Missing functions on recently bought mach e.

[Gwgarrett77]

Well, I gave it two days and called to check in. The service manager said he was just back there checking on it and this 12v battery is not holding its charge either... I asked about the power supply and they assured be they were hooking it up to an external power source. So I was informed they had to order another 12v battery that will be here tomorrow. Seems crazy to me.

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[Hammered]

Well, Hertz just picked me up. Not the sign I was hoping for. Tech advised me the 12v wasn't holding the charge so none of the updates would go through? I charged the main battery up for today... Figures the other one would get me. The fact that they gave me a rental makes me think it's not a quick fix.

Oh man, run from that dealer and don't ever return. The IPMA update needs about 6 MME AGM batts worth of power to complete, ~120ah of energy. Consecutive updates don't turn on power long enough between them to get any meaningful charge. I have a 220ah LFP I set in the frunk for updates connected up via 10ga little jumpers to my 40a anderson I put in for that purpose. With the batt secured after a few short trips it will fully charge it back up.

 

[Gwgarrett77]

They still have the car... Trying to contact Ford customer service has been no help. They just redirect me to the dealer.

 

[HuntingPudel]

<SNIP>
Techs really, really, (really) do not like having to take the left side and back cover panels off the car to get to the jump points to connect up their powersupply. So a lot of them try to cheat and not use a powersupply at all, and then have programming failures when the little 12V battery drops to around 10.0 volts during the programming run. ....and all they had to do was follow instructions.....and use a powersupply.

Yep. Ford didn’t need to go this far:

But they could have easily made a door in that left panel above the positive jump point and ground point. ?‍?

 

[HuntingPudel]

They still have the car... Trying to contact Ford customer service has been no help. They just redirect me to the dealer.

Call 1-800-392-3673 and ask for the BEV (Battery Electric Vehicle) Team. They might be a little more able to help. ?‍?

 

[Gwgarrett77]

Still at the dealership. Tuesday will be 2 weeks. They have been back and forth with tech support at Ford. Escalated to a level 4? Sounds like there is a specialized tech coming out now.

 

[Logal727]

I guarantee they are hooking up to the wrong battery terminals….

 

[Hammered]

I guarantee they are hooking up to the wrong battery terminals….

I hate to have to be the one to point out the obvious, but you can connect to any part of the 12v system under hood for these operations. The 'jump' point is easier to attach to but it's all interconnected. It really doesn't matter at all.

 

[Neil4Real]

I hate to have to be the one to point out the obvious, but you can connect to any part of the 12v system under hood for these operations. The 'jump' point is easier to attach to but it's all interconnected. It really doesn't matter at all.

If you connect to the jump points that just pop the frunk, hidden behind the little trim piece in the bumper, that won't charge the battery. That is purely to open the frunk if the battery is dead.

 

[Hammered]

If you connect to the jump points that just pop the frunk, hidden behind the little trim piece in the bumper, that won't charge the battery. That is purely to open the frunk if the battery is dead.

Those are neither 'jump points' nor battery terminals. This is abundantly clear in the manuals techs follow for their procedures. Only EV cert'd techs are allowed to touch the cars.

 

[HuntingPudel]

I hate to have to be the one to point out the obvious, but you can connect to any part of the 12v system under hood for these operations. The 'jump' point is easier to attach to but it's all interconnected. It really doesn't matter at all.

The BMS is attached to the negative cable that grounds to the chassis. One is not supposed to connect directly to the negative terminal of the battery because it bypasses the BMS. The conveniently located negative jump point is the Ford-approved terminal for that. You are correct that the positive jump point doesn’t matter. ??

 

[Hammered]

The BMS is attached to the negative cable that grounds to the chassis. One is not supposed to connect directly to the negative terminal of the battery because it bypasses the BMS. The conveniently located negative jump point is the Ford-approved terminal for that. You are correct that the positive jump point doesn’t matter. ??

The ford 12v BMS is mostly useless (for me, entirely useless). Besides, when connected to a charger, the DC/DC turns on voltage to 15v during the charge session. Post charging the BMS resets.

 

[RickMachE]

The ford 12v BMS is mostly useless (for me, entirely useless). Besides, when connected to a charger, the DC/DC turns on voltage to 15v during the charge session. Post charging the BMS resets.

When my Lightning was receiving an entire day of updates, tech connected power supply to battery. Updates started failing after a while, because while the battery was fully charged, the system can't see that, so the module updates failed. Two members here correctly diagnosed the issue watching FDRS and the picture my salesperson sent me. Cable was moved to negative jump post, and updates completed.

 

[Hammered]

When my Lightning was receiving an entire day of updates, tech connected power supply to battery. Updates started failing after a while, because while the battery was fully charged, the system can't see that, so the module updates failed. Two members here correctly diagnosed the issue watching FDRS and the picture my salesperson sent me. Cable was moved to negative jump post, and updates completed.

That's strange, I've connected up my 280ah LFP batt directly to batts in both of my fords and ran a days worth of updates with no issue. I keep a LFP in my F150 and its resting voltage is 13.3v. I've done extensive testing to determine the logic of the worthless BMS and have found how to keep 12v generation alive. The PB F150 has the same 12v logic of the BEVs with identical charging system in that it uses the 220a DC/DC to power the 12v system. In order to keep 12v generation alive while the key is on, the keyfob must be in the vehicle and the HVAC blower motor must be set to position 5 or higher (and the doors closed).

 

[Gwgarrett77]

18 Jun '21 build date, Job 1 car.

Here's the list of available software updates:

I'm not really sure what they're up to right now.

I see in the session log that they've expressed an interest in three of the modules involved in cruise control (CMR, CCM, and IPMA) but no actual programming of any updates has taken place. As you can see by the log below:

Any lines in the session log prefaced by the term "PTS:" is the tech or a service advisor looking up procedures or information in the companion system to FDRS which is PTS. In normal circumstances when a module is updated that item in the line sequence becomes a hyperlink that when selected expands to show the dialog text and the techs responses to each dialog choice. No updates have so far been attempted that I can see. If you take note of the lines for the CMR, CCM and IPMA and look at the timestamps they all start and end in the same minute. Which means if the tech selected them...he or she then backed out before actually doing anything.

Let us know what the outcome is.

Thanks

Mike, any chance you could take a look at the updates on my vin again and see if they've gotten anywhere? It's been two weeks and I really haven't heard much.

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