test terrain was varied.Sunken precincts, villages, towns, expressways and highways.I rode in lowland plains and river valleys as well as mountains.Long-distance routes as well as daily riding at home and at work, or weekend trips to relatives.Long-distance routes were classically from the rental location in Brno to Ostrava and back a week later.On the D1 to Vyškov, on the expressway through Olomouc to Lipník nad Bečvou and then on the D1 again.But it was not the longest route, the Ostrava - Košice route became a real burden.And a few days later the journey back to Ostrava.There we tried expressways, highways, passing through towns, villages, an intermediate city, crossing the Beskydy Mountains, crossing Fatra, across the High Tatras and then from north to south from Prešov to Košice, to the Hungarian border.At the same time, this route became a test of the Greenway Slovakia fast charging racks, I used their network in the CHAdeMO 44 kW standard.After all, since 2014 there is not much to choose from in Slovakia.Similar to the Czech Republic, the big energy companies have given up on this, their racks are like saffron and slow, usually with one or two Mennekes 22 kW sockets.The new Nissan Leaf 40 kWh battery is equipped with a 6.6 kWh on-board charger that is carried in the trunk.It can thus charge with any current up to that power of 6.6 kW.And it can only take so much from those slow 22 kW charging posts.You charge a 40 kWh battery with a power of 6.6 kW for about 7 hours.The manufacturer also supplies the car with a cable with a Mennekes end so that you can do this.You had to buy it separately for the old Leaf with a weaker battery.You will then find the Mennekes connector on both 2 sides of the cable, because for Europe Nissan no longer supplies the car with the Type1-Yazaki and CHAdeMO socket configuration, but with the European standard Type2-Mennekes and CHAdeMO.It's more fun with the secondary fast charging socket of the Japanese CHAdeMO standard.Here, Nissan remained loyal to the country of origin (although it has been produced for Europe for several years in British Sutherland) and did not switch to the European CCS Combo fast charging, which is used by Volkswagen or BMW electric cars, for example.After all, there is nothing to be surprised about.The association (or more commonly referred to as the consortium) CHAdeMO, which is an acronym that translates to "have a cup of tea" and thus refers to the time required for fast charging, was founded by Asian manufacturers to similarly expand charging and support their electric vehicles, as Tesla does throughout world with Superchargers.In this way, the Japanese support electric vehicles all over the world, and in Europe they currently have an incredible 6,260 charging stations.And their number is constantly growing.However, these are far from all, only imports purely through the consortium are listed.Charging with them is not free everywhere, but at least in Western Europe, the owner of a Nissan electric car can use free charging at Nissan dealers who have racks in front of their car showrooms.Mostly the cheapest ones, single-system, only with a thick cable with a CHAdeMO end.And the French brand DBT (the Nissan-Renault alliance is reflected here as well).From my long-term experience, they are the best choice, simple and uncomplicated.The grafting of Mennekes sockets (or cables with Mennekes connectors) and CCS Combo cables usually led to their high failure rate and unpredictability.This mostly changed over time or with the transition to three-system (CHAdeMO, Combo CCS, Mennekes) charging racks of other brands, mainly ABB.It now has the most fast chargers in the Czech Republic, but in Slovakia and Poland, Efacec, Delta and Siemens are also "pushing out roses".Unfortunately, I experienced first-hand in the test today that DBT sometimes gets angry.But more on that later.You no longer need your charging cable, carried in your suitcase, for the fast charging station.She has it alone, with a CHAdeMO connector on the end.It's no small thing, both the cable and the connector, but over time the diameter of the cable has decreased and the connector is more compact, lighter and easier to handle.Both its insertion and locking in the car, and its unlocking and extraction.Earlier lever systems were able to anger not only women.But we are talking about high charging currents, a power of up to 50 kW usually means a voltage of 390V and a current of over 100A, which