Mach-Lee
Well-Known Member
- First Name
- Lee
- Joined
- Jul 16, 2021
- Threads
- 204
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- 7,732
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- 15,309
- Location
- Wisconsin
- Vehicles
- 2022 Mach-E Premium AWD
- Occupation
- Sci/Eng
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- #1
Electrek was able to grab a snapshot of the new Mach-E LFP battery pack specs, so we can do some analysis:
Source: https://electrek.co/2023/02/13/ford...lfp-battery-factory-with-chinas-catl-in-2026/
This may still be preliminary, but 78 kWh is quite a bit more than I was expecting considering LFP has an energy density that is only about 65% of NCM. I would expect about 90% of that to be usable, so about 70 kWh, which makes it virtually the same size as the current standard range pack. Looks like they are going to use 225 Ah prismatic cells:
These are made by CATL, so we can look at the specs of their other similar offerings. The 225 Ah size may be specially made for Ford.
Here is a taller 302 Ah cell: https://www.evlithium.com/catl-battery-cell/catl-302ah.html
Based on this, the Mach-E pack is likely going to be 108 cells in series, with an operating voltage between 270V and 394V, about 346V nominal which is similar to the current packs.
We can also guess what the charging curve will be like based on those specs. The charging curve allows a C rate of up to 1.0, which would be 225A. The specs allow that rate basically from 0%, so the LFP should be capable of a sustained charging rate of about 72-88 kW (gradually increasing with time) during the first 80% of the DCFC session, provided the temps are in spec. Above 80% the charge rate can drop and maintain 0.8C, which would be about 70 kW (tapering down with time) to 100%. The peak rate will likely be higher during an initial "boost" period similar to the current charging curve (perhaps 1.5C or 130 kW).
The cells must be at least 20ÂșC to achieve that rate, so hopefully Ford steps up their battery heating game here to compensate, otherwise we will see some very slow charging sessions in the cold. Specs do not allow any charging or regen while the cells are below freezing (0ÂșC). So these will not be a good choice for cold climates unless Ford adds another battery heater and improves the heating strategy to always keep the battery above 0ÂșC.
Continuous power is limited to 1C rate, which would be about 78 kW or 105 HP. That may be doubled for short periods, so 156 kW or 210 HP. Likely less than the current 266 HP. Which will translate to an increased 0-60 time of perhaps 7-8 seconds.
In summary (preliminary guesses):
Source: https://electrek.co/2023/02/13/ford...lfp-battery-factory-with-chinas-catl-in-2026/
This may still be preliminary, but 78 kWh is quite a bit more than I was expecting considering LFP has an energy density that is only about 65% of NCM. I would expect about 90% of that to be usable, so about 70 kWh, which makes it virtually the same size as the current standard range pack. Looks like they are going to use 225 Ah prismatic cells:
These are made by CATL, so we can look at the specs of their other similar offerings. The 225 Ah size may be specially made for Ford.
Here is a taller 302 Ah cell: https://www.evlithium.com/catl-battery-cell/catl-302ah.html
Based on this, the Mach-E pack is likely going to be 108 cells in series, with an operating voltage between 270V and 394V, about 346V nominal which is similar to the current packs.
We can also guess what the charging curve will be like based on those specs. The charging curve allows a C rate of up to 1.0, which would be 225A. The specs allow that rate basically from 0%, so the LFP should be capable of a sustained charging rate of about 72-88 kW (gradually increasing with time) during the first 80% of the DCFC session, provided the temps are in spec. Above 80% the charge rate can drop and maintain 0.8C, which would be about 70 kW (tapering down with time) to 100%. The peak rate will likely be higher during an initial "boost" period similar to the current charging curve (perhaps 1.5C or 130 kW).
The cells must be at least 20ÂșC to achieve that rate, so hopefully Ford steps up their battery heating game here to compensate, otherwise we will see some very slow charging sessions in the cold. Specs do not allow any charging or regen while the cells are below freezing (0ÂșC). So these will not be a good choice for cold climates unless Ford adds another battery heater and improves the heating strategy to always keep the battery above 0ÂșC.
Continuous power is limited to 1C rate, which would be about 78 kW or 105 HP. That may be doubled for short periods, so 156 kW or 210 HP. Likely less than the current 266 HP. Which will translate to an increased 0-60 time of perhaps 7-8 seconds.
In summary (preliminary guesses):
- New LFP pack will likely be around 70 kWh usable, same range as current standard pack
- DCFC speed will be around 72-88 kW to 80%
- Speed at 80% will not cliff as much as current NCM pack, should taper down from 70 kW
- Will not charge in cold weather unless heated above 0ÂșC
- Not recommended if you live where it gets below -5ÂșC/23ÂșF for very long
- Will require a better heating strategy than we have now to avoid abysmal charge rates
- Likely less power, 0-60 time in 7-8 second range?
- Acceleration will be worse when battery is cold
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