Most people solve this by instructing the car to delay charging until it would finish AFTER they leave for the day. The Bolt has a specific "Hill top charge" threshold that does what you'd like, but it's not on the Volt.
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Both have been answered already in the thread
Gen1 screen maxes out at 60mi (50mi for 2011s, IIRC).
But the number on the screen is irrelevant as you won't get that number when you actually hit the bottom and start using energy instead of generating it.
So, I took a trip out west and descended the Coquihalla with a full battery - for science.
I immediately regretted it when there was construction partway down the steepest descent (!) and regen cut to 1/5, but I believe I have data which supports the mythical battery-full-regen mode.
You'll see the computer allowed an absolute max of 86.6666% SOC, starting this mode about 85.88%.
The computer unhooked the two motors and brought MGA to zero. MGB continued a little mild regen until SOC hit 86.66% and then it flipped MGB into positive flow and spun up MGA into negative flow at a higher level (about 11-13kW difference).
-11kW was what I saw on the DIC while driving.
Once SOC dropped below 86% and net result of energy draw was positive (i.e. I was using a small amount of energy to drive as I had resumed driving @ 120 - thanks to air resistance slowing me that was not present @ 60)
So there you have it. Through the scientific method, I would say this does not disprove my hypothesis. Seems to show exactly what was described - one motor is running opposite to the other, and the net difference in energy pulled from the system would be the sum of the inefficiency of the process (i.e. heat expelled through the radiator)
Edit: looks like forum resized my attachment, but I think the visual is pretty clear as to what's happening. Yellow is MGA, blue is MGB and grey is net power. Dark blue is SOC and dotted red is max SOC mark (86.6666%). Green is vehicle speed.
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