Installing Pro Power Onboard 9.6kW Inverter - OEM

[mr2urbo004]

Actually the 240v inverter part # is NL3Z-14G649-C which is alot cheaper and doesn't need a core return.
https://www.varsityfordparts.com/oem-parts/ford-hybrid-voltage-converter-nl3z14g649c $876.30

you can see the diagram here. https://parts.nplincoln.com/p/119659594/NL3Z-14G649-C.html

Sponsored

 

[123XYZ]

Actually the 240v inverter part # is NL3Z-14G649-C which is alot cheaper and doesn't need a core return.
https://www.varsityfordparts.com/oem-parts/ford-hybrid-voltage-converter-nl3z14g649c $876.30

you can see the diagram here. https://parts.nplincoln.com/p/119659594/NL3Z-14G649-C.html

I'd have to check back on what I saved earlier, but I think that's the inverter/voltage converter I was thinking about ordering. Where can I find a detailed step-by-step procedure for getting the computer to accept a new VIN? And wouldn't that mess up the Ford Pass app,which seems to identify vehicles by VIN?

I'd love to do this, but I'd be a lot more comfortable if I could see the connections (with the truck bed removed) in both a Lighting without the 7.2kW inverter and one with it before I do anything like buying the inverter and receptacle, removing my truck bed and then discovering that I need a different high voltage DC (or 120/240V DC) wiring harness that Ford will not sell me.

I think that's very unlikely, but my wife would proba Ly literally kill me, so I'd like to be careful.

Where in Cali do you live? Wanna come by and give me moral support... and defend me from my wife?

 

[123XYZ]

Are you going to try it? Modifying the computer should be no issue as you take another truck vin with that option and adding it to your.

I'd really love to try it, but I need to know where to find detailed instructions on what I'd need to do to get the truck to believe it's equipped with the 9.6kW version of Pro Power On Board. I'm willing to buy the parts, remove my bed, and see if I can figure out how to connect the parts, but I need to know how to trick the truck into believing it should have 9.6 kW Pro Power. Otherwise, I don't know if it will work with no problems, throw so many error codes the truck won't start, or just quietly not work.

 

[ZSC100]

I'd really love to try it, but I need to know where to find detailed instructions on what I'd need to do to get the truck to believe it's equipped with the 9.6kW version of Pro Power On Board. I'm willing to buy the parts, remove my bed, and see if I can figure out how to connect the parts, but I need to know how to trick the truck into believing it should have 9.6 kW Pro Power. Otherwise, I don't know if it will work with no problems, throw so many error codes the truck won't start, or just quietly not work.

There are more than enough people here willing to help (and even in emergency mode) with FORScan if needed. But, I think for this mod that is the least of concern. There isn't really any software to speak of for this mod as I gather. The inverters are kind of stand alone. The APIM does report usage real time, but I think that is just a one way reporting. The inverters don't show up as modules so they don't have configs or anything like that. In my OP you can see my APIM already thinks I have the inverters and my truck's single inverter still works fine. I think if you install the parts it will just work right away.

 

[123XYZ]

There are more than enough people here willing to help (and even in emergency mode) with FORScan if needed. But, I think for this mod that is the least of concern. There isn't really any software to speak of for this mod as I gather. The inverters are kind of stand alone. The APIM does report usage real time, but I think that is just a one way reporting. The inverters don't show up as modules so they don't have configs or anything like that. In my OP you can see my APIM already thinks I have the inverters and my truck's single inverter still works fine. I think if you install the parts it will just work right away.

Actually, the photo you posted contributed a bit to my concern. Your truck is reporting the load (incorrectly) on the 2.4 kW 120V inverter and each of the two legs of the 7.2kW split-phase 240V inverter. That tells me that the truck's computers are supposed toonitor these inverters and their output.

Your truck is inaccurately reporting the load on the 2.4kW inverter you actually have as being load on the "A" leg of the 7.2kW inverter you don't have, but it's supposed to be getting load data from the 120V inverter and each leg of the 240V inverter. If it gets that data stream from a module it thinks doesn't exist, what will it do with the information? And if it detects a load on the battery, but isn't getting the data it should be getting about the load on the 7.2kW inverter it doesn't know exists, will it treat the battery load as indicating a short or other malfunction?

I'm not an electrical engineer and I haven't a clue how the truck is programmed to use these data streams as evidence of malfunctions, but it seems like getting data indicating more than 2.4 kW of load on inverters when it isn't provided with the information that it has a second inverter might be detected as a hazardous situation. Similarly, if the load on the battery from the inverters is something like 500W from the 2.4kW inverter and 4kW on the 7.2 kW inverter will the truck measure the power leaving the battery into the lines supplying the inverters as 4.5kW and the load on the only inverter it knows exists as 500W and treat the missing 4kW as evidence of a short or other malfunction?

I'm not saying any of these problems would happen, just that I don't know that they wouldn't.

The last time I programmed anything on a car, I was using a USB to OBDII adapter and a laptop I'd downgraded to Windows XP to change some fairly simple settings on a 2006 BMW 330i and I remember making the changes and getting them saved properly was a bit of a pain.