kill.That is why great emphasis is placed on safety.Both charging sockets are placed next to each other as standard on the front of the car in a separately opening charging compartment.Opening is from inside the car with the button at the bottom left of the steering wheel.There is also a programming button to set delayed charging.But it is more easily controlled from the car menu with the buttons on the steering wheel.After opening, the lid pops up, it must be snapped back.At the same time as it is opened, the built-in lighting inside the chapel lights up, a very pleasant little thing in the early evening and at night.The usual operation of charging the car is simple.Stop, switch off the car, open the charging compartment, open the lid of the relevant Type2-Mennekes or CHAdeMO socket and continue to follow the instructions at the charging station.It usually requires authorization with a card, then prompts to choose a fast charging cable with a connector or a slow socket, after confirmation it asks to plug it into the car and press Start.Then there is communication between the charging station and the car, usually shown gradually on the station's display.However, it depends on its type.Fast-charging DBT says and ticks off these steps with green whistles in turn – Preparing for charging, Testing the connection, Starting charging, Charging progress.Subsequently, it will show the charging time in minutes and also the initial state of the battery in percentages, which, like the time, gradually increase.Below that is the charging voltage (usually over 390 V) and the charging current, which should be over 100 A. This is the only way the charger's output is close to the nominal 50 kW and it charges really fast.As the battery gradually fills up, the charging current decreases until it is better to release the fast charger to another person and charge to 100% from a regular socket or Mennekes.It's like pouring buckets of water into a bathtub.At first you can pour them in there quickly, then you have to slow down so that they don't make waves and spill over the edge, and finally you just slowly and carefully add a little bit to the edge of the tub.Therefore, fast charging usually shuts off at 80% of battery capacity, for larger batteries around 93%.The information on the displays of different types of chargers is different, for example, ABB only shows the time since the start of charging, the number of kWh charged, the battery charge level and an estimate of the remaining charging time, but not very accurate.Or just approximate, like ">1 hour".In this test of an electric vehicle, I will commit the same thing that technically minded individuals blame me for.For God's sake, why the long description, give us a table and that's it.Mileage, percentage, temperature, remaining range, charging time, number of charged kWh, charger behavior, voltage and current.We will have fun with it.I prefer a detailed description, the table does not include anomalies and observations.I picked up a car from Brno with a 98% battery charge, a range of 247 km according to the car's on-board computer, a speedometer reading of 2854 km.The car was new, it had driven less than 3 thousand km.The display announced that by turning on the air conditioning I would lose 14 km of range.The Nissan dealer, JPNCars s.r.o., no longer wanted to put it 100% on a slow cable.That got my revenge before Ostrava.I wasn't going to forgive the car, the biggest one with me so far (Tesla passed by), the tested battery.After familiarizing myself with the car, I set off from Brno, Hviezdoslavova 17, +4°C, 10:50 a.m., e-Pedal off, mode D, moderate recuperation, on the Tuesday morning highway.Cruise control at 130 km/h.In the navigation, I set the destination Ostrava-Poruba, Studentská 1770/1.It took 10 minutes of this pace on the highway and the range fell to 225 km, the battery was 5% depleted (state 93%), the immediate consumption attacked 35 kWh/100 km, the other consumption of the system in the vehicle was around 0.4 kWh.After 15 minutes of driving, it rose to 50 kWh/100 km in the hills, the range dropped to 201 km, the battery was reduced by 14% (84%), the temperature also rose to +8 °C.When I entered Vyškov from D1 onto the expressway to Olomouc, doubts began to gnaw at me.After 33 minutes, the range dropped to 151 km, the battery was 33% low (state 65%) and I was forced to slow down to 90 km/h in the next section.When I passed the sign Olomouc Nemilany 7 