Taxman's Lightning Chronology

[TaxmanHog]

Thank you for taking the time to look into it!

1.0 MPK would be a “deal breaker for me”. I may have to rent a similar size RV and test it as you say. I was hoping for 1.5mpk minimum.


miles 1129 With overnight stop in florence sc as per abrp

28h22m total with 8h22m charging @ 1mpk
25h.41m total with 6h36m charging @ 1.5mpk
22h35m total with 4h27m charging @2mpk
21h44m total with 3h34m charging @2.4mpk(epa)

To get 1.5 MPK you will need to slow down quite a bit, like route-1 speeds instead of I-95, how aero the trailer is would be crucial.

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[TaxmanHog]

Energy efficiency and truck log 2 statistics for the first quarter of 2023.

The truck indicates miles per kilowatt hour of based on net stored energy and distances traveled, while my spreadsheet takes into account the overhead energy to charge the truck including AC to DC conversion losses and the energy used to precondition the truck in the cold winter mornings, cabin and battery comfort. A warm battery goes longer distances, though I have learned that the majority of my local trips don't need battery conditioning, just make sure the cabin is warm for Marie!!

The operational cost as compared to the old F250 PSD came to $865.51 saved for a distance of 4881 miles traveled, these past 3 months, ie. the old truck would have needed $1,481 in fuel, while the Lightning used 3.271 megawatts at a cost of $616.

The charging was a mix of DC fast charging more cost and time efficient, vs home charging which cost about twice as much as DCFC {Massachusetts energy and regulation market has its advantages} Time spent wait for DCFC was 13 hours, most session were 30 to 45 minutes, we're finding useful diversions (restaurants and walk and shopping activities to dual purpose time spent). Home charging occurs early in the morning to optimize battery warming in conjunction with energy storage, while I sleep.

Log's and counters reset to measure the spring & early summer performance, where climate and exterior conditioning energy will be a smaller burden. Of course now that warm weather as on the doorstep, I'll be on the bike a lot more and Marie will be driving her car more.

As I'm about to reach the 10k service point, the truck has run flawlessly the past 7 months.

Next report at the end of June 2023

The 1.5 MPK includes gross energy at the Emporia Vue2 meter and as indicated on DCFC charging logs.

I think that Ford needs to harmonize the MPK values, 1.7 is more realistic than the 1.8 shown on this screen as compared to drivers screen.

95% SOC is an optimistic 303 miles or 212 real miles at 1.7 MPK
I have it charged high for a weekend road trip to NJ early Sunday morning I will bump it to 100% and precondition before departing.

Tone & style of narrative in this report is for my NON-EV savvy friends and family watching my newbie journey with the F150 Lightning via a FB posting......

 

[TaxmanHog]

2nd quarter 2023 stat's with a grand total of 11783 miles.

DCFC sessions are totaled on the red lines monthly.

 

[TaxmanHog]

3rd quarter stat's with a grand total of 12881 miles, resetting drivers log for fall & early winter performance.

No DCFC in September, the red lines are where I log this data.

 

[TaxmanHog]

Happy New Year folks, today is the last travel & charge day for the Lightning in 2023, Sunday I will be riding the Harley & Kawasaki to close out their fuel logs, and the wife will drive her car and get a final 2023 top off Sunday afternoon.

4th quarter statistics with a grand total of 14573 miles on the truck, I reset the drivers log for late winter performance. 1690.9 miles driven this quarter, energy consumption was higher due to extra remote start and pre-conditioning tests. 1.7 MPK net energy from the traction battery.

No DCFC in October, the red lines are where I log this data, I also summarize the monthly miles, MPK and dollars per mile traveled.

Grand annual values along the bottom blue row, the "saved" values are dropping due to the lowering of diesel prices in my region. 10,116 miles, 6475.7 KWH of energy, $1,392.60 for total DCFC & Homecharging, average cost 21.5 cents a KWH, 1.6 MPK (gross energy cost), 13.8 cents per mile traveled.

 

[Piquette]

“In God we trust. All others must bring data.” - W. Edwards Deming

Thank you for publishing your meticulous record keeping. It brings clarity to the discussion of EVs.

 

[Jim Lewis]

W. Edwards Deming - Wikipedia

 

[TaxmanHog]

Today, I did a little road trip of 218 miles, during the day when outside temps were warmer ~37°
I kept the cabin at 70°, drove mostly highway at 65-70 MPH and reached the destination with a 2.0 MPK average and SOC ranged from 100% to 54%

On the way home, the Ford Navigation suggested that I stop in Waterford CT to take on some juice, I did some mental math along the way and decided that I could make it with a reserve range of 18 miles initially, so I continued without making that stop.

I reduced the cabin heat to 60°, seat on 1, wheel warmer on and still comfortable with outside temps running around 32° to 28° by the time I got home.

I also slowed the pace initially 65 MPh but then slowed it down to 55 MPH the last 30 miles to make sure that I could complete the trip without needing a charge, I had options available just in case.

Got home with 7% left with a value of apx 12 miles range. Conservation allowed me to maintain the 2.0 MPK burn rate.

About this time last year I made the same trip, but had a few extra miles on the route and also had two extra passengers along for the ride, and it was much colder last year, I stopped at Waterford and took on extra juice to make sure the round trip was a success.

