HV battery range seems very low after AC charging

[Grumpy2]

Here's a screenshot from CarScanner. It's a typical stop from 70 km/h to zero in two pedal drive where the brake coach says 100% energy returned.

Interesting plot, was that in "normal" drive?
Also, is it reporting 1.02 kW returned to the battery for that slow down from 70 . That begs the question how much energy was used to speed up at that same rate to 70?

Another post from mountain climbing in Washington State looked like about 60% of the energy was recovered coming down the mountain, but there are too many variable to draw a definite conclusion.

Sponsored

 

[potato]

Interesting plot, was that in "normal" drive?
Also, is it reporting 1.02 kW returned to the battery for that slow down from 70 . That begs the question how much energy was used to speed up at that same rate to 70?

Another post from mountain climbing in Washington State looked like about 60% of the energy was recovered coming down the mountain, but there are too many variable to draw a definite conclusion.

Yes, "Normal" mode. I've never even tried Sport and have only used off road a few times in sticky spots. The 1.02 kW is the "current" value; after stopping, the heater, accessories etc. are drawing 1 kW from the battery. You can see the regen from 45-65 kW earlier in the graph.

I went up the McBride Peak road here recently, slow speed, off road mode for half of it. 1100 m elevation gain (~3600 ft in freedom units). Used 11% going up, gained 5% back coming down. So less than 60% from those rough numbers. But it's pretty significant. Again, 2PD all the time.

 

[Zprime29]

Yes, "Normal" mode. I've never even tried Sport and have only used off road a few times in sticky spots. The 1.02 kW is the "current" value; after stopping, the heater, accessories etc. are drawing 1 kW from the battery. You can see the regen from 45-65 kW earlier in the graph.

I went up the McBride Peak road here recently, slow speed, off road mode for half of it. 1100 m elevation gain (~3600 ft in freedom units). Used 11% going up, gained 5% back coming down. So less than 60% from those rough numbers. But it's pretty significant. Again, 2PD all the time.

That's pretty close to what I got from my mountain trek's here. Around a 5500ft climb, I seem to recall using 30% to go up and 8% coming back down. However I did a big loop taking the back road (dirt and rocks) on the way up and the easy paved main road back down (shorter distance). Around half seems right for what we recover.

 

[Firn]

What folks seem to get confused on is the word "regen". To be clear, "regen" is NOT how much the vehicle slows in normal, sport, or 1pd driving. Regen is short for regenerative braking and describes ANYTIME the vehicle slows via the electric motors acting as generators and sending power back to the battery.

As already mentioned the Lightning will use the electric motors to slow the truck be it normal mode, sport, 1pd, or applying the brake pedal. The only time the mechanical brakes are used is if the driver requests more braking than the motors can provide (which is a rather firm stop) and around 1-2 mph when slowing to a complete stop.

Bottom line drive in whatever mode works best for you. As far as the physical truck is concerned any and all methods and modes of slowing will return the same amount of energy (except HARD braking using the brake pedal)

 

[Literider150]

I'd be very tempted to charge a lease to 100% all the time. Just sayin'

I may want to keep it. I'm hoping that in 3 years things will be different and they may pay me to take it off their hands Not really, but they might not to hold me to the residual value because I don't know if I could afford to finance it. The lease was pretty reasonable.

 

[Literider150]

This time of year I get about 2.0 kWh/m with a combination of highway and city driving. 75% of your 131 kWh battery is 98.25 kWh. If you multiply that by 2.0 it equals 196.5. In other words, it seems pretty accurate if you drive like me.

In order to get 320 miles of range from a 131 kWh battery you would need to get 2.44 kWh/m. I have not been able to do this in my 2022 Platinum but it's EPA range is only 300 miles and I don't really care about efficiency.

If this is your first EV you are going to have to think about range a little differently than you have in the past. Range=kWh x kWh/m. The truck doesn't display kWh but each percept state of charge equals 1.31.

Okay...that sounds more complicated than it is. If I'm taking a trip that might test the range due to speed, temperature, or wind I figure out what kWh/m I need before I leave and adjust my driving style accordingly. Serious road trippers probably have better techniques.

The bottom line is the range displayed on the screen is not necessarily accurate because it can't account for all variables so have a plan before you set off on your journey.