km, Ostrava 102 km on the Olomouc bypass, the range was only 115 km and the battery was half full.The journey from Brno to Olomouc fully "ate" 48% according to the maximum allowed speed.At Lipník nad Bečvou, after 57 minutes of driving, I was returning to D1 again at 135 km/h on the cruise control.Battery 32%, range 70 km, temperature dropped to +6 °C.The navigation predicted another 47 minutes of driving to the destination, 77 km.So over the range.The computer averages consumption from the start of 21.1 kWh/100 km, immediate 33 kWh/100 km.Ignoring the bad forecast (an experienced electric motorist always keeps a +20 km range reserve), I drove the car on.At the turn to Odry, Exit 321, things started to get interesting.Ostrava according to the sign 41 km (destination Poruba 25 km), battery 12% and range 22 km."Recommendation for charging" appeared on the navigation and the car was already nervous.At 12:02 we had 21 km to our destination, but only 9% in the battery and the range indication disappeared, as is usual with Nissans and how it still annoys me.At the same time, the "stupid" older Peugeot Ion can calculate it up to 1% and 1 km range.Not Nissans.The charging station symbol lit up orange on the dashboard, a yellow frame with a bright white “Warning.Battery charge is low.Charge now.”I was still doing 135 km/h with the cruise control.At that moment, several SUV-type vehicles camouflaged with tarpaulins and stickers passed me, but I did not recognize the brand.For a while they offered me entertainment other than the gloom, but I still had to resign.The battery level dropped to 4%, then to 2%, and I still had 500 meters to the Klimkovice turnoff.Behind it is a long section of a long bend, the Klimkovický tunnel, a short gradual climb, a descent to the junction to Ostrava-Poruba and then Poruba itself +-4 km to the Lidl fast charger.I didn't know the car and I wasn't going to risk stopping in a tunnel, for example.With 1% in the battery, I turned off the highway and headed over the hills to Klimkovice to the slow ČEZ charger.Recuperation, sailing to neutral, inertia and other classic tricks to save electricity immediately came to mind.At 12:13 I was at the source.1% was still on, the range was 3 bars, +5 °C, according to the navigation, I only had 6 km left to the original destination, 3,002 km on the speedometer.So I drove on 97% of the battery at highway speeds in 1 person and without luggage only 148 km!That's a consumption of 26.5 kWh/100 km!In practice, simply every 1%, that's 1.5 km of range!Highway range 150 km.Equipped with a ČEZ chip from the Nissan car dealer, JPNCars s.r.o., I connected the charger with a brand new virgin cable with Mennekes terminals.Not even after 5 minutes did I open the left of the 2 Mennekes drawers.Only the right socket could tell, which cost me nerves and 12 unnecessary minutes.Holt, it's one of the first, it's already a granny charger.According to the display, the output is over 6 kW, great, i.e. the maximum of the car's on-board charger.I crawled through the car and took a picture of it in the midday sun.At 12:28 (charger read 11:28, ignoring daylight saving time changes) I had charged 1.097 kWh and moved on.With a Peugeot Ion, I can cover +-9 km, 6 km with a Nissan Leaf, it must also do the same.The instrument panel kept flashing warning signs and 4% in the battery, but I ignored it.I switched on mode B with stronger recuperation and at 12:44 p.m., with 2% of the battery, I was standing at the ABB fast charger at the Lidl in Ostrava-Třebovice.3,011 km on the speedometer, so I drove another 9 km on 2% of the battery.Good thing I didn't risk it and bet on a slow charger.I wasn't happy with the car's instrument panel, I'm not used to such a large 40 kWh battery, so I was surprised by the assumption of the computer display, fast charging up to 2:20 p.m. That is, over 1.5 hours on the fast charger.Unfortunately, the indication ">1 hour" was also on the display of the charging stand.Next to me, a colleague with an electric Citroen Berlingo from 1995 was slowly charging from the same stand with a Mennekes cable. According to the display, he had already charged 6.27 kWh for 52 minutes.I had it disproportionately faster, after 2.3 minutes I already had 1.03 kWh and 5% of the battery from the original 2%.When I returned to the car after a good Peking duck (I deserved it for the nerves), I was unpleasantly surprised.The message "Charging failure.The car has detected a