L2 charging speed recently dropped 33%

[Shayne]

@Shayne I showed you my work order before.

This is the best I can do

CHECK CHARGING PROBLEM 48 AMP IT CHARGE NOT CHECKED & CONFIRMED.
Performed scan test no code present, but code p0E5F in the sobdm several times in the last few weeks.
Checked on Oasis, nothing relevant To ppt L
Verified Pin Ll and L2 of the charging port are ok visually checked PID bc temp in becm and ok in the specs charging port looks faulty. Taken out, esteemed and handed over to the advisor. Commissioned U.S

Verified & Confirmed
Performed scan test no code present, but code p0E5F in the sobdm several times in the last few weeks
checked on oasis, nothing relevant went to ppt L.
Done scan test of the sobdm verified pin Ll and L2 of the charging port are ok visually verified pid bc temp in becm and ok in the specs charging port looks faulty. Taken out, esteemed and handed over to the advisor. Commissioned U.S

CHECK CHARGING PROBLEM... PART RECEIVED
SF09150
De-active High Voltage System with FDRS Removes Conductive False Fender, Removes CSI Box (Charge Indicator) Removes All Trims and AE Storage Compartment Under the Hood Removes the battery, and removes the battery holder removes the nuts that hold the filling with the protective plastic along the firewall and removes the charging port. Replaces charging port and irons all filtering and ect.. Everything goes back up, clears code, re-checks and everything is ok. Part LJ9Z-14A303-G

Appears they have gone from version D to G at least

Drive Motor Battery Pack Charging Port Assembly - Ford (LJ9Z-14A303-D)
2021-2023 Ford Mustang Mach-E - lj9z14a303d

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[thenew3]

Got my car back after 23B50 update was done by the dealer. Tested charging and compared before and after the update.
Before update, it would bounce between 11kw and 8kw every 1-3 minutes. After 23B50 it doesn't bounce any more but gradually drops from 11kw down to about 9.3kwh. (I only tested a bit over an hour and it stayed at 9.3kwh for that whole duration.).

So it looks like 23B50 did something to the charge logic. Now I'm averaging about 9.x kwh instead of closer to 8.

Both started the charge at 11kwh for about 15 minutes before it started to derate.

 

[Mach-Lee]

Got my car back after 23B50 update was done by the dealer. Tested charging and compared before and after the update.
Before update, it would bounce between 11kw and 8kw every 1-3 minutes. After 23B50 it doesn't bounce any more but gradually drops from 11kw down to about 9.3kwh. (I only tested a bit over an hour and it stayed at 9.3kwh for that whole duration.).

So it looks like 23B50 did something to the charge logic. Now I'm averaging about 9.x kwh instead of closer to 8.

Both started the charge at 11kwh for about 15 minutes before it started to derate.

That's interesting, instead of throttling the charge rate in ±12A steps it will adjust in finer steps until the maximum temperature is being maintained. Charge port is still overheating, it's just managing it more smoothly.

 

[thenew3]

That's interesting, instead of throttling the charge rate in ±12A steps it will adjust in finer steps until the maximum temperature is being maintained. Charge port is still overheating, it's just managing it more smoothly.

But it seems it can maintain a higher charge rate than before the software update.
Also, I left it charging and then started the "motor" it instantly went back up to 11kwh and stayed there until I unplugged it 15 minutes later.
Going to try to leave the ignition on and see if it maintains 11kwh for more than 15 minutes later this week when I need to charge up again.

 

[Mach-Lee]

But it seems it can maintain a higher charge rate than before the software update.
Also, I left it charging and then started the "motor" it instantly went back up to 11kwh and stayed there until I unplugged it 15 minutes later.
Going to try to leave the ignition on and see if it maintains 11kwh for more than 15 minutes later this week when I need to charge up again.

The average charge rate seems extremely similar between the two graphs.

Turning on the ignition interrupts the charging briefly, allowing the port to cool down, so then it will take a few minutes to heat up again and derate. I think it will happen again if you wait.

 

[thenew3]

The average charge rate seems extremely similar between the two graphs.

Turning on the ignition interrupts the charging briefly, allowing the port to cool down, so then it will take a few minutes to heat up again and derate. I think it will happen again if you wait.

I will monitor it again later this week when I charge again.
Today it didn't interrupt the charge (at least according to what my emporia was reporting). It was at 9.3kwh then jumped immediately to 11kwh when I turned on the ignition. I left it there for 15 minutes (usually it won't stay at 11kwh for more than 15 minutes during the initial charge).

 

[Shayne]

The average charge rate seems extremely similar between the two graphs.

