Ford F-150 Lightning Charging Curve! I Share Ford's Charging Strategy From 0-100% (Extended Range)

Kyle is back with another EV charging strategy analysis. In this video he is fast charging a Ford F-150 Lightning with a bunch of …

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Comment (22)

  1. How about paying a visit to Ford. Maybe they can give you and us some behind the scenes on how they charge and program their batteries

  2. Sounds like a charger shortfall in current delivering capability, it should be designed (and easily could be) to deliver maximum usable energy in KWH's to every vehicle. Moreover, the difference between a 400 & a 460 volt battery system is only a 13% difference and not very significant.

  3. Very interesting. Love the nerdy stuff. I have a Kia EV6 and don’t understand why charging is anywhere from 80-180 kw. I cannot precondition, cannot see battery temp and it doesn’t tell me anything wrong. Would love to understand all going on here.

  4. So if you can get 175Kw peak, should you use a 350 kw charger, some people thing you should not block that charger.

  5. IS the dip triggered by a temp sensor? Did you have carscanner running to see if temp jumps?

  6. Excellent job Kyle. Love the details. Don't understand how an extra compressor in the vapor compression cooling cycle could gove more cooling capacity if the mass of refrigerant stays the same. Maybe it doesn't in this case. Just a thought. I could be having a GCE as my instructors at power school called it. A gross conceptual error.

  7. Can you do an extended range test of the F-150 Lightning, while plugged to 240v inverter generator. For example every time the F-150 battery reach 5% you should start the generator and keep driving while it charges at the same time.

  8. To expand on and clarify my previous comment, I will point out some of the salient characteristics that must be considered in the design of any rechargeable battery pack. I neglected to mention that Ford is likely using some thermal protection algorithms to reduce battery temperature increases from the high current portion of it's charging cycle as well as BMS.

    Some lithium battery characteristics (will vary with the cell's chemistry):
    Vmax = 4.20
    Vco = 2.85
    V50% = 3.70
    Internal Resistance: – less is better but it can vary widely in cells of the same size, capacity and chemistry from the same manufacturer.
    Higher internal resistance generates higher resistive losses during both discharge and charging.
    Batteries lose capacity at lower temperatures. Optimal temperature for discharge and charging varies but is usually somewhat above room temperature. Warm but not too hot.
    Ideally battery packs are made of cells/pouches with similar internal resistance values (the better matched the better their combined performance).
    A pack can be made with numerous combinations of series and parallel connections. The Lightning for instance might use 88 cells in series to get 369.6V at the capacity of a single cell.
    – This unwieldly string would them be parallel connected to a sufficient number of identical strings to get the desired pack capacity. Many other combinations are possible.
    Typical balancing schemes: – bottom, top, passive and active. Each has it's place and purpose and I suspect a number of algorithms are used by Ford in this vehicle.
    Typical charging follows a CC/CV pattern. Charging at a constant current when voltage is low and then tapering the current near the top of the curve by holding a constant voltage.
    Limiting the charging current periodically allows for some cell balancing and also limits resistive heat losses in other components: – individual cells, high current contactors, high voltage wiring, onboard charger limits etc.

    This is by no means a totally comprehensive list of factors. No doubt Kyle will keep playing with the variables.

    We need some Porsche Taycan, Rivian and Lightning owners to graciously total their vehicles without damaging the charging components or the battery packs so that some enterprising
    companies or individuals can do a deep dive into the pack construction to provide a clearer picture of what is going on. None of manufacturers are likely to provide full schematics for
    their systems.

  9. yea…its fine is the best word i guess. given 90% of the truck bros will charge at home/work and dont do anything different than the soccer mom suvs, its fine. cant wait to try one in the wild.

  10. For the next lightning that you bring in for testing, you should get the smaller battery pack as that's going to be the one that most people purchase (me included). I'm interested in seeing how the charging curve for that truck compares to this one.

  11. Kyle do you use the data recording feature in Car Scanner? If so check it out because then you can plot out any variables you have recorded into pretty nice little graphs. Super helpful for your videos I would think. 😉

  12. The pack voltage of the Lightning is about the same as the Model 3, for me that’s ok.


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