problem” on the charger display did not bode well.It wasn't charging.After 28 minutes of charging, the car had only 14 kWh out of 40, i.e. 39% of the battery!I.e.an embarrassing 28 kW of the 50 kW that the charger can handle!Depressing.I began to suspect that there was something to the talk about problems with charging the new battery.Rapidgate – the impossibility of charging a heated, empty battery to full capacity – did not fully erupt until a month later.I also have a photo of her temperature, from the 8 cm long thermometer on the display, the temperature was at 5.5 cm, just before the beginning of the red part.Unfortunately, no other unit can be seen there, only this graphical information.It was interesting that Mennekes continued to work without problems, in the meantime he added another kilowatt-hour to the Citroen Berlingo.We spent a while trying to figure out what happened, but eventually they started charging the Leaf again.It drove fine, in a short time another 5% was added to 44. After 13 minutes, it was 55% and 112 km of range according to the instrument panel in the car.At the same time, the computer reported that there were 12 minutes of fast charging left to 75%, but 1.5 hours to full 100%.Here, too, the last 20% of fast battery charging takes as long as the first 80%.I did not charge further, I stopped charging.With a power of 24 kW (5.23 kWh in 13 minutes) this is a tragedy, not a fast charge.However, I still could not make a judgement, because the problem could also be in the charging stand, the ambient temperature still showed +5°C.This was followed by driving around the city, where the car behaved much more economically.After 16 km of driving, 7% of the battery was consumed, i.e. more than 2 km per 1%, theoretical range of 200 km.I returned to the same fast charger Lidl Ostrava-Třebovice with 48% battery and 106 km range, odometer 3,027 km.The charger showed ">1 hours" again, but I was testing, so I held on.After 15 minutes, 6.38 kWh charged to 65%, so the charging power is again a measly 25.52 kW from 50. Dec.I stopped charging myself at 81%, only 12.35 kWh added in 29 minutes.Range 181 km.So it's not really for long trips with short breaks for fast charging.It reminded me of the Mercedes Benz B electric, where fast charging was missing, but it was able to take 11 kW with the on-board charger.I drove almost empty from Ostrava to Olomouc at highway speed like this, and there the car had to stop at a red five-pin stop for 4 hours.But this is a Nissan Leaf.It has a fast charger, but it's lazy.Although the temperature outside dropped to +3 °C and the car reported with a flake the risk of icing on the road, even after 3 hours of leaving the highway, the battery temperature did not change.I drove another 92 km in and around the city by evening, the battery dropped to 35% and the range was 97 km.In other words, urban driving brought us closer to the theoretical range of 277 km.I therefore tried another fast charger, also an ABB type, but ČEZ Teplárna Vítkovice.The temperature outside is the same, the temperature of the battery has dropped only slightly, the message of the stand charging time ">1 hour" again.I stopped charging myself at 75%, range 198 km, 13.96 kWh was charged in 21 minutes, i.e. 39.88 kW out of 50. Much better than after driving off the highway, but we still didn't exceed at least 40 kW.And that charging started at a third of the battery.Unsatisfactorily.For training reasons, I went to check out the ČEZ Orchard Hornopolní fast charger.After 4 km of slow driving (yes, they really are so illogically close to each other in the middle of the city and CEZ has another one 23 km away in Frýdek-Místek) only 3 km of range was left, but surprisingly 2% of the battery, so again 1% = 1.5 km driving.At the same time, according to the car's computer, consumption dropped to 14 kWh/100 km.Strange.In 3 minutes, 1.34 kWh was charged to 77% of the battery and 204 km of range.So the output at ¾ battery is 26.8 kW, illogically the same as with a completely empty battery on the Lidl fast charger.However, I soon discovered the same reading for both charges, still the same high battery temperature.So I went back to Lidl.Drove 7 km, used 4% battery, range dropped by exactly 7 km, I was driving 80 km/h on the expressway.With 73% I started fast charging.The temperature of the battery dropped only imperceptibly, graphically by literally a few millimeters.After 2:23 min.supplied the stand 1.03 kWh at 