So even if I have preferred charge times set it will draw enough to stay warm in my non preferred times?
Thanks for this post! …great to know. Best real world gestimate of the power draw of the cabin heat/Climate system I’ve seen to date:This mornings energy consumption of 2.686 kWh while pre-conditioning from 8:45 to 9:00, (note the cloud server is still on EDT, real current EST was 7:45 to 8:00), I had the MAX Heat switch on as of last shutdown
Note the 18.867 kWh is the final load of charging from last nights cold weather endurance run, I mention in another thread, that was 77% to 90%, it actually finished around 12:35 am early this morning, but the truck does not report to the mothership until the CCS-1 / J-1772 connection is removed.
I'm also curious about this...this wasn't answered.
Is what they are talking about regarding leaving it plugged in, even considered full preconditioning like when you schedule a departure time or is it a lower level “maintenance” heat that Just maintains a certain healthy temp?
Preconditioning when left plugged in. The battery can precondition itself but that uses some if the battery's charge.
This leads me to a another tangential question…
Thanks for this post! …great to know. Best real world gestimate of the power draw of the cabin heat/Climate system I’ve seen to date:
~179.067 W/min. or ~10.744 kWh ; or, ~8.2% of the usable ER battery if I have my math/logic correct
10744 watts / 240 volts ~ 45 amps mean draw during that 15 minute period.
So 48a charging is what it needs to precondition without using any battery?
If all the EVSE's are all occupied for the same concern, I would do a pre-conditioning while stand-alone, then pray that one of the stations will be vacant prior to my departure by an hour or two so I can restore what I burnt earlier, failing that just begin the drive and target a charging event down the road to recover what was lost, hopefully a station will be available once you have reached the optimal SOC for a full charge.
I don't know for certain, many variables could affect the time/duration as several of our veteran Mach-E owners have pointed out. I suppose I could do iterative test cycles, by manually derating the FCSP lesser amperages and see how that affects duration and net impact on the truck battery.
Its never OK to stay plugged in to a public charger if you don't need the charge to make it to your next destination - ever.
So does that mean that plugging in with the Ford Mobile Charger will not precondition?
I like the consistent temp charging at 32 amps, but this may not be as efficient as the other option. I'm guessing most people don't need that much charge on a nightly basis. When I was driving into the office and had a Model 3 - I only needed a couple of hours charging each night at 32 amps. For a 7 AM departure I'd start charging at 5 - it would warm the battery and charge, then at 6:50 I'd heat the cabin/turn on the seats.
For this discussion I’m thinking less about the “ceiling ” temp prior to driving and more about the “floor” temp that could be detrimental long term to the battery? If plugged in but not charging (because not in charging window) what does being plugged in do? I.e. If it’s -10 out at 9 PM and my charge window doesn’t start til 10 PM what is being plugged in doing?
