The power isn’t coming from that small battery, it comes from the engine. The truck is specifically engineered to provide job-site power from the truck‘s ICE and one of the Motor/Generators. The Mach-E isn’t a truck. It isn’t meant to fulfill the same niche as the F-150 hybrid.
Hyundai is just an adapter on the charge port that gives you a standard 120V 20A outlet I believe. Not enough to run your house on.
That is quite similar to what I do now using my Escape PHEV and an Ecoflow Delta Pro Ultra. Before I acquired the Ecoflow I simply used an inverter connected to the 12 volt battery to power a few critical 120 volt items in my house. Now, when power fails I open the main to the power company, connect the 240 volt Ecoflow, and if it looks like an extended outage connect the Escape and the inverter to the Ecoflow.I know it's a car, rather than a truck, but it is a little disappointing that the SAME company that was clever enough to tap a little bitty 1.5KWH 300V battery in the F150 Hybrid for 240V/30Amps of available AC power, didn't even tap the 100KWH 300V in the Mach-E battery for an outlet to charge a laptop. ??
Not even as an option.
The "Solar Generator" space is exploding with innovation and competition. I personally believe the two approaches are inevitably going to merge in some really cool ways.
A MacGyver approach currently might be to set a 3600 watt Solar Generator (~3KWH LFP) in the trunk of the Mach-E. They are about 80lbs, but very compact. (on left)
Then purchase one of the automotive "alternator" (DC/DC converter) chargers and connect it to the AGM under the hood and throttle the output to match the solar input on the Solar Generator. This would be a way to leverage the Mach-E's HV battery to recharge the Generator's LFP.
This particular brand lets you combine 2 3600 watt units into 1 7.2KW 240V generator. (picture includes add on LFP batteries. But without them you would have 7.2KW with 6KWH of native storage. About $2600)
Still, the F150 Powerboost method is so clean and works wonderfully. And the option is so inexpensive when scaled for production. For me, the Onboard liquid cooled 7.2KW inverter would be worth the loss in Frunk space compared to the heat pump.
Unfortunately true. The F150 Lightning has the necessary hardware and software to leverage the HVB for home power and requires a bunch of extra hardware at the home to run. The MME does not have the capability to turn on the HVB for power export. Although technically possible to add, it would be nearly impossible for any one person to do it and address all of the software and hardware to make it work.
Sorry, but you are mistaken.
Not even that. It's a 120v 15A outlet.
So when your A/C is running, how often and how long does the Ford turn on the engine? When the A/C is not running, what loads are running in the toy hauler? Just lights? 3-way fridge on 12V power? Definitely the converter to charge/maintain the 12V house battery.
No. This would only work if the car supports V2L, which the MME does not.
Ford has the operating range for the SOC of the 300V battery as ~41%<>~63%. Very conservative, and probably because of the high C-rate and the 8 year warranty?
No & unlike many EV brands across the world, the MME does not support ANY form of V2G, V2G, V2X etc. Some say that Tesla 'may' have this hidden on board but remains to be seen. I believe that only the Cybertruck supports this.