76% battery, range 203 km.Power of less than 26 kW.I started to believe the talk about problems with charging a warm battery.I took the car home to a +14 °C garage and discovered that it is really brutally wide and long.I let it charge overnight with a slow 230V 10A cable.At 8 in the morning, the car reported 100% and 268 km range.The battery temperature was at about 40% of the display graphics.I set off with 3,136 km on the speedometer to +2 °C outside and lost 2% of the battery and 7 km of range immediately after driving 5 km.Of course, I had the heater set to +18 °C since leaving, and had the heated seats and steering wheel turned on.If I turned off the heating, the range would jump by +11 km according to the computer.The outside temperature continued to drop to 0 °C and I drove around the city.After driving 22 km and consuming 10% of the battery, with a range of 233+10 km after turning off the heating, I put the car in the slow socket of the VŠB-TU Ostrava charger.There I met my Peugeot Ion, loaned to the school for research for the duration of the test.I picked it up after lunch again with 100% battery and a range of 258 km + 11 km after turning off the heating.After driving 21 urban km, the car consumed 8% of the battery.After another 12 km, 6%.It was enough to enter the city expressway at 80 km/h and the consumption immediately increased rapidly.From 2.62km/1% to 2km/1% battery.Other consumption tests showed similar values.It's time to go to Košice.The plan was simple, drive full and charge only once in Ružomberok.In Košice, somewhere during the stay on a fast or slow charger.With 100% battery, 2 people with 2 bags, we set off in the morning at 3:30 p.m.We have also checked the offered driving modes.With ordinary D, the car offered 267 km, with D Eco already 282 km.But that would limit us in performance, speed and heating.We had 3,203 km on the speedometer, it was +13 °C outside.At 20% battery, the car traveled 42.7 km at around 90 km/h (reported range 204 km), at 30% 64.1 km (range 177 km).We drove to Košice, which according to the indicator had 58 km to go.At 50% battery, we had covered 113 km, 1:40 h of driving and the promised range of 135 km, a very nice value (theoretical range, when trying to drive at the maximum allowed by the regulations, 270 km).At Žilina, the traffic situation has changed again, the completion of the highway in the direction of Poland and the Czech Republic confused us a little, and we got stuck.We had an unplanned tour of the beautiful flyover over one of the dams of the Váž Cascade, an important source of clean electricity in Slovakia.And they also drove along it to the next exit, where it was only possible to return.After 178 km of driving and 2.5 hours of driving, there was only 17% left in the battery and 45 km of range.The temperature dropped to +10°C and we were approaching the drop-off point from Ružomberok, where the Greenway fast charger awaited us.2 we passed unnoticed in Žilina, there was no need to linger.The range information had already disappeared, the distance traveled was 205 km and 7% of the battery was lit up with the well-known threatening sign "Warning.Battery charge is low.Charge now.” After 3 hours of driving, with 6% remaining in the battery, 208 km driven, we wanted to charge.With a beautiful consumption of 2.21 km / 1% battery, an average speed of 69.3 km/h.But mistakes and bridges.The DBT charging station stubbornly reported “Warning.The selected charging connector has been made unavailable.Unknown error.Please contact the network operator.”I didn't let myself be discouraged for a while, as a member of the test team I put the chargers into operation myself, both single and three-system.The attempt with the Mennekes cable turned out OK, but we really didn't want to spend the night in Ružomberok with a power of 6.6 kW.I finally gave up on CHAdeMO and called the hotline.My friend and I quickly found common ground on the phone, I introduced myself, shared my difficulties and experiences, and we began to disassemble the rack.Figuratively, of course.Remote supervision didn't help, we tried a remote restart, also to no avail.Finally, it came to "disassembly", I released the bayonet cover of the station's emergency shutdown and "dropped" it hard.Then I turned the red button so it would pop back to the On position and waited for all the startup checks and tests to run.I did not know at all, after the experience of charging the new Nissan Leaf 40 kWh