Thanks for the replies fellows. This is not our first EV - we have a 2024 EV6 Wind and a CPH50 EVSE. We were buying a 2022 EV6 Wind that we bought in Sept. of 2022. But following an accident last memorial day weekend it was totaled by the insurance co. mainly due to damage underneath to the whole body wiring harness. Thank goodness Kia had great lease deals on these cars last summer so we leased another one. Great car btw. Lost our ass on the first deal though as we had put down 20K on it. We didn't have gap insurance on the loan so the value of the car had dropped precipitously, and insurance company only paid about $31k for it totaled. Someone probably got a hell of a deal on auction because there was nothing wrong with the HV battery (77.4 kW) and it just needed enough parts and labor to barely put it over what repairs would cost

The last drive in the Lightning (it only has @1200 mi. on it now) I was getting 2.4 miles kWh. When I got back home I put it in Off Road mode for the last couple of miles. I haven't charged again since then, but right now the Ford Pass app shows 51% and only 104 miles! Double that of course is only 208 miles. Far cry from 320. I've been driving it in one pedal mode nearly all the time. I love the way it drives in 1 pedal btw. It feels so safe for such a heavy truck.

It is just now getting cold here, and the tires were about 4 psi under inflated but you wouldn't think it would have that much of an effect. Probably need to put a few more miles on it before judging how it's doing.

 

[Zprime29]

The last drive in the Lightning (it only has @1200 mi. on it now) I was getting 2.4 miles kWh. When I got back home I put it in Off Road mode for the last couple of miles. I haven't charged again since then, but right now the Ford Pass app shows 51% and only 104 miles! Double that of course is only 208 miles. Far cry from 320.

The range estimator is woefully inadequate. Do not trust it. You will be better off watching your efficiency and computing your range based on EFFICIENCY * SOC * MAX_BATTERY = RANGE
For example...
Highway driving at 70 MPH: 2.0mpk * 51% * 131kWh = 133 miles
City Driving at 45MPH: 2.5mpk * 51% * 131kWh = 167 miles

If you know you are about to drive up hill, you can lower your efficiency estimate to predict range.

 

[Henry Ford]

The last drive in the Lightning (it only has @1200 mi. on it now) I was getting 2.4 miles kWh. When I got back home I put it in Off Road mode for the last couple of miles. I haven't charged again since then, but right now the Ford Pass app shows 51% and only 104 miles! Double that of course is only 208 miles. Far cry from 320. I've been driving it in one pedal mode nearly all the time. I love the way it drives in 1 pedal btw. It feels so safe for such a heavy truck.

I believe Off Road engages the locking differential thus it should be used while off road only.

I figure a range of 250 miles in the summer and 200 miles in the winter. That's pretty conservative and I only start to look at it if the trip approaches those numbers. I never look at the range displayed on the IP. That's only my technique though. I don't particularly care about efficiency and rarely test the range limits. Real road-trippers will have better advice.

 

[TaxmanHog]

I believe Off Road engages the locking differential thus it should be used while off road only.

It doesn't turn on by default, but makes it available to turn on

 

[Maquis]

Thanks for the replies fellows. This is not our first EV - we have a 2024 EV6 Wind and a CPH50 EVSE. We were buying a 2022 EV6 Wind that we bought in Sept. of 2022. But following an accident last memorial day weekend it was totaled by the insurance co. mainly due to damage underneath to the whole body wiring harness. Thank goodness Kia had great lease deals on these cars last summer so we leased another one. Great car btw. Lost our ass on the first deal though as we had put down 20K on it. We didn't have gap insurance on the loan so the value of the car had dropped precipitously, and insurance company only paid about $31k for it totaled. Someone probably got a hell of a deal on auction because there was nothing wrong with the HV battery (77.4 kW) and it just needed enough parts and labor to barely put it over what repairs would cost

The last drive in the Lightning (it only has @1200 mi. on it now) I was getting 2.4 miles kWh. When I got back home I put it in Off Road mode for the last couple of miles. I haven't charged again since then, but right now the Ford Pass app shows 51% and only 104 miles! Double that of course is only 208 miles. Far cry from 320. I've been driving it in one pedal mode nearly all the time. I love the way it drives in 1 pedal btw. It feels so safe for such a heavy truck.

It is just now getting cold here, and the tires were about 4 psi under inflated but you wouldn't think it would have that much of an effect. Probably need to put a few more miles on it before judging how it's doing.

2.4 x 131 = 314 IGNORE THE GOM!

Sponsored