L2 charging speed recently dropped 33%

[Murse-In-Airy]

Might be worth noting here, the EVSE that you are using hasn’t been derated, it’s the car that has been. It won’t matter which EVSE you are using, unless somehow a different charger keeps the charge port from heating up. Maybe solid copper connectors wouldn’t heat up as much, but I’m no electrical engineer.

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[mkhuffman]

So, this brings up an interesting question. For those who purchased the hard-wired Ford (or other supplier) 48 amp charger, what is their limitation after the 23B50 "fix"???

I am using a 48 Amp EVSE and it starts to throttle after charging for about two hours. It randomly drops down to 9 kW and back to 11 kW after the two hours has passed. If I briefly stop the charge, it will go at least an hour, maybe two, before it starts throttling again.

 

[azerik]

The car had been derated to basically 6.6kw. The same as my 12 year old Focus electric. coincidence? I don't think so. I'm pretty sure it was a parts bin charge port with a bunch of stuff left over from a car designed 10+ years ago.. Maybe the Lightning got all the new toys and better plastic? Not entirely sure why we're still having this more than half a year later.

I'm not kidding about the social mutiny I think is required to get someone to possibly get off their ass at Ford.

 

[mkhuffman]

It is curious that some throttling is worse than others. It must be due to the temperature readings and those with dirty or misaligned posts are overheating faster.

Mine always takes 2 hours before the throttling starts. And I am still getting way more than 6.6 kW even when throttling. The impact to my overall charge time isn't material. It still finishes when it projects at the start of the charge.

 

[kennethjk]

My car gets throttled after about 45 minutes up North with Juicebox (40 to 32)

here in Florida on my Autel unit it does not get throttled at all.

I had the CSP installed today and charged for an hour this evening on the Autel and no change, straight charge at 40 amp.

will use the car over the next few days and see what happens when I charge back up for a long time.

edit: charged the cars for at least 5 hours hours last night and the Autel supplied 9.5 kw the entire time, no throttle

wont be able to check on my Juicebox up north until April.

 

[markboris]

I have posted early on a few times in this thread even with graphs from my charger and with a few others here I have no throttling. My Emporia is hard wired on a 60A circuit and the car charges at a steady 46.5A. About this charging update, I have no idea what version or number it is but my car is completely up to date with FDRS so I assume I have this charging update? Sorry but I don't keep up on all of the software update versions. I just do it.

 

[Shayne]

It is curious that some throttling is worse than others. It must be due to the temperature readings and those with dirty or misaligned posts are overheating faster.

Mine always takes 2 hours before the throttling starts. And I am still getting way more than 6.6 kW even when throttling. The impact to my overall charge time isn't material. It still finishes when it projects at the start of the charge.

Deja vu and no I think it has nothing to do with that and more likely a defective temperature senor or something of that nature. It reads a high/wrong temperature right off the bat and drops to the default failure speed of 32 amp would be more my guess. That is operating as normal for Ford.

 

[Shayne]

So, this brings up an interesting question. For those who purchased the hard-wired Ford (or other supplier) 48 amp charger, what is their limitation after the 23B50 "fix"???

It would depend if they see what we do or not. It is only a select group of cars. Grizzl-e here also always flawless until bang.

I have requested my service inform me if they can reproduce this on their Ford hardwired wall box. No response. Would love to see 48 amp steady on it and then they could tell us what charger works with their setup. I don't think that is the case here thou and most likely it has been reproduced at this stage. Makes L2 on trips hit and miss if the handle is that important. No burnt smells no melting just software that has crippled the charging so it takes hours longer. ?‍

 

[thenew3]

I have requested my service inform me if they can reproduce this on their Ford hardwired wall box. No response.

The Ford pro (80amp) charger does not provide a real time charge speed info. I don't know if that's the same with other ford chargers.

Also some indicate it's a steady 32amp that it falls back to. That's not the case in my testing.

In my test, it will start at 11kw (47 amps as shown by my Emporia), for a few minutes depending on the ambient temp. The lower the temperature, the longer it'll stay at 11kw. Then it drops down to 8.2kw (35 amps shown by my emporia) and then after a few minutes will bounce back up to 11kw and repeat this until fully charged.
If I set the emporia at 32 amps (7.6kwh) it will still throttle after a few minutes down to 5 or 4 kwh, and then start the bounce cycle.
Even setting at 24 amps (5.7kwh) it will still bounce down to 2 kwh after a few minutes.

So regardless of what the max charge rate set, it will always drop about 3kwh or roughly 12 amps after a few minutes (again, length of time depends on the ambient temps). and start bouncing between the two speeds for remainder of charge cycle.

Unplugging it and plugging it back in after a few seconds does not help. It will just start the bounce cycle again within a minute or two.

I've tested with a # of different EVSE installed at residential homes. They all display this behavior.

 

[markboris]

I don't really think it has anything to do with the EVSE's. I think it is the car and the hardware/software that is telling the EVSE to derate and or cycle up and down. Some cars do this, while mine and others don't.

 

[BluePony]

So my 40A charger, charges a Tesla just fine. Once I plug into the Mach-E, I get a charge fault and it wont even charge, unless I manually step it down to 32A. Tried explaining it to the dealer, but they want a $199 diagnostics fee to even look at it.

 

[thenew3]

I don't really think it has anything to do with the EVSE's. I think it is the car and the hardware/software that is telling the EVSE to derate and or cycle up and down. Some cars do this, while mine and others don't.

I think you're right. (Although Ford and the dealers won't admit to it). All of the L2 chargers I've tested have no problems maintaining their top rate (48amp or 80 amp) on other vehicles like the F150 lightning for the entire charge cycle. It's only the MME (maybe with certain software?) that seems to bounce up and down on the charge rate.

 

[Rj786]

Di anyone get the 23B50 update via OTA or going to the dealer is the only option? i am booked on November 27th for the update at the dealer and hoping to avoid the trip.

 

[thenew3]

Di anyone get the 23B50 update via OTA or going to the dealer is the only option? i am booked on November 27th for the update at the dealer and hoping to avoid the trip.

I'm scheduled to drop off the car on the 20th for 23B50 and the two other glass recalls (windshield & sunroof), as well as the parking brake recall. This is trip #4 for the same recalls. Hopefully this time the dealer has the right parts and scheduled the glass company. Ford service is horrible. They also promised a loaner or rental which they now say they don't have (excuse this time is one of their loaners was in an accident and out of service, the other three are with customers who have inoperable vehicles waiting for parts, and the excuse for rental is that ford will only pay $35/day while the cheapest rental they can get is $65+taxes per day, so they are asking me to pay about $50/day for rental for an unknown # of days since they say they don't know how many days/weeks it would take to do the recalls).

 

[Shayne]

The Ford pro (80amp) charger does not provide a real time charge speed info. I don't know if that's the same with other ford chargers.

Also some indicate it's a steady 32amp that it falls back to. That's not the case in my testing.

In my test, it will start at 11kw (47 amps as shown by my Emporia), for a few minutes depending on the ambient temp. The lower the temperature, the longer it'll stay at 11kw. Then it drops down to 8.2kw (35 amps shown by my emporia) and then after a few minutes will bounce back up to 11kw and repeat this until fully charged.
If I set the emporia at 32 amps (7.6kwh) it will still throttle after a few minutes down to 5 or 4 kwh, and then start the bounce cycle.
Even setting at 24 amps (5.7kwh) it will still bounce down to 2 kwh after a few minutes.

So regardless of what the max charge rate set, it will always drop about 3kwh or roughly 12 amps after a few minutes (again, length of time depends on the ambient temps). and start bouncing between the two speeds for remainder of charge cycle.

Unplugging it and plugging it back in after a few seconds does not help. It will just start the bounce cycle again within a minute or two.

I've tested with a # of different EVSE installed at residential homes. They all display this behavior.

They may not have the charger tell them what is going on but the math in determining that is not rocket science. Bouncing up and down here again last night on the Ford app. Outcome poor crappy charging.

Your description that it will throttle no matter what amperage it was set to tells you there is something wrong with the bogus software Ford installed in our cars. No transparency, no notifications, how do you like us now.

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