I need someone to help me respond to this if possible.

[NW Ontario Ford Lightning]

For my property, with a large Inverter-solar-ESS (Energy Storage System Battery over 100kWh) I use the truck as a back up power source only to supply a DC charger feeding my main ESS. This has two benefits, and one drawback:

The two benefits:
1. The truck can supply a low but steady power supply of 2kWh per hour = 48kWh per day if needed, while my main ESS-inverters can supply any load on the property (even a Dryer, Compressor or Welder) with no impact on the truck at all.
2. The Truck's AC system remains isolated completely from the property AC system. No-connection required between the two. The truck's AC system supplies AC power to my DC charger, which supplies 48v DC to my ESS. There is no danger/hazard created and it is very simple.

The one drawback:
1. Double conversion: 300v DC Truck to AC Truck, then AC charger to 48v DC ESS voltage. There are losses due to the double conversion. The losses seem low in use.

Admittedly, this is not an option if you don't have a solar or ESS-Inverter system.

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[Jodokk]

For my property, with a large Inverter-solar-ESS (Energy Storage System Battery over 100kWh) I use the truck as a back up power source only to supply a DC charger feeding my main ESS. This has two benefits, and one drawback:

The two benefits:
1. The truck can supply a low but steady power supply of 2kWh per hour = 48kWh per day if needed, while my main ESS-inverters can supply any load on the property (even a Dryer, Compressor or Welder) with no impact on the truck at all.
2. The Truck's AC system remains isolated completely from the property AC system. No-connection required between the two. The truck's AC system supplies AC power to my DC charger, which supplies 48v DC to my ESS. There is no danger/hazard created and it is very simple.

The one drawback:
1. Double conversion: 300v DC Truck to AC Truck, then AC charger to 48v DC ESS voltage. There are losses due to the double conversion. The losses seem low in use.

Admittedly, this is not an option if you don't have a solar or ESS-Inverter system.

I really like that!
The efficiency issue doesn't override the numerous hurdles of bringing this other integration to coded commission imho.
My system is an Enphase legacy Iq7 microinverter-based 12.6kw solar array we installed ourselves.
Have the single Franklinwh battery with the Smart-circuit, and Generator Module upgrades.
I've been tweaking our generator percentages going back to the battery to keep the draw from house loads from crashing the truck's pro-power onboard system. (I have it at 20% rn). We are also using the cabin outlets to run our bedroom and our child's bedroom window AC units. (So we can access the whole truck battery.)
So far it's been frustrating but fun finding that happy medium.

 

[NW Ontario Ford Lightning]

Nice!
Our system is 13.8 kw of solar, on SRNE string inverters (two, with a third in the works as we plan expansion of the Solar to 18-19 kw (EVs are hungry loads to feed it seems).
For powering up, Air-Con can be a challenge - especially if there is no "soft-start" to lower the in-rush current upon start up.
I am not familiar with the Franklinwh-batteries, but
if your battery system can start up all your existing loads, then the Lightning can just be added via a AC-DC charger, supplying a charging current which doesn't have to match any of the existing loads on your ESS as long as you can normally start up these loads with your system.
With the 2024/5 model the Pro-power can be set to run with the truck off, in the Pro-power settings, which is handy. (not sure if this can be done with the earlier models now).

I set up my DC charger to 1.5kW to be a close match to our average 24-hour energy consumption (37kWh per full day) so the truck is basically 'trickle-charging" the main ESS battery pack via the charger. The truck doesn't need to match big start up loads, just match 24-hour consumption rate.
I am using the EG4 Chargeverter which can be set up for 240v or 120v AC supply by the user.

 

[Jodokk]

Nice set-up! I love learning more about these solutions.
Yes, I placed my Easystart Flex last week, and after some tweaking, it worked well. However, it did seem to go back through the "learning" cycle with the truck, as it did with the main house supply when firing up the AC. The first few times just slammed it.
As for the grounding challenges, I've pretty much decided to install an ATS, as several folks have mentioned here. The generator module in my Franklinwh system will be a redundancy, then.
The Franklin has to be tweaked by the installer to allow solar while the generator module is engaged of-grid.
With a regular transfer switch, the Lightning PPOB supply is just part of the main supply as far as the Franklin knows, and it will prioritize the solar, charge that 15kw peak power battery, feed the house, better adhere to code, and do what I want it to do. I have a 2022 Lariat, so I have to leave the truck "on."

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