Interesting, I didn’t know that. But just to be clear, when you say disables brake regen, you mean lifting off the accelerator doesn’t cause any regen AND pressing the brake pedal doesn’t also doesn’t trigger some regen?
I’m looking at other EVs. This isn’t acceptable to me. Also let’s think about this new part.
I agree with you 100%. Only problem now is the scarcity of alternative vehicles. But honestly this makes me feel sick. Really disappointed (and plenty mad). They now need to do a major recall and fix the hardware period. This isn't going to help resale either.
Do you have a thought on what the warning scoopman’s Mach-E threw could mean? Or put differently, do you think his HVBJB really was toast and he was wise not to turn the vehicle off?Timbop is another member that has me ignored so not sure if he'll see your response since you tagged me. ?
But to negate his point, there's a lot of talk on this forum about "damaged" contactors. There's nothing that indicates that compounding damage is to blame. I'm not a Ford Engineer so I can't say for certain that is the case, but from my understanding it is not the case. Welding isn't something that happens progressively over time in MOST cases.
Normally what happens, from what I was explained, is that the silver alloy of the contact tips will heat up and become molten and then tack weld themselves. This happens because of excessive heat which will cause said "molten" status. There's also the possibility that when the contactor opens it welds at that point, but that's due to it being cycled while it's still molten and then when it cools the tack is applied. So the issue is purely the process of heating and cooling, not damaging.
My sources say that Ford is even worried about the software being too late to the game (being vague). I think we'll find out more as time goes on.
track use would negate the warranty I bet -- but driving your car normally like I did last Thursday is well within the normal operation covered by the warranty.
Let me just say, he called me as soon as he got the error. I told him - DO NOT TURN OFF THE CAR.
Could be resistance, temps, power draw. I don't personally know for sure but something comes up out of spec. There's some smart electrical engineers here that have made educated guesses and I'm sure they are probably correct. Resistance, from my understanding is normally visible with arcing and pitting, or damage, which again, can happen, but in these cases I don't think that's what's happening. I would assume once the contactors are in a molten state there would be something that could be measured as well.
I didn’t mean to imply that at all, I agree 1000% percent that what happened is wholly unacceptable. You were driving a key route in one of the most EV-friendly places in the world. I was just trying to get a handle on what exactly happened on a technical level.
I would be surprised if I'm told that, this is a highly-regulated industry and it is pretty clear to me that the recall solution that Ford proposed to NHTSA for a core safety issue does not work.
Have you made another submission to NHTSA, detailing that you had another failure after having the recall software applied? Maybe they will not view Ford's solution to be sufficient?
I am working on a full document to send directly to the nhtsa investigator who emailed me.
You mentioned “if you have a GT” but my understanding is that it is not GT only issue, correct?