battery on ABB racks, whether the problem was in the car or in the rack.The second time, the hard reset was successful and after half an hour of service games, the car started to fast charge.I was not pleased with this intermezzo and I followed my wife to the bistro of the adjacent gas station for something good and warm.Fooling around in +9°C with fragile hands and light rain behind my collar is not my cup of tea.After the initial 1 minute of charging, the quick charger display showed a nice 9% battery (ie +3%), charging voltage 350V and current 107A, i.e. a power of 37.45 kW.Nothing world-shattering, but DBT stations have a maximum of 44 kW, not 50 like ABB.And I didn't get over 26 kW on them.After 29 minutes it was charged to 58%, charging voltage 379V and current 107A, i.e. 40.55 kW power.Beauty.After 48 minutes at 85%, charging voltage 396V and current dropped to 62A, i.e. 24.55kW output.I had that much on ABB with an almost empty battery.After 55 minutes at 92%, the charging voltage was 401V and the current dropped to 53A, i.e. the output is still a nice 21.25 kW.We didn't want to wait any longer and ended the charging manually myself, otherwise it would probably go up to +-96%, like during my previous visits to fast chargersGreenway with an older Leaf with a weaker battery.Charged from 6 to 92% in 56, 34.7 kWh added to the battery, range 226 km.It's 7:50 p.m., a big blow to our travel schedule.Furthermore, we count on a short quick charge "just in case" in Poprad and then only Prešov and the destination Košice.It is followed by an almost continuous highway, which, however, continues uphill from Liptovský Mikuláš.We enter between the High and Low Tatras.So the consumption is big.+5 °C, wet highway and rain and snow solve the speed for us.We oscillate with the cruise control between 110-115 km/h.After driving 54 km, we have 57% battery (35% loss) and a range of 121 km.After 68 km we have 50% battery (42% loss) and a range of 106 km.After 78 km we have 46% battery (46% loss) and a range of 104 km.We'll go down to Poprad, we'll slow down a bit at local four-lane crossings, but eventually we'll reach the fast charger.Although we can always see the back of the shopping center, where the entrance to the underground garages and the fast charger are, we hang around in the one-way streets and ramps between the guardrails.An unfortunate person with a BMW i3 charges there at 20:45, a family with children in the car, returns to Bratislava and is almost empty.According to the on-board computer, it will charge until at least 10:30 p.m. We chat briefly and continue in the direction of Prešov, where he advises us of a fast charger at OC Tesco and a shortcut, ignoring a difficult detour due to excavations in the area.At 22:05 we stop at her place.After 161 km, we still have a respectable 16% battery and a range of 48 km (consumption 2.12 km per 1% battery), but the weather is nasty, +8 °C, raining and we are not sure about the roads between Prešov and Košice, they are being repaired and build new ones.We have already driven a few times along the way through fields and non-existent bridges over tracks, valleys and rivers according to the navigation.The marking of detours, narrowings and other delicacies in Slovakia is also similar to ours, so not much.And even at night in the rain, when you can't see a step.The destination in Košice is exactly at the border of our range.Although there are other slow and fast chargers in both cities, we really want to drive, eat and go to sleep.At the beginning of charging, the display of the fast charger showed 16% of the battery, charging voltage 344 V and current 79 A, ​​i.e. a paltry 27.18 kW output.The temperature of the battery started showing again, but I didn't take a picture of it in that state.We had already been on the road for 6.5 hours.After 11 minutes it was charged to 25%, the charging voltage was 353 V and the current was 77 A, i.e. the output was the same 27.18 kW.After 17 minutes we had 34%, same performance.I ended the charging manually myself, in 17 minutes we charged the 8.4 kWh battery from 16 to 34% and set off for the destination.We had already covered 369 km and it was 10:30 p.m. After 35 km between the two eastern Slovak cities, with a range of 43 km and 16% in the battery (consumption 1.94 km per 1%, again driving on the highway) we were on site, traveled 404 km, 11:15 p.m., the entire anabasis lasted 7 and ¾ hours.We spent 2 and ¼ hours charging, including