Max charge rate for Mach-E?

[bshaw]

Well, that begs an interesting question. Isn't the vehicles native navigation a "Connected Service"? Meaning if we do not renew it (mine runs I think into July 2024) we won't be able to DCFC as quickly since the battery won't be able to precondition without the Native Navigation System. I was not planning on re-upping it as I usually use one of the Apple Car Play Options for navigation; unless, I'm on a road trip. Hmm?

Excellent question

what they should do is let the nav keep working, but don’t give you any map updates without a subscription. That way at least you could goto everything except brand new chargers and roads.

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[Triggerhappy007]

Here's my recent charge at a 350kw EVgo on a standard range:

21% 115kW, 27% 91kW, 31% 88 kW, 40% 82kW, 50% 85kW, 60% 77kW, 70% 64kW, 76% 62kW, 83% 32kW

On a 100kW:

30%-60% 72kw, 70% 58kW, 76%53 kW

 

[ChasingCoral]

Step 2, don’t choose a 350kW station if there are 150kW available. The MachE will not be able to utilize the additional power. I think your SR battery peaks at something like 115kW DCFC. The extended battery is rated for 150kW max.
In these situations, it would be key to have the MachE indicating to the driver what power level is being requested by the car. You could then call EA and definitely say it’s a station malfunctioning vs the car.

There is a slight advantage to using a 350 kW charger for a Mach E. I’ve had my ER Mach E peak at 165-170 kW many times when charging on 350 kW chargers. I done recall ever getting much higher than 150 kW when I limited myself to a 150 charger. Of course the high charge rate drops only lasts a couple of minutes.

Using a 350 for a Mach E doesn’t save you much time if you’re doing a full charge (20-80% or thereabouts) but it can make a difference during a zap-and-dash stop.

 

[TheVirtualTim]

BTW, should mention that the max charge rate is different depending on whether you have a Standard Range vs. Extended Range battery pack (and I would think the LFP standard range probably has a different charge curve).

Standard Range = 115kW
Extended Range = 150kW

I have *briefly* seen the station charge at 168kW ... when the battery is mostly empty. It doesn't last long at that rate ... maybe a minute.

 

[luckie]

The highest rate of charge I have ever seen is 120 kW.

if you have a big battery and it’s down to 5% you’ll see 160kW even on the EA screen.

 

[Elmst-e]

In regards to preconditioning not working when nav. expires, I believe charge assist will do the same thing and does not use a subscription.

 

[RickMachE]

In regards to preconditioning not working when nav. expires, I believe charge assist will do the same thing and does not use a subscription.

I don't think so.

Charge Assist kicks to Navigation. If Navigation required a subscription to find chargers, it wouldn't work with Charge Assist either.

I think in the coming months, after Connected Navigation 3 year expires, we will find out what does and doesn’t work. We can speculate all we want.

 

[MellowJohnny]

<snip>
I routinely get average speeds of 68-71 on EVgo’s 100kW chargers. Temps have been more reasonable lately, around 40-45F.
</snip>

Same here - on 100 kWh dispensers I see *at most* 72 kW, usually settles in at about 65 to 67-ish.

Tried a new 150 kWh station last week and saw 85 kWh before it settled in at about 74 kW.

No preconditioning in either case - the network I use most does not appear in SYNC Nav, and the new station was a spur of the moment.

I have the SR pack.

 

[Teslaeata]

It may be different in the US what with larger areas to cover there and a seemingly a poorer charge station infrastructure so choice is more free and plentiful in UK.

It also means there’s no point over-thinking the charge process.

To that end, I don’t feel driven to using what I find is an inferior mapping system to Apple Maps to send me to charge points which fails to take account of preferred supplier and availability of use.

Individual apps do, however, provide real time data on availability meaning their use together with, IMO, a superior mapping system is preferable for me with the experience of buying c27,000 kWh of electrical energy for the car.

ER is rated at up to 11kWh on AC current (max 7.5kWh usually for single phase domestic supply).

