What is your SOH? Milage? and how do you use your Battery?

[Texas Dan]

I connected a bluetooth OBD II transmitter to my Lightning for the first time so my ABRP app could read data from my Lightning. ABRP indicated I have 3.5% degradation on my battery pack. I have over 24k miles on my Lightning.

I think this amount of degradation is as expected. I did expect the buffer to soak up the degradation for a bit longer. I’m not sure how much I trust the readings from the ABRP app but I will keep an eye on these numbers to see if the degradation levels out or continues to get worse.

BTW, charging has been about 50% L2 and 50% DCFC, lots of trips between Texas and Colorado.

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[mq019]

2023 ER Lariat, just over 16K miles, HVB age 9.5 months, SOH 99.5%

Maybe used a DCFC 15-20 times max - probably less.

Lowest its ever been is 9% (that was a "fun" trip) - usually don't go below 20%

I get free charging at work, so I charge there as much as possible. Usually no more than 90% unless I know I'm doing some distance driving in the next day or so. Usually try and get it down to around 30% before I start charging again. It probably averages 50-60% if I had to guess. When its hot (over 80F) or cold (below 50F), I keep it plugged in but not charging at home so that it can (hopefully) thermally manage the battery.

But mostly, I drive it in 2 pedal, sport mode, and while I don't regularly launch it, I do drive it "in a spirited manner" , use the heat/AC as much as needed to keep me comfortable, and overall try not to worry too much about it.

 

[mr.Magoo]

Mine is still at 100%, 20 months old, DCFC maybe 30 times total.
[Edit] forgot to mention I have roughly 14,500miles on it.


Michigan weather, so we do get colder temperatures, but I don't precondition and I never follow ABC (not deliberately, I just can't).
I charge when I have to (generally between 20-30%) and I charge to 80%.

 

[Maxx]

I’m not sure how much I trust the readings from the ABRP app

You could try this App if you have android to get a second opinion. I assume your OBDII reader has bluetooth connectivity.

https://play.google.com/store/apps/details?id=com.ovz.carscanner&hl=en_US

 

[Maxx]

8 year old Model S. Apparently with original battery and motors and 430,000 miles. Battery SOH at 72%. I would love to know what SOH would have been on this car if it put the same mileage on it in 20 years. We already have some high milage (100K) Lightnings out there. I am looking forward to see similar results for our Trucks.

Anyone knows what the Battery failure rates has been on these sedans? Is this a unicorn or is it normal?

 

[GoodSam]

I noticed 100% SOH at 8K on my 2022 XLT SR

Also, 13K showed 99.5% SOH.

UPDATE 3-1-25: 99.0% SOH at 15K, age 28 months, mostly home charge to 80% at 40A, except several times when Ford Nav cannot find my house and it goes to 100%, which actually may have been good for cell balancing? A few DCFC only for longer trips, probably only a dozen times. Cells now at 3.92Vdc with 0.33% variation (why does Car Scanner say "module" instead of "cell"?)

 

[Maxx]

I noticed 100% SOH at 8K on my 2022 XLT SR

Also, 13K showed 99.5% SOH.

UPDATE 3-1-25: 99.0% SOH at 15K, age 28 months, mostly home charge to 80% at 40A, except several times when Ford Nav cannot find my house and it goes to 100%, which actually may have been good for cell balancing? A few DCFC only for longer trips, probably only a dozen times. Cells now at 3.92Vdc with 0.33% variation (why does Car Scanner say "module" instead of "cell"?)

My understanding is that a bunch of cells (I forgot how many) in each module are connected in parallel and a bunch in series so if one cell in the parallel group has a short, the whole group voltage drops and the total voltage for the series drop as well. So since one bad cell means replacing the whole module and measuring the module variation shows if there is a bad cell, it makes sense. At least that is my understanding. Since the techs can see individual cell voltages, the info is definitely available somewhere, apparently not in car scanner.

Not sure if in packing the cells in the modules, if they are put in series first or parallel first.

Edit: Correction: Based on what @TaxmanHog noted bellow, what the tech sees must be the voltage for each of the parallel group of cells in the module not the individual cell.

 

[TaxmanHog]

Not sure if in packing the cells in the modules, if they are put in series first or parallel first.

Battery pack has 9 modules in series, each module has multiples of pouch cells in parallel that are in turn wired in series, SR trucks has one fewer individual pouch cell in parallel.

At least that's how I understand the set up.

 

[GoodSam]

bunch of cells (I forgot how many) in each module are connected in parallel and a bunch in series so if one cell in the parallel group has a short, the whole group voltage drops and the total voltage for the series drop as well.

There are images of the 96 cells and their individual voltages shown by the dealer testing software (FDRS?).
https://www.f150lightningforum.com/forum/attachments/1725282943760-fu-png.88550/

I think that there are 4 or 5 pouches, in parallel, SR or ER, per cell. Then the cells are in series, so 96 x ~4Vdc = ~384Vdc, somewhere in the nominal 400V battery range. The eight (#1-8) larger modules have 11 cells and smaller #9 module to the front has 8 cells.

But the 33% difference in capacity between the SR and ER is not explained by the 25% difference in "number of pouches/cell" 4p/5p, if that is correct.

See some of my original comments here:
https://www.f150lightningforum.com/...a-conversation-with-chatgpt.21142/post-416967

 

[TaxmanHog]

But the 33% difference in capacity between the SR and ER is not explained by the 25% difference in "number of pouches/cell" 4p/5p, if that is correct.

3 sr & 4 er ratio would account for the energy variation of 25% but I haven't seen it mentioned as a fact anywhere, could that be the reality instead of the urban myth based on another pack design?

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