Preconditioning Improves Range up to 20% [Ford Brochure]

Ford just released a very informative brochure detailing things that affect range with test results. It's for the F150 Lightning, but the effects would be very similar and relevant for the Mach-E as well. If you want to jump straight to the full brochure, I've attached the PDF at the bottom. Let me discuss some of the highlights:

Effect of Preconditioning:



As you can see, the colder it is outside, the larger the range improvement from preconditioning (setting a departure time). If we extrapolate with this data, the effect would be +20% improved range at -4ºF(-20ºC). Warmer batteries store more energy, so that's why heating the battery improves range. Preconditioning also has a slight improvement of range when it's very hot outside as well. For more information on how to precondition your battery when you don't have a regular schedule, see my cold weather strategy topic.

Effect of Outdoor Temperature:

This one isn't specific to the F150 Lightning, but we all know range can decrease with climate use in hot or cold conditions.

Effect of Speed:



If you want EPA range, you have to drive about 65 MPH. If you drive just 10 MPH faster (75 MPH), your range will go down about 20%. This is because drag is proportional to velocity squared (not linear)! Which means if you drive 20 MPH faster (85 MPH), your range will go down about 54%! Driving 65-75 MPH is really the sweet spot for getting decent range in an EV.

Effect of Payload:



The max payload for the Lightning varies depending on trim, but it's around 2,000 lbs here. You can see that even with an extra 2,000 lbs, there is only a 7% decrease in range. It is a common misconception that weight has a much bigger effect on range than it actually does. Speed and aero are much more important. Weight only significantly affects range if you are driving up an incline to a higher elevation. On flat land it's not a big effect. The payload of the Mach-E is roughly half that of the F150 Lightning (~1000 lbs) so a fully loaded Mach-E would only have about a 2% range penalty.

Effect of Trailer:



The Mach-E isn't rated to tow, but you can see pulling a trailer has a huge effect on range. I want to emphasize that it's not the weight, it's mostly the aero (frontal area) that saps the range. It takes a tremendous amount of energy to push a large flat box through the air at speed. This is why you want as vertically short and as aerodynamic trailer as possible if towing. If you are adding a cargo box to the Mach-E, you want to put it behind the car in the wake, not on top:



An aerodynamic box in the back can actually INCREASE the range of an EV (compared to no box) because it makes the overall shape of the vehicle more like a teardrop and improves the drag coefficient. The box must be placed correctly in the wake behind the vehicle as shown above.

Anyway, hopefully you learned something. Read the PDF brochure below for more details:

So just a quick question that I am quite sure is answered elsewhere but as you mentioned it I thought I would ask. If you charge your car to 90% and it finishes charging prior to a scheduled departure does it then begin to charge more during preconditioning? My point being that even though the warmer battery can now store more energy it will only gain more energy if you add additional charge or at least that would be my understanding.

AKgrampy said:

So just a quick question that I am quite sure is answered elsewhere but as you mentioned it I thought I would ask. If you charge your car to 90% and it finishes charging prior to a scheduled departure does it then begin to charge more during preconditioning? My point being that even though the warmer battery can now store more energy it will only gain more energy if you add additional charge or at least that would be my understanding.

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When it preconditions it will stay at 90% the whole time (based on voltage) but absorb more energy while warming up. So if you look at wall energy usage for preconditioning, some will be directly converted to heat and some will have entered the battery. So yes, the battery also gains additional charge during preconditioning. But you are also able to extract more existing energy from the battery when it's warm, which effectively allows you to go down to a lower SoC when cold. It's the combination of greater absorption and greater depletion that comprises the increased range effect from heating.

A warm battery at 90% has more energy than a cold battery at 90%, even though they are at the same voltage and SoC.

Became obvious after you do and you don't precondition just by the way it drives. As it preconditions you can watch your GOM grow. Good to see some number now we can all calculate the pay off

Wonder when they are talking about cold weather preconditioning benefits for range it only goes down to -10C and only talks one hour? Really would like to see -20 and -30C in there. What preconditioning does and how long it would take at -20C and what range increase there is. I have seen it run for longer than an hour when cold.

So now if it would work through Fordpass we will be all set.

Mach-Lee said:

When it preconditions it will stay at 90% the whole time (based on voltage) but absorb more energy while warming up. So if you look at wall energy usage for preconditioning, some will be directly converted to heat and some will have entered the battery. So yes, the battery also gains additional charge during preconditioning. But you are also able to extract more existing energy from the battery when it's warm, which effectively allows you to go down to a lower SoC when cold. It's the combination of greater absorption and greater depletion that comprises the increased range effect from heating.

A warm battery at 90% has more energy than a cold battery at 90%, even though they are at the same voltage and SoC.

