Am I charging to the maximum capacity of the battery and using the buffer?

[MADequipment]

So I charged to 100% on my 2024 Lariat which reportedly has a usable capacity of 131kWh and supposedly 143 kWh of actual physical capacity. Did the software get glitchy and charge the entire capacity of the battery? My Chargepoint EVSE correlates with the Ford’s readings.

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[jamelski]

Yes 2024 now charge to 143 kw and got a heat pump

 

[MADequipment]

Yes 2024 now charge to 143 kw and got a heat pump

Is that documented somewhere??

 

[jamelski]

No, I’m totally kidding. Nothing has changed whatever your app is showing is incorrect information going from the EVse to the app or vice verse

 

[MADequipment]

104 kWh delivered per the Chargepoint EVSE. So I’m led to believe that the Ford app is accurate.

The question is why was the Lightning reading 32% state of charge but then allowed the truck to add 111 kWh of capacity?

This suggests that the entire battery is somehow 163 kWh instead of 143?

 

[Grease Lightning]

104 kWh delivered per the Chargepoint EVSE. So I’m led to believe that the Ford app is accurate.

The question is why was the Lightning reading 32% state of charge but then allowed the truck to add 111 kWh of capacity?

This suggests that the entire battery is somehow 163 kWh instead of 143?

There seems to be a select few of us that are having a software bug where the bms is not able to properly detect or display the true SOC. Mine is currently showing around 5-8 kWh off of true dSOC. This weekend I am doing the deep cycle bms calibration to see if that helps since I normally don’t go low in the pack thanks to @MickeyAO hard work.

As more and more people are posting about this happening, I suspect we will be hearing more from @Ford Motor Company about another csp….

 

[MADequipment]

There seems to be a select few of us that are having a software bug where the bms is not able to properly detect or display the true SOC. Mine is currently showing around 5-8 kWh off of true dSOC. This weekend I am doing the deep cycle bms calibration to see if that helps since I normally don’t go low in the pack thanks to @MickeyAO hard work.

As more and more people are posting about this happening, I suspect we will be hearing more from @Ford Motor Company about another csp….

When you say deep calibration, you mean go from 100 down to 0?

 

[TaxmanHog]

Did the software get glitchy

YES, I'm not trusting the latest V of FP when it comes to energy statistics.

Others have observed similar, but 20 KWH of overhead is not accurate for the 68% increase in SOC

 

[Grease Lightning]

Yeah. Tesla’s calibration is into the 10% range so I am targeting that too, but will be using car scanner to monitor try kWH and get to 5-10% to 100% in a single charge so it knows the top and bottom voltage of the back better.

Hope that is all that it needs.

 

[Firn]

Also understand that reserve and buffer are not necissarily the same construct as capacity.

The lightning battery is nominally 143kwh, but that is at a set voltage per cell (say 4.15v) and a set discharge voltage (say 2.5v). If for the specific use case of the battery Ford decided to trim those numbers to 4.10v and 2.7v then the USABLE capacity will be less than the nominal capacity.

This is NOT a buffer.

Ultimately Ford may limit the max voltage or min voltage for a variety of reasons. It could be warranty. It could be fire risk. It could be Cooling capacity. And it could be because it's sold in Texas and 4.15v in a Texas summer would damage the battery.

I just offer this as caution as the capacity of the battery is whatever Ford decided to set their voltage limits at, not the sticker on the outside. That is also not the same as a buffer

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