You would be wasting your time. There is no issue, but your lack of understand that EPA estimates aren't achieved in real world driving on any vehicle made.
I guess my problem is this: My last car -- a gas 2013 Fusion -- had an EPA of 25 city, 37 highway. From day one I got 29.8 MPG. When filled, the range was 505 miles. These numbers stayed consisten for 9.5 years, 88,000 miles. Never changed, no matter the temperature or any other condition: 29.8 MPG. Whereas my Lightning started out with a range of 319, dropped after 1000 miles to 310 and then stayed consistant until 3,500 miles But in the last 750 miles, the range has dropped each time I charge it. It's now down to 255 miles. Sucks.
Very helpful information. Much appreciate your taking the time.You didn't actually ask a question to be clear. But if I can infer what you intend, "going on the record" won't do much. Your battery has a certain initial useable capacity. The BMS will track how much actual capacity you have in kWh. As long as you have above 70% through the end of your battery warranty, Ford isn't required to do anything.
I can answer your charging issue though. By default, the Lightning will charge to 100% on L2 and 90% on DC. There are two ways to change this:
1) Before each charge session, you can set the one time charge limit to your desired charge level. This only applies to your next charging session (and it might reset if you drive, not sure on that...). You can also do this through the FordPass app, though generally I think you only get the option to "Charge to 100%" and only after you have plugged in.
2) For L2 charging, you can set up a "Preferred Charging Location". You do this in the infotainment or in the FordPass app. One of the preferences for the charge location is the charge limit at that location. Looks like this in the app.
You have a lack of understanding of what your car got for MPG. In the dead of winter, with winter gas, your MPG dropped. The overall average over time may have been 29.8, but you didn't get that in the winter. People are pretty clueless about this in general.
Got it. Thanks. As for setting a departure time, I can do that when I'm at our camp in Maine (because we installed the Charge Station Pro there; I really love the speed -- and the convenience -- of the CSP.) But when I'm in Boston, I'm in a garage that is a 10 minute walk from my home, and has shared chargers (which are actiaved via an app on my phone.) I'll have to test that out (to see if I can plug the car into the shared charger at night and set a departure time. I'll play around with that.
Someone has been siphoning electrons out of your battery. You need to buy a locking charger port.
L1 (120v) charging does not affect the GOM, it does not matter where or how the power comes in.I am also having weird range GOM problems. I have an extended range Lariat. When I picked the truck up in August it had a range of about 316 miles. But since then the predicted range when fully charge has been dropping. It was around 270 miles for a while but it has been dropping a lot. This morning it is predicted to have a range of 235 miles when fully charged!
However, when I keep track and do my own calculations I almost always get around 2.3+ miles per kWh.
I realized the temperatures are dropping here in central NY, but this has been happening even when the weather was still quite warm.
I would like to actually test out the full range, but unfortunately I don't yet have a proper charger at my house so I try not to run the truck all the way down. I wonder if constant trickle charging confuses the GOM.
Welcome to the world of EVs. Despite their many advantages..one of the disadvantages is the issues they have with hot and particularly cold weather. Its a known issue....
Part of the problem is that the GOM is a point in time. Say you wake up and take a look at the FordPass app when the truck is sitting on the driveway and it's 30 degrees. Well, don't drive it, and later in the day when it's 70 degrees, open FordPass (and update it), or go to the truck and look. Chances are your range has gone up.
However, 270 was not my driving. As I said when I track my state-of-charge drop and mileage I always calculate around 2.3+ miles per kWh. That should be over 300 miles of range. The trip meter I have had going since I have owned the truck also says 2.3 miles per kWh.
Well, again this was going on well before the temperature really dropped and I do drive conservatively. With all my driving in August I was averaging 2.3-2.4 miles per kWh. My predicted range was always 270 or less.
