2025 Flash - Battery Size Determination PSA

[bmwhitetx]

I assumed my truck had 2 chargers, one being 110vac and the other being 220vac

i’m still confused, does the single charger accept 110 and 220v ? Do the duel chargers charge different parts of the hv battery or do they operate in parallel to charge the hv battery.

Here is a cut-down version of what the Workshop Manual says:

AC Charging
The SOBDM , also known as the On-board Battery Charger Control Module (BCCM) is a liquid-cooled component that charges the high voltage battery [from both 120V and 240V EVSEs]. ...The primary function of the Secondary On-Board Diagnostic Control Module A (SOBDM) is to coordinate charging operations and convert AC from the EVSE to DC. ....
Some vehicles are equipped with a secondary On-board Battery Charger Control Module (BCCM), also known as the GFM2 ... provides additional charging capacity for the high voltage battery when an high output level 2 EVSE is utilized. The primary On-board Battery Charger Control Module (BCCM), communicates and controls operations of the GFM2 via dedicated communication circuits.

While no amp limit is mentioned, the SOBDM (primary charger) is good for 48 amps so I suspect the GFM2 kicks in above 48A. But the manual doesn't say.

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[chl]

ER Battery difference of 8kWh and 20miles estimated range (6.25% range or 6.11% kWh) will save Ford some money and they probably figured buyers would not miss the 20 miles of range?

Dual AC-DC converters: They say the "secondary On-board Battery Charger Control Module (BCCM), also known as the GFM2 provides additional charging capacity for the high voltage battery when an high output level 2 EVSE is utilized..." does sound like it kicks in when the EVSE supplies (AC) current above 48A.

The ER Lightning has two onboard chargers, capable of converting a total of up to 19.2kW of power (80A at 240V).

With just one AC-DC converter, the SR Lightning can convert up to 11.520kW of power (48A at 240V).

19.2kW - 11.52kW = 7.680kW, so the second AC-DC converter does not need to operate at 48A.

I imagine they are two identical AC-DC converters and when operating at a total of 80A the current is split between them evenly 40A-40A under control of the BCCM's.

The 80A max AC current maybe a practical consideration wrt to home installation of the FCSP, the cooling needs of the converters, or some other factors.

Two 48A AC-DC converters should be able to handle 96A.
A 96A EVSE would have to be wired with 120A circuitry (the 80% continuous load rule) which might have been considered impractical for most residences?

Maybe someone on the design team has the answer to that?

 

[BSEE SPARKY]

ER Battery difference of 8kWh and 20miles estimated range (6.25% range or 6.11% kWh) will save Ford some money and they probably figured buyers would not miss the 20 miles of range?

Dual AC-DC converters: They say the "secondary On-board Battery Charger Control Module (BCCM), also known as the GFM2 provides additional charging capacity for the high voltage battery when an high output level 2 EVSE is utilized..." does sound like it kicks in when the EVSE supplies (AC) current above 48A.

The ER Lightning has two onboard chargers, capable of converting a total of up to 19.2kW of power (80A at 240V).

With just one AC-DC converter, the SR Lightning can convert up to 11.520kW of power (48A at 240V).

19.2kW - 11.52kW = 7.680kW, so the second AC-DC converter does not need to operate at 48A.

I imagine they are two identical AC-DC converters and when operating at a total of 80A the current is split between them evenly 40A-40A under control of the BCCM's.

The 80A max AC current maybe a practical consideration wrt to home installation of the FCSP, the cooling needs of the converters, or some other factors.

Two 48A AC-DC converters should be able to handle 96A.
A 96A EVSE would have to be wired with 120A circuitry (the 80% continuous load rule) which might have been considered impractical for most residences?

Maybe someone on the design team has the answer to that?

Is this a tariff thing? Don't the batteries come from China? Probably allows them to keep cost to produce closer to current.

 

[chl]

Is this a tariff thing? Don't the batteries come from China? Probably allows them to keep cost to produce closer to current.

If that were the case, would it only affect the Flash trim?

Also, the 131kWh battery was actually a 143kWh battery with 12kWh headroom for safety/longevity. The headroom buffer changes the depth of charge/discharge which helps battery health.

So the 122kWh battery is really something larger maybe 8% larger with the headroom, for what its worth. 131 is about 92% of 143.

AI tells me this:

"Ford is reducing the capacity of the F-150 Lightning Flash trim's extended battery from 131 kWh to 122 kWh as part of Job #2 production changes. This change affects the 2025 model year. While the specific reasons for this reduction aren't explicitly stated in the search results, it's likely due to a combination of factors, including potential cost savings, adjustments to battery cell chemistry, and changes in manufacturing processes."

"Looks like they are also getting rid of the spare tire. Replaced with a sealant kit and an inflator."

Some other speculation:

" Saves them some cost per truck and lets them stretch out their inventory of battery modules. Probably to hold them over until they start using the new batteries from their US plants later this year or next year."

 

[TaxmanHog]

Maybe someone on the design team has the answer to that?

https://www.f150lightningforum.com/...needs-a-new-onboard-charger.18265/post-366908

https://www.tascaparts.com/search?search_str=nl3z-10b689

https://www.tascaparts.com/search?search_str=PK4Z-10B689

 

[chl]

https://www.f150lightningforum.com/...needs-a-new-onboard-charger.18265/post-366908

https://www.tascaparts.com/search?search_str=nl3z-10b689

https://www.tascaparts.com/search?search_str=PK4Z-10B689

Big price differences...wow.

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