Looks smoother and a bit faster? Presume they are at the wall? 0.24 KV x 48 amp = 11.5 KW so still derating. Need Kw/time charging for a couple of hours to really know if much faster.

Playing with logic and software to fix an overheating system design. Seems the logic is now not as erratic. The logic is the way you stop the heat is reduce the power. Guess it is easier to slow L2 charging speed than it was the cars speed and acceleration with the HVBJB problem. Would be nice if they push 6.6 before all the BC stuff. Still on 6.1 here. Does not look like it is worth the time going in to get it. Could be worse it is still charging ?

 

[thenew3]

Did another experiment today. This time I left the ignition on, turned off headlights, hvac, radio etc.
It charged at 11kwh for about 45 minutes then slowly degraded and after 2.5 hours was still above 10kw.
So To summarize, with 23B50 it will charge at 11kwh for about 15 minutes then slowly degrade to about 9.3 and remain there. With ignition on, it will charge at 11kwh for about 45 minutes, then slowly degrade to 10kwh and stay there for the remainder of the charge.
Not sure why it degrades more when ignition is off.

 

[azerik]

?‍
Today, I'm not thrilled, again.

 

[Shayne]

Last night charge -6C (20F) 49 to 80% 3hr 38mins

0.31 % x 88 KW / 3.63 hrs = 7.5 Kw/hr. Better than 6.5 Kw/hr but starting to think the ice pad on the handle trick will not work here. Charged at 40 amp for the first hour and then dropped to 6 KW.

 

[thenew3]

Last night charge -6C (20F) 49 to 80% 3hr 38mins

0.31 % x 88 KW / 3.63 hrs = 7.5 Kw/hr. Better than 6.5 Kw/hr but starting to think the ice pad on the handle trick will not work here. Charged at 40 amp for the first hour and then dropped to 6 KW.

Next time you charge, try leaving the "ignition" on, lights, hvac, radio etc all off. And see if the charge rates are maintained higher.

 

[Mach-Lee]

Next time you charge, try leaving the "ignition" on, lights, hvac, radio etc all off. And see if the charge rates are maintained higher.

Ignition on or off is not going to make a difference, the charging strategy is the same either way. The differences you saw were probably due to ambient temperature changes. It was probably a couple degrees colder when you did the ignition on test. Connection variability is another factor that may cause temperatures to be slightly higher or lower from one day the next. Just warning you before you think you need to leave the car ON to charge faster.

 

[Shayne]

Ignition on or off is not going to make a difference, the charging strategy is the same either way. The differences you saw were probably due to ambient temperature changes. It was probably a couple degrees colder when you did the ignition on test. Connection variability is another factor that may cause temperatures to be slightly higher or lower from one day the next. Just warning you before you think you need to leave the car ON to charge faster.

Do you think Ford will ever acknowledge and fix this defective charging system or will we need to live with what Ford has now provided us by installing software that has severely crippled our home charging speed? Not like really slow L2 charging that derates and only charges at 32 amp is a great selling feature. Speed mattered when we bought them but now that advertised speed no longer exists. Makes you feel like telling all your friends Ford is for you as they stand behind their vehicles and have your back. Put up with a defective HVBJB for over a year is this defective charging system now what we need to put up with forever?

?‍
Today, I'm not thrilled, again.

Hey there! If you send over a DM with your VIN and Ford dealer info, I can look into your concerns on my end. ?

Nada nothing but crickets. Shameful.

 

[thenew3]

Ignition on or off is not going to make a difference, the charging strategy is the same either way. The differences you saw were probably due to ambient temperature changes. It was probably a couple degrees colder when you did the ignition on test. Connection variability is another factor that may cause temperatures to be slightly higher or lower from one day the next. Just warning you before you think you need to leave the car ON to charge faster.

I would think so as well, but during both of my tests, the temperature in the garage was the same.
I will test again next week when I need to charge again.

 

[azerik]

I don't expect an actual fix. Much like the HVJB. Which, after weeks of the hunt for a GTPE I'm calling it off and will just ride this out. I'm lucky enough to be able to survive my EV experience at a 32amp charge rate, others won't be able to. As some evidence above is showing a 9+kW charge rate which is close enough I wouldn't complain. I'm assuming Ford is going play the card where 'it charges' and will point back to some software EULA that says 'features maybe removed or modified at any time.'
I will be scheduling mine for it's plethora of shit at the dealer. The US isn't as screwed as ROW but this is one of those horse pills to swallow.
And again. I think it's time for social protest. It seems like the other feedback button is just to easy to bury.

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