11kWh AC is possible using a 3-phase supply, if you’re lucky as I have been to find your domestic properties were built with such a supply.

107kWh is the maximum DC rating for our cars according to published information, irrespective what the charge station tells you.

And then the charge rate dictated by what the car actually takes depends on state of the charge station, its temperature, whether sharing power across other stations at same location and also your car’s state including battery SoC, battery temperature etc.

Hence, there’s really no point trying to think and over-think things; too many imponderables!

So I tend to worry only about the things that are within my control.

I find the car’s predicted range usually sufficiently accurate to get me to charge stations anywhere, without relying in Ford’s inferior mapping, essentially avoiding aiming to arrive there with a silly low spare range so to avoid added pressure if upon arrival there is a problem at that station.

Then it’s a matter of taking whatever charge point’s available; 50kWh not really much use if a large additional range is required when busy and short of time when I’d just use the largest other that’s available but only to 80% because it’s not good etiquette to go further nor is it really a time-efficient way of charging to go beyond.

 

[SpeedRacer72]

^^^ This ^^^.

In translation - if the car knows it is heading to a DC Fast charging station, about 20+ miles out it will begin to prepare its battery to be in optimal "charge-receive" mode. Especially important during the Winter.

And the only way the car will know that it is heading to a DC fast charging point is if its built-in Synch NAV will tell it, meaning if the driver inputs a DC Fast charging point as a destination in the Synch NAV.

Not Car Play, not DC Fast charging apps like EA or Blink... the car will then not recognize that it's going to a DC Fast point and will not begin to prep the HV battery.

Good luck!

Does the car have any indications that it is preconditioning the battery?
I have used the Nav to go to a DCFC and cannot tell if the battery is preconditioning or not.
I am in California and so far the coldest it has been while I was driving to a DCFC was around 42°F
Not sure if the car will even precondition at that temperature.

 

[21st Century Pony]

Does the car have any indications that it is preconditioning the battery?
I have used the Nav to go to a DCFC and cannot tell if the battery is preconditioning or not.
I am in California and so far the coldest it has been while I was driving to a DCFC was around 42°F
Not sure if the car will even precondition at that temperature.

So no the car just does it in the background. No way to know unless you invest in a good OBDII dongle and track data with techie apps.

BTW this also helps in really hot months. The HV battery has a somewhat narrow range of happiness and anytime it needs adjustment in either direction to get preconditioned, the car will do it in the background... but again only if NAV knows you're heading to one of its DC Fast points.

A fellow member named Mach-Lee has written extensively on this in the past... I suggest using SEARCH for his name and keyword "preconditioning" for more tech-type info.

However, having now 54 thousand miles on my Mach E, I do know this works because over time I've seen it on my longer-range trips.

 

[bshaw]

No way to know unless you invest in a good OBDII dongle and track data with techie apps.

ODBII Dongle is about $20 and there are free apps. So, it takes a little bit of tech know-how, but the "investment" is not that much.

 

[Triggerhappy007]

So I tried preconditioning by putting a destination to a fast charger (the one I'm going to is new so it's not on the map yet so I picked another DC charger 5 miles away. Car Scanner says it uses almost 7 kW to precondition the battery. Ambient temp is 50F, battery temp went from 63F to 70F in about 5 minutes. Sceenshots below.

 

[echeck]

Setting the destination in the built-in navigation makes a huge difference. I took a 600 mile trip this past week in New England and in similar circumstances (SOC, drive time) I maxed at 76kWh to start without preconditioning. When I preconditioned prior to my next stop I got 168kWh to start. Both were 350kWh EA stations.

I’ve had a few similar experiences, so now I try to always put in the charger destination first, and then just go back to CarPlay.

 

[Electric Goat]

I wouldn't be surprised if the new HVBJB software limits peak charging rates. Back in 2021, my GT would peak at 160 kWh on an EA station sometimes. Now with the new software, even with pre-conditioning, I never see anything over 88 KWh. I used a 300 kWh station today and my peak was 88 kWh at 30% SoC... but who knows.

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