Does this reduction in power seem legit?

[Maquis]

Hmmmm, I would think we should be advised by the MoCo about such a change of strategy

If history is any indication, don’t bet on it!

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[TaxmanHog]

If history is any indication, don’t bet on it!

We're heading into the ice box the rest of this week, planning a new experiment to stress test this.

 

[GarageMahal]

After 8+ hours outside in below 0F weather I was at 72 power and 85 SOC. I started the day preconditioned at 100 power and 90 SOC.

 

[TheWoo]

Was home around 8:30pm last night and left the truck unplugged as a test. -8°F for a low last night, just 3° when leaving the house at noon. I remote started for about 10 minutes before leaving.

Was actually pleased to only see power reduced to 69%.

This was after about 5 minutes of driving: 3.2° and 6.8° across the pack.

 

[Maquis]

Was home around 8:30pm last night and left the truck unplugged as a test. -8°F for a low last night, just 3° when leaving the house at noon. I remote started for about 10 minutes before leaving.

Was actually pleased to only see power reduced to 69%.

This was after about 5 minutes of driving: 3.2° and 6.8° across the pack.

Really interesting that with that cold of a battery, the heater wasn’t on.

 

[TaxmanHog]

Was home around 8:30pm last night and left the truck unplugged as a test. -8°F for a low last night, just 3° when leaving the house at noon. I remote started for about 10 minutes before leaving.

Was actually pleased to only see power reduced to 69%.

This was after about 5 minutes of driving: 3.2° and 6.8° across the pack.

If you have the time and inclination, I'd love to see this data while you're using Ford Nav pointed to a destination that is a DCFC station and about 20 or less miles to arrival, what the temp is just before, then as you arrive at the DCFC station, temps & coolant heater amps

 

[TheWoo]

If you have the time and inclination, I'd love to see this data while you're using Ford Nav pointed to a destination that is a DCFC station and about 20 or less miles to arrival, what the temp is just before, then as you arrive at the DCFC station, temps & coolant heater amps

It's supposed to be a little warmer tomorrow, but I may be traveling and will try to do that. I got my OBD reader just to learn what was going on. So much fun stuff to check out.

Really interesting that with that cold of a battery, the heater wasn’t on.

I assume that the battery doesn't draw charge to actively warm - just relies on the residual motor heat and discharging to slowly warm the battery. I'd obviously expect it to get to work if I had a DCFC in the nav and it was time to precondition. I'll try to grab some more data over the next couple of weeks while it stays cold here in the middle of the country.

 

[ZSC100]

It's minor, but I don't remember this happening last year (had truck for 18 mo).

Battery at 47%, temp 53° (SoCal), departure time set for 9a to have nice and warm cabin. Truck is an ER.

Yet I have a max output reduction to 94%.

I don't remember seeing it derate until much lower in the battery range.

Is this legit? Some weird new software?

Yea, don't worry about this. I've been driving mind for the first time in negative temps in Oklahoma and I'm seeing that FMC actually over estimated the power limit versus what the battery can deliver at super cold temps. I've had my truck sitting overnight, not plugged in, not preconditioned in negative temps with low 10-20% SoC and when I try to go the truck is power limiting down in the teens but I'm not even able to get that much out. This has happened b/c my wife and I share a charger and have a fast charger close to the house so we haven't really had any issues til now. I noticed yesterday on my way to the fast charger that my truck was limited to 14% power, and I had it floored and it was only giving me around 9%. So, from an engineering standpoint to me that means that FMC estimated I would only be able to get 14%, but really I could only get around 10% (the blue bar was bouncing 9-11% as I would drive. After a bit of driving the battery warmed up and it went up, but it was doing this for a good few miles and I was only able to go about 35mph until the battery warmed up. I reached the charger with 1% SoC.

 

[F150ROD]

Not legit at that Temp. But reduction in Power to 50% has happened to some of us here at 90% and then just fixed itself. I usually see the drop from 100% to 90% available power with roughly mid to low 30’s remaining SOC.

https://www.f150lightningforum.com/...ttery-at-26k-miles-reduced-power-level.15221/

That was my thread but there are others, we probably need to start consolidating these it’s an issue that Ford has failed to address.

I’ve taken mine to the dealer twice for this issue and they have found nothing, so it’s likely a software issue.

 

[jimfigler]

I've noticed mine does that as soon as i drop below 50% regardless of outside temp

 

[Jim Lewis]

CNN has a good review of the effect of cold weather on EVs. They say that beyond the drop in battery power, heating the cabin can be an even bigger range hit than a cold battery, particularly if one is taking many short trips in a day where the cabin cools down at each stop. CNN claims a heat pump doesn't work well below 14 deg F but mentions it as otherwise a big plus in supplying winter heat. The review also covers battery preheating while on the way to a DC fast charger. The article ought to be required reading for all prospective EV buyers. Perhaps the article was occasioned by the publicized problems EV drivers are having in our current deep freeze...

Why EVs don’t go as far in the freezing cold | CNN Business

 

[Yellow Buddy]

Adding to this. I’m in the middle of a 1200 mile road trip and I’ve had severe power reduction through all of it.

1) Charged up to 90% the night before and bumped up to 100% 2 hours before departure.

2) Checked drive modes, no active trailer, reduction persists in Normal, Sport and Towing

3) Outdoor temperatures rose from the initial 12F to 37F indicated here, similar and colder temps were seen last year with no such reductions.

4) This picture was taken AFTER running from 100% to 10%, then DCFC up to 80% (176kW peak) before running it back down to 52%. Battery should’ve been normal by then, for reference of the heat up, the tire pressures increased from 45psi cold to 53psi and I had to pull over to decrease them.

5) DCFC delivered 100kWh from 10-80% which to 143kW excluding losses. Seems in line with the packs capacity.

6) Actual distance travelled was consistently 120-125miles for 50% of charge at 1.8- 1.9mi/kWh which calculates to 126-139kWh. Seems normal.

The condition persisted the entire 10 hours I drove. It went through another DCFC (160kW peak) before I stopped for the night and charged overnight via AC back up to 70% and it’s still at 56%

7) This one I’m likely imagining it. But I think I notice some hesitation. It will be smooth and then surge as if I have no restriction from time to time. It’s very subtle in the pedal.

Really wish I brought the OBD for this trip…

 

[Pioneer74]

That's not normal. That motor percentage looks like the number most people have when they have a bad battery cell. Do you have a wrench icon or other faults active?

 

[Yellow Buddy]

That's not normal. That motor percentage looks like the number most people have when they have a bad battery cell. Do you have a wrench icon or other faults active?

No other active faults. I was confirmed for a module replacement, dealer said it was safe to drive until it comes in…would suck to find out it wasn’t 1000 miles from home.

 

[TaxmanHog]

No other active faults. I was confirmed for a module replacement, dealer said it was safe to drive until it comes in…would suck to find out it wasn’t 1000 miles from home.

Is power still going to the front motor, or is this a uniform reduction of power to both motors?

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