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Thanks! I understood about storing more when warmer. I was just wondering if the precondition process also packed in additional electrons while it warmed the batteries.

Don’t know if theres any truth to this but an MME owner told me preconditioning the battery at -20 C and colder helps very little because the battery cools down so fast.

I have a question about preconditioning. What do we think the distance of a daily commute is needed to make it worth it every morning? I’m moving from a job with about a 10 mile commute (not worth it) to something with more like a 40 mile commute. Is the energy needed to precondition the battery worth it for should this be reserved for longer trips?

Womps said:

Don’t know if theres any truth to this but an MME owner told me preconditioning the battery at -20 C and colder helps very little because the battery cools down so fast.

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I did that test, you have about 1.5 hours at that temp before the battery gets down to 0ºC after preconditioning (75 MPH). If you didn't precondition, the battery would be well below freezing in that time and you'd have -50% range penalty at that point. You want to keep the battery as warm as possible unless you don't need the range.

mbrownwvu said:

I have a question about preconditioning. What do we think the distance of a daily commute is needed to make it worth it every morning? I’m moving from a job with about a 10 mile commute (not worth it) to something with more like a 40 mile commute. Is the energy needed to precondition the battery worth it for should this be reserved for longer trips?

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Definitely worthwhile for a 40 mile commute. I always precondition both ways. I don't care about the extra electricity, I'd rather have the extra performance and start with a warm cabin. It costs me a couple extra bucks per month.

So does this mean that preconditioning will also work in extreme heat?

I know many have tested preconditioning for DCFC using the built in navigation when cold but not sure anyone has tried it when hot. I have taken a couple road trips in the past where the outside temp is over 100 degrees.

Or is the preconditioning they are talking about only departure preconditioning?

This is great information. Thanks for posting.

Just keep in mind that improved range from preconditioning comes at a cost. Greater range is not the same as greater efficiency.

TANSTAAFL.

There ain’t no such thing as a free lunch.

Mach-Lee said:

Definitely worthwhile for a 40 mile commute. I always precondition both ways. I don't care about the extra electricity, I'd rather have the extra performance and start with a warm cabin. It costs me a couple extra bucks per month.

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My understanding is that it also shortens the overall lifespan of the battery, although, I haven't seen any data around what that impact looks like over time.

kdonnel said:

So does this mean that preconditioning will also work in extreme heat?

I know many have tested preconditioning for DCFC using the built in navigation when cold but not sure anyone has tried it when hot. I have taken a couple road trips in the past where the outside temp is over 100 degrees.

Or is the preconditioning they are talking about only departure preconditioning?

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Yes, works in heat. They are setting a departure time right before the tests. I think the effect from hot is mainly reducing the amount of energy drawn from the battery to cool the cabin and the battery while driving (45ºC ambient would require battery cooling to activate).

If the ambient temp is outside of 55ºF to 95ºF, I recommend preconditioning.

Woeo said:

Just keep in mind that improved range from preconditioning comes at a cost. Greater range is not the same as greater efficiency.

There ain’t no such thing as a free lunch.

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This is true. Preconditioning will not improve efficiency, and will take a little more electricity. It's to improve range and performance.

Mad MME said:

My understanding is that it also shortens the overall lifespan of the battery, although, I haven't seen any data around what that impact looks like over time.

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NOT preconditioning reduces battery lifespan. Preconditioning keeps the battery in its happy range so it doesn't degrade. Especially when cold, trying to charge or regen into a freezing battery causes lithium plating and permeant capacity loss.

Maybe you're thinking of DC fast charging.

Mach-Lee said:

NOT preconditioning reduces battery lifespan. Preconditioning keeps the battery in its happy range so it doesn't degrade. Especially when cold, trying to charge or regen into a freezing battery causes lithium plating and permeant capacity loss.

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Doh! Yes. That is what I meant. In addition to your points about performance and having a warm cabin, preconditioning, (especially in Canadian winters), protects the battery's lifespan. (Although, I haven't seen specific data stating by how much).

And by the way, thanks for starting this thread!

Is there anyway short of a obd2 scanner to confirm the precondition happened? I don’t set cabin temperature since the car is parked in the garage, but I do want to ensure the battery is in a good spot before heading out for the day.

ronco said:

Is there anyway short of a obd2 scanner to confirm the precondition happened? I don’t set cabin temperature since the car is parked in the garage, but I do want to ensure the battery is in a good spot before heading out for the day.

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Well you get a FordPass notification when it's ready for departure, so that would be the easiest way to confirm the departure time ran. Otherwise you can look at the power draw on a smart EVSE to verify heating/cooling occurred. If the battery temp is already in the 50ºF to 95ºF range it won't be heated or cooled.