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The “reality” of satisfactory OTA update practices was established before Ford ever made a MME or F150L. It doesn’t have to be that way, for Ford owners.

At the risk of being “one of those guys,” my naïveté has been conditioned by the manufacturer of my two other vehicles. OTA updates are frequent, universal, beneficial and timely. Usually in a matter of days to a couple of weeks, every vehicle on the road has received the same update (tailored...

I respectfully disagree. His expectations are fully in line with: 1) Ford’s oft-stated promises of regular OTA updates, and 2) customer experience expectation for a new (flagship?) vehicle at the purchase price of an F150 Lightning.

Agreed. Received mine yesterday as well. Very solidly built, but wish that cable lock switch had some bright paint underneath it, or other visible indicator for locked/unlocked position.

Which lock are we talking about, being tricky to engage? (there are two locks, right? one to lock the adapter to the charge cable, and one to lock the adapter to the truck’s charge port)

I got a July ship date, ordered 2/29/24 1pm. I wonder if they’re prioritizing the adapter orders based upon our trucks’ delivery dates? (2022s first, then 2023s, etc.)

DCFCs in urban areas are like laundromats: the people who use them lack the basic appliances at their homes. As the DCFC networks expand (at taxpayer expense) the question of priorities remains: are DCFC primarily to enable long-distance EV driving, or to provide facilities for locals in...

However, it’s definitely our problem when Tesla drivers get p.o.’d because we’re taking up two spaces at a Supercharger. I’d pay for a cable (or better still, an adapter with an extension cable permanently attached), just to avoid the inevitable confrontations.

You’re referring to “Lane Keeping,” not “Lane Centering.” The former is the basic older technology, that vibrates if you drift, and can be set to intervene to keep you in your lane (hence Lane “Keeping”), but the result is ping-ponging from left to right within your lane; all Lightnings have it...

I’ve never gotten OTA updates before, but this one downloaded and installed flawlessly. I don’t think lack of OTA updates is a technical problem- I think Ford doesn’t want to do the updates, for some reason of theirs.

I don’t see how- 210kW would require like 600+amps, and there isn’t a known DCFC, including the new Mercedes units, that outputs over 500amps (charger cables can’t handle more than that, typically). Since the new Mercedes 400kW chargers are apparently limited to 500A, so it will be just like...

I would have expected that Uber/Lyft drivers, of all people, would know what their $time is worth, unplug when they see charging slow down to a glacial pace, and go grab another fare….instead of sitting there in top-charge Purgatory.

There’s a bit of a learning curve, especially for people who avoided high school physics and never learned basics like watts=volts x amps, or that kW is a measure of power, while kWh are the units of stored/consumed electricity (kW and kWh are not interchangeable). However, EV drivers shouldn’t...

You were almost certainly pulling 500A, in both cases (162kW vs 167kW was probably due to two slightly different battery pack voltages during the max charging power part of the charge curve). Only with 500A are you going to see 160kW+ charge rates; it’s all about the current!

I’ll bet you were pulling 500A when you saw 157kW. Only on a 350!

Apparently, the new Mercedes chargers are limited to 500A, so it will be just like charging at an EA 350kW (500A output). Our trucks throttle down the current as the pack charges up, but maximum charge rates on Lightnings depend on only one thing: the current output from the charger. 400kW...

I blame that situation partly on VW’s “3 Years of Free Charging” at EA, and the rest on an obvious lack of courtesy and consideration for others. I’ve found that most EV drivers aren’t that rude.

Yes, I have read the same things you have, including that SR packs can’t charge at rates higher than 120kW (my SR reaches 170, and holds levels higher than 120 for a significant portion of the charge curve). However, I think those specs were probably written before 500A DCFC was commonly...

I think it’s a great idea for you to go on parking at the old 150s, and leave the 350s for me and others who are in a hurry.

It’s all about the current (amps) not the advertised power (kW)! To reach max charging rates, the dispenser has to be able to output 500A (EA 350s do, but EA 150s only output 350A). The SR and the ER will BOTH reach charging rates of 170kW (regardless of Ford marketing specs written before EA...