 

[ZSC100]

I am 99% sure that any kind of control/checks/measurement, etc is all done in the inverter and simply reported by broadcasting CAN frames on the BUS. How CAN works is that anything on the BUS can look at those frames and report or act. In our case it's simply the APIM which is largely a passive module (except for when the user pushes buttons) looking at frames and showing the information to the user. The only control over the inverters is a request to turn on or off. When you say: " truck measure the power leaving the battery " That is DC current and has nothing to do with the AC wattage that is being reported from the inverters. The truck's BECM has nothing to do with the inverters (again, I'm 99% sure).

 

[123XYZ]

I am 99% sure that any kind of control/checks/measurement, etc is all done in the inverter and simply reported by broadcasting CAN frames on the BUS. How CAN works is that anything on the BUS can look at those frames and report or act. In our case it's simply the APIM which is largely a passive module (except for when the user pushes buttons) looking at frames and showing the information to the user. The only control over the inverters is a request to turn on or off. When you say: " truck measure the power leaving the battery " That is DC current and has nothing to do with the AC wattage that is being reported from the inverters. The truck's BECM has nothing to do with the inverters (again, I'm 99% sure).

Hey, I just found a Munro video that seems to show the cooling line connections for the Pro Power voltage converters/inverters. It's at about 12:28 in this video on the cooling system:

I've read about the guy who bought the truck that was supposed to include the 7.2kW second inverter, but came without it and him being told that there were only two parts needed, the inverter and the receptacle panel in the bed. It makes sense from the electrical point of view that the connectors might already be there, but I don't see how the coolant lines shown in the video could possibly be there. It would probably be possible to jerry-rig something, but I imagine each of those pre-shaped insulated rubber lines and each connector has its own part number. I was getting really close to ordering these parts, taking my bed off and making the electrical connections, but the coolant lines are making me nervous again. Here's a still from the video probably showing the 7.2 kW inverter.

I was able to find one line that attached to the front (2.4kW) voltage converter. It's Part Number: NL3Z8D012A. But I can't begin to guess which of the hoses in the diagram for rear coolant lines in a single charger truck might connect to the rear voltage converter. There seem to be a lot more hoses in the video still than in the parts diagram.

https://parts.lakelandford.com/a/Fo...ide/_52014_10833657/Hoses--lines/MH22054.html

 

[mr2urbo004]

Hey, I just found a Munro video that seems to show the cooling line connections for the Pro Power voltage converters/inverters. It's at about 12:28 in this video on the cooling system:

I've read about the guy who bought the truck that was supposed to include the 7.2kW second inverter, but came without it and him being told that there were only two parts needed, the inverter and the receptacle panel in the bed. It makes sense from the electrical point of view that the connectors might already be there, but I don't see how the coolant lines shown in the video could possibly be there. It would probably be possible to jerry-rig something, but I imagine each of those pre-shaped insulated rubber lines and each connector has its own part number. I was getting really close to ordering these parts, taking my bed off and making the electrical connections, but the coolant lines are making me nervous again. Here's a still from the video probably showing the 7.2 kW inverter.

It should be and out from the 2.4k and a T for. Both in and out for both inverter. That way it both get cool the same time.

 

[123XYZ]

It should be and out from the 2.4k and a T for. Both in and out for both inverter. That way it both get cool the same time.

I agree that's what should be involved, but I'm not finding part numbers that go with all those lines. I'd probably get a better sense of how the lines could be Jerry-rigged if I took the bed off, but I can't do that until our other car gets back from the shop or my wife will kill me.

Side rant: Our Tesla has been in a body shop for minor front bumper damage for close to four months waiting for parts. It's an older Model S and parts are likely less problematic with a newer 3 or Y, but I cannot recommend buying a Tesla.

 

[mr2urbo004]

I agree that's what should be involved, but I'm not finding part numbers that go with all those lines. I'd probably get a better sense of how the lines could be Jerry-rigged if I took the bed off, but I can't do that until our other car gets back from the shop or my wife will kill me.

Side rant: Our Tesla has been in a body shop for minor front bumper damage for close to four months waiting for parts. It's an older Model S and parts are likely less problematic with a newer 3 or Y, but I cannot recommend buying a Tesla.

Lol I got rid of my 2022 Model 3 when I got the lightning.

 

[123XYZ]

Lol I got rid of my 2022 Model 3 when I got the lightning.

Wise move.

 

[mr2urbo004]

Wise move.

Only the tech is good.

 

[mr2urbo004]

So no one else want to add the 9.6kw pro power to their truck?

 

[invertedspear]

So no one else want to add the 9.6kw pro power to their truck?

I imagine most the people that do/did did so when they ordered their truck. There's not a ton of second owners out there yet that may be buying used or even first owners off the lot buying trucks without the features they want already included.

 

[mr2urbo004]

I imagine most the people that do/did did so when they ordered their truck. There's not a ton of second owners out there yet that may be buying used or even first owners off the lot buying trucks without the features they want already included.

Just hoping some people like me got screwed from the dealer not changing the order and really needed it.

Sponsored