 

[TaxmanHog]

Home charging session to get back to my normal 85%, note the optimistic DTE of 254, remember that this value jumps substantially when you hit the 80% SOC level, the 243 miles added matches closely with last night remaining range of 12 miles adds up to 255 miles.

If I charged all the way to 100% SOC 113.4 KWH would be needed [95.1 / .78 * .93]

Calculated MPK efficiency 218 / 113.4 = 1.92 miles per KWH, this is assuming no HVAC impact or reduced battery capacity due to outside environment, this value is close to the instrument panel value of 2.0 MPK, overly optimistic considering actual operating conditions.

Connected Charge Station app for my (FCSP) indicated 103.398 KWH was sent to the truck, the cost for this charge came to $32.67, if I had continued back to 100% the projected values would be 123.282 KWH costing $38.95

The Emporia energy monitor is the gross energy sent to the truck from 2:00 to 7:45 am, 5.75 hours to restore 104 KWH and 78% SOC, considering the same calculations above, going to 100% would have required ~124 KWH the pace / rate of charging was 17.98KWH at 240 volts and 80 amp setting, actual throughput was 74.92 amps.

Total cost would be 124 x 0.3159 = $39.17, pretty close to the FCSP calculation.
Per mile cost would be $39.17 / 218 = 17.97 cents per mile
Real world MPK efficiency 218 / 124 = 1.76 miles per KWH

My old Powerstroke F250 would have cost me $57.25 or 26.26 cents a mile, or 46% more.

 

[davehu]

Thanks for these detailed reports. very helpful in understanding real world range.

31 cents per KWH. Ouch! we're paying 11 cents. lucky me. (gasoline is $2.79)

 

[The Weatherman]

It is amazing to see the variations in residential KWh costs around the country.

I’m with @davehu at .11 per KWh. I saw somewhere else on the forum someone from Missouri was charged .03 at home. Some folks in California are like .40+ per.

 

[TaxmanHog]

This mornings test succeeded in proving that a FULL [100%] charged battery won't pre-warm even when using the departure time function.

Conditions of this test, yesterday I topped up the battery for my end of week statistics to 85%, gathered my charging log data and profiled a departure time of 6:35.

The process kicked off at 5:49 am running until 6:50.

I did get an alert that the truck was ready to go at 6:35 am, but I let it continue to run until the run-past timer expired at 6:50 am.

The total energy used for that 61 minute period was 10.5 KWH, when it started the process only ~9 KW was flowing for the initial warm-up, after 10 minutes the process kicked into high gear, with peak energy flow of ~18KW for about 19-20 minutes.

The Fordpass Connected Charge Station log confirm the approx energy used was ~10.5 KWH at a local cost of $3.33 to make the battery ready and at optimum state of condition for a long trip.

We've suspected the battery charger would take in the extra 9KW of energy and boost the battery, yet the SOC only rose from 85% to 86%, where did the extra energy go??? Note the Fordpass charge session monitor did NOT record any battery charging . The snapshot below is before I went out to start and drive the truck, it actually displayed 86% still when we arrived at the grocery store at 7am {didn't shoot a photo}

Remember this process is most valuable for long trips not cross town runs for coffee. This energy enhances the distance potential of my truck by about 18 miles [10.5 x 1.7 mean MPK] or on a longer road trip like Saturday ~21 miles [10.5 x 2.0 MPK]

My next road trip coming later this week, will be prepared with a 95% pre-charge, then I'll set my departure prep time and coordinate the charge to 100% around that time, an extra 5% will require 37 minutes, so I'll start that about half way into the battery warming phase to hit peak preparation and 100% SOC by roll time.

Next report coming Thursday morning & evening!!!!!

 

[biers]

I recently got an Bluetooth OBD2 and car Scanner. I wasn’t looking closely enough but set for a departure time and did the “Charge to 100%”. I checked a half hour before I left (pre conditioning seems to start 15-20 min before departure) and the battery was at 100%. I forget exactly where it said the capacity was at but I checked again as it was pre conditioning. It pulled up to 9.5 kW to preheat but only took 1-2kW from the charger (40A). When I left for my trip the truck was toast but the total available kWh was almost 5 fewer. That’s 10 miles for a highway trip. I was disappointed but haven’t tried it again to confirm.

 

[TaxmanHog]

I recently got an Bluetooth OBD2 and car Scanner. I wasn’t looking closely enough but set for a departure time and did the “Charge to 100%”. I checked a half hour before I left (pre conditioning seems to start 15-20 min before departure) and the battery was at 100%. I forget exactly where it said the capacity was at but I checked again as it was pre conditioning. It pulled up to 9.5 kW to preheat but only took 1-2kW from the charger (40A). When I left for my trip the truck was toast but the total available kWh was almost 5 fewer. That’s 10 miles for a highway trip. I was disappointed but haven’t tried it again to confirm.

Repeat that experiment, but pre-charge to 95%, and make sure that the charging time window hours to hours will accomodate the time it takes to run the departure time battery prep phase, you will see more energy consumption if it's a cold day.

 

[Jim Lewis]

This mornings test succeeding in proving that a FULL [100%] charged battery won't pre-warm even when using the departure time function.

We're kinda beyond needing prewarming in San Antonio, TX. Temperatures are in the high 80s and not much rain in sight. According to our local newspaper, we historically don't get these sorts of temperatures until mid-May and the headline of the article was something like "San Antonio To Skip Spring This Year?" High temperatures are 15 to 20 degrees above historical averages for this time of year.

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