beatle
Well-known member
- Joined
- Jun 1, 2021
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- Location
- Springfield, VA
- Vehicles
- Model S, Ridgeline, Miata, motorcycle(s)
If it's anything like Tesla (I know, another Tesla comparison) then the truck keeps a record of how many kwh have been added via DCFC vs. L1/L2. It would be relatively simple to program in some logic to choose a lower charging curve once you have added a certain number of kwh via DCFC, or have the DCFC kwh used as the basis for a variable that determines your charging curve so the cut isn't so abrupt. I doubt Ford will do either though.Are you saying that if I charge the way Fords recommends that they will see it and allow my Lightning better charging rates? How can they do that on a individual basis?
I'd wager that those towing longer distances will "abuse" their battery more. They'll have to if they want to make it to their destination. Where Ford draws the line is anyone's guess though.That's exactly what they did with the Mach-E, and I expect they'll be doing with the F-150. The question is - are Mach-E owners different from F-150L owners, and will F-150L owners "abuse" their vehicles more?
By "abuse" I mean do things that discourage, vs. encourage, battery longevity. Ford has made it clear that they take steps to ensure that at 8 years / 10,000 miles the vehicles have a minimum of 70% of original capacity.
If you watch the video, Darren Palmer hits on some of what they're watching.
FWIW at 80k miles, approximately 10% of my Model S's energy has come from a DCFC. I don't plan on towing with the Lightning, but it does have higher range than my S, so I expect even less of my charging to be DCFC.
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