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I don't mean to quibble over words, but it was 3+ weeks from when my F150L was towed out of my garage until when the dealer called to report the vehicle was ready. I was merely trying to point out that the A/B update system mentioned above didn't work in my case.

I don't think the A/B system is actually working. As I posted earlier, my truck was bricked by a failed OTA update and could not be driven. It took the dealer over three weeks to resolve this issue. I never saw any option to revert to the A software.

I agree with this, but you can cause similar battery cycling by using the onboard inverters and Pro Power, although it would involve more manual steps.

In my opinion this proprietary communication between the truck and the HIS is a major drawback to the whole F150L-to-house setup. Ford could increase the value of the truck as a battery backup if this communication used an open-source protocol.

I'm not crazy about the little flip-down door that covers the DC charging pins. It feels flimsy and I don't think it will last long. And since I charge at home with the FCSP, I always have to flip it down.

I received this recall notice, but when I called the dealership they said my truck was not affected. Should I believe them?

Followup on my post about an OTA update bricking my F150L: After 22 days at the dealer (from whom I purchased the truck), repairs were completed, including the BMS sensor recall. To their credit, the Ford Customer Relationship Center was very responsive, calling frequently to update me on the...

It's nice to hear this is standard practice most everywhere. I realize a truck in not a telephone switching system. Fortunately this outage occurred at my home, and not as I was returning from a hike at some remote out-of-cell-range trailhead here in Colorado, where a bricked truck could have...

The problem is the proprietary signaling required for the truck to output HVDC. Ford has crippled a potentially very useful feature for reasons that are not clear.

It did not.

It would have been nice if the error message included that information, but it did not. A general principle in software engineering is that if an update fails, the software simply reverts to the previously working version. I think this is poor software design.

When I tried to start my F150L yesterday afternoon I received the message below on the display. I will say that the Ford Customer Relationship Center was very responsive and the vehicle was under tow within a few hours. The dealership called the next morning (they were closed when the tow...

I couldn't agree more with this. I don't think Ford should run ads showing a F150L powering a house until this comes to pass.

You have to hook up the temperature transducer to get a reading.

Amazon reports that this blade does not fit a 2023 F150L. Are they wrong?

I was uncertain how this would work, but Maquis is right. With no neutral wire the current is equal through each leg of the 240V supply. My meter reads 76-77A when charging after a few minutes.

Happy to help - Terminals 1 and 2 connect to the round black inductor (current transformer), which is placed around either of the 240V leads (either A(L1) or B(N)) connecting your FCSP to your electrical panel (thick black and red wires in my picture above). The inductor senses the magnetic...

Like many I can't get my FCSP to remain connected on a regular basis. The readings from the KWS-AC301 correspond very closely with those I get from my (much more expensive) Amprobe clamp-on ammeter.

I ran a cable from the meter to my utility room/internet hub while I had the wall open,, but I haven't wired it up yet. I'm not sure I would ever need that data; I'm mostly concerned about how much total power the FCSP uses in a month, and the meter alone gives me that.

Here's a closeup of the KWS-AC301 meter in action that somehow was deleted from the original post: