timbop

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Interesting what he said about being able to unplug and plug back in right away to get another 5 minutes of 150kw charging. I imagine that isn't what Ford intended and they're going to "fix" that loophole
 
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generaltso

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Interesting what he said about being able to unplug and plug back in right away to get another 5 minutes of 150kw charging. I imagine that isn't what Ford intended and they're going to "fix" that loophole
Yeah, or that method of thermal throttling is just temporary until they get a better method in place. We can hope.
 

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So the question is why the Audi Etron can stay at 150kw/hr and the charging curve for MME is so much more conservative. Is this the Ford engineers gathering data first before loosening up the curve via an over OTA update or will will be stuck with this. That drop at 80% really sucks. On a road trip if you could stay above 50kw/hr to say 90% and then taper off until 100% would be great.
 

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Interesting what he said about being able to unplug and plug back in right away to get another 5 minutes of 150kw charging. I imagine that isn't what Ford intended and they're going to "fix" that loophole
I'm surprised that Ford didn't anticipate that people would try to to do something like this to absolutely minimize charging time. Are they not familiar with the type of driver who road trips Cannonball Run style?

On the other hand, it sounds like there isn't much of an advantage of running the battery down to 10-15% before fast charging as opposed to 30% or so. That will change the when-to-stop calculus for me, but I'm not sure how yet (although it really won't matter until I actually own the car ...)
 
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generaltso

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So the question is why the Audi Etron can stay at 150kw/hr and the charging curve for MME is so much more conservative.
A lot of it is just the choices made by the engineers, so that can change. But some of it is that the E-Tron‘s pack voltage is a little higher, so it requires less current to hit 150kW.
 

Mach-E VLOG

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It's an interesting test. If I can get enough driving in today, I might do a 20 to 80 test or a 10 to 80 test. I'm near the Lakewood charger that he used, so I'll try to even use the same one. If I do, I'll record it and put it up on YouTube.
 

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Interesting what he said about being able to unplug and plug back in right away to get another 5 minutes of 150kw charging. I imagine that isn't what Ford intended and they're going to "fix" that loophole
Yeah, not sure figuring out a way to beat the battery’s thermal management safeguard is wise even if we think Ford is being very conservative on this.
 

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It's an interesting test. If I can get enough driving in today, I might do a 20 to 80 test or a 10 to 80 test. I'm near the Lakewood charger that he used, so I'll try to even use the same one. If I do, I'll record it and put it up on YouTube.
Hmmmm don't agree with you here, the test you are suggesting are interesting...
You can see from the charging tests of @ChasingCoral that around 40 minutes is the sweet spot for a 80% charge and that's what counts.

0-100% charge is one you should not be doing it is something I have not done in the last 6 years of EV driving including long road trips because it is extremely inefficiënt.
 

ajmartineau

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The thermal management system will eventually slow down the unplug and replug strategy.
We need two MMEs charging side by side to compare the benefits of the method.
 

prdude

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A lot of it is just the choices made by the engineers, so that can change. But some of it is that the E-Tron‘s pack voltage is a little higher, so it requires less current to hit 150kW.
just curious what the pack voltage is on the E-tron vs MME ..... I believe MME is ~400V?
 
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generaltso

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just curious what the pack voltage is on the E-tron vs MME ..... I believe MME is ~400V?
The MME and E-Tron are both a 400v platform. But the nominal voltage of the pack in the MME is around 350v. If I remember correctly, the nominal voltage of the E-Tron battery is around 395v.
 

SteelMach

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I'm surprised that Ford didn't anticipate that people would try to to do something like this to absolutely minimize charging time. Are they not familiar with the type of driver who road trips Cannonball Run style?

On the other hand, it sounds like there isn't much of an advantage of running the battery down to 10-15% before fast charging as opposed to 30% or so. That will change the when-to-stop calculus for me, but I'm not sure how yet (although it really won't matter until I actually own the car ...)
I think looking at some of the design decisions Ford made - no kW speed display, no battery preconditioning - they're not familiar with EV drivers *at all.*

But that's just my take after getting ~15 kW off a 50 kW station at 40F (after 30 miles of driving) and ~40 kW off a 150 kW station at 25F (after 150 miles of driving).

Happily, ALL these things can be OTA'd, including DISPLAYING CHARGING SPEED, preconditioning, removing the artificial 80% cliff, and increasing charge speed throughout the curve.
 

SteelMach

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Yeah, not sure figuring out a way to beat the battery’s thermal management safeguard is wise even if we think Ford is being very conservative on this.
It wouldn't be beating a thermal management safeguard.

If it was a thermal safeguard, the trick wouldn't work because the BMS would prevent unsafe situations, period.

It's a "we don't want to end up paying out under our capacity retention warranty" safeguard.
 

benk016

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I got a beta version of Forscan yesterday and I can confirm it does read all the obd data for the Mach-E.

Last night my car was sitting at 342volts. I think this info can really help figure out the charging curve.

20210306_232606.jpg
 

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