the unplanned repair of the fast charger, a detour to Poprad and a small performance in Prešov.Maps.cz showed 4.5 hours and 380 km from the house to the destination in Košice, but it was really an ideal time under ideal conditions.We drove 404 km and it took us 5.5 hours without charging.The second morning quick charging in the center of Košice, in the underground parking lot of shops, proved to be interesting, where we arrived with 12% of the battery.The first attempt failed, voltage 396V but current 0A. After 0.3kWh delivered, the DBT charging rack shut down by itself and reported "End of charge due to charge error." And a long paragraph below that.After problems in Ružomberok and low power in Prešov, we contacted the hotline again and reported everything, this time the fast charging started OK.After 2 minutes, 2% of the battery has increased to 14%, the charging voltage is 356 V and the current is 107 A, i.e. the output is 38 kW.We took our time and went on a tour of the city on Easter Saturday, food was served, churches and churches were crowded with beautifully dressed people with baskets full of food.The priests did not stop.We arrived at the car after 2 hours and shock – car at 16%, charging finished!Apparently the error occurred shortly after we left.Since we had no connection to the car via mobile phone, we did not know about her.I sent my wife and relatives home and went for a quick recharge.Neither the car nor the stand dared to resist under my angry supervision, so after 2 minutes it was 18%, charging voltage 364 V and current 107 A, power 38.95 kW.I walked around the three-story mall and occasionally went down to check on my car.After 33 minutes it was 72%, charging voltage 391V and current 74A, power dropped to 28.93kW.After 50 minutes it was 90%, charging voltage 404 V and current 48 A, power dropped to 19.39 kW.But it was still a good number for an almost full battery.After 66 minutes it was already 96%, charging voltage 403V and current 17A, power dropped to a low 6.85kW.Now it would be possible to charge with the Mennekes cable and leave the charge up to 100% on the car's on-board charger with a power of 6.6 kW.Stojan solved it for me like a fox himself, turned off and showed the well-known error "End of charge due to charge error.", with the offer "Return to start.".I left confused.On our return to Ostrava, we left Košice at 2:40 p.m., battery at 94%, range 245 km, battery temperature graphically 60%, outside temperature +5 °C, light rain, tire pressure 2.5 bar, all 4 wheels, mileage 3,615 km.After driving 18 km, 10% of the battery was depleted and the range dropped to 208 km.After driving 42 km, the battery reported 68% and a range of 155 km.We moved quickly from 110 km/h below, the weather was really not favorable.After driving 66 km, the battery reported 50% and the range 103 km.We still had 24 km left to Poprad, when we had covered 91 km, 33% in the battery and a range of 69 km.We constantly warmed up the seats and the steering wheel, the temperature outside dropped to +3 °C, an ice warning was added, including the bridges, there was a strong wind, sometimes a headwind.The average consumption rose from 17 to 21 kWh/100 km and the instantaneous often oscillated around 30 or more.After driving 109 km, the average was already 23 kWh/100 km, the temperature further dropped to +2°C, it was snowing with rain, the battery showed 14% and the range was only 27 km.At 110 km/h with cruise control, I had to hold the steering wheel tightly, the gusts got stronger.On the other hand, we became almost the fastest on the highway, few internal combustion cars allowed themselves to go even the prescribed 130. The Leaf, an electric car with a low center of gravity, had an advantage.We arrived at the fast charger in Poprad at 4:09 p.m., after driving 117 km, with the remaining 13% in the battery, a range of 31 km and an average consumption of 22.4 kWh/100 km.And we immediately got in line nicely.Next to us, a beautiful gray new Nissan Leaf was charging 40 kWh batteries from Žilina.It had 46 minutes on the fast charger, charged to 78%, charging voltage 389V and current 74A, i.e. still a nice 28.8 kW charging power.The driver arrived in 10 minutes, it was a freshly bought company car and he was so called to drive it.Satisfaction, it was fast charging for the first time, so I didn't get the hang of it.That isI understand.🙂..🙂Thank you🙂You're welcome.You're welcome.You're welcome.You're welcome.