Hazmat
Member
- Thread starter
- #1
First a little about me. Live in NE MA so high electricity costs and winter plays into range etc. Not my first EV (we have had a Hyundai Ioniq 5 for 1.5 years 25K miles). This is my 6th Ford truck - dating back to a 1985 Ford F150 XL regular cab thru #5 2022 F450 Platinum diesel which we still own for 5th wheel towing. Also have a Volvo XC60 plug in hybrid. I installed a retrax roll up tonneau cover.
Arrived the first week in January with 24K miles - have put a little under 1K miles on it so far. Haven't been commuting in it since I broke my ankle in late December and have been working remote. General commute is 50 miles RT and we ski every weekend (190 miles one way to our rented house = 400+ with the trip to the mountain).
The good:
rides great, drives great.
frunk is underrated feature on a truck. No more stuffing groceries in the back seat and hoping the dog doesn't eat them. No more small items sliding around the pickup bed.
Dog's love trucks - our pooch is thrilled to be in the back seat vs. the cargo hatch.
Perfect ski truck - boots in the frunk or back seat (warming if you have heaters) and skis in the bed - don't have to climb up to a ski box. Handles snow with the best of them - especially with winter tires (Nokian Hakka R5s)
The bad:
Operating cost:
Not surprising given physics and all that - thirsty for electrons and slow charging compared to the Ioniq 5. For fun I used ABRP to look at a road trip to Cleveland OH (daughter is out there at school). 2 hours of charging for the lighting, 1 hour for the ioniq for the ~700 mile trip. This is due to both consumption and charging curve. Don't expect to save $ on "fuel" just because it is electric if you're in a high electricity cost region. Sure its better than my 450, but with $0.30 /kWH electricity - $4 a gallon gas a car with 25mpg will be less expensive. This ignores maintenance expenses. Only marginal savings compared to an ICE version F150 at least in my area.
Software:
For all the warnings about not charging to 100% they sure do make it difficult to change the charging limit. Come on Ford - do you even benchmark? on the Hyundai I can simply open the app on my phone and make a change. Generally 80-90% is more than enough for daily driving, but we head up to ski every weekend and its 190 miles one way. With cold weather, elevation gain and wind, I need 100% to make it w/o charging and have a reasonable buffer (it's not uncommon for power to go out in storms, our rental ski house has no backup generator). Having to go to the truck to change to 100% is a royal pain -especially for anyone who has mobility issues (I'm on crutches with the broken ankle).
Profiles change too much. I get seat position etc. but to have different charging limits and navigation favorites depending on profile is counterproductive.
NEWS FLASH - some of us use their trucks where there is poor or no cell service. Fordpass app won't communicate over wifi - super annoying to have to go outside in below 0 weather to preheat the cabin.
A universal EV gripe: For the love of god can you please tell me when I'm getting a "slower" DC fast charge session if its the vehicle or the charger. I'm a nerd and have since setup car scanner but my wife has no interest and is appropriately complaining - why is it so slow. (only pulling 60kW on a 125kW charger at 40% SOC)- granted it was 0 degrees F, but truck was preconditioned before we left, and charger was entered into nav system as destination - assume it was preconditioning again. A simple message - "charging power limited to xx kW due to vehicle battery temperature / charging curve etc. " or "charging power limited to xx kW due to charger" would be fantastic. Also Ford - show me the charging progress on a screen and the app so I don't need to use binoculars to look at the screen on the charger. I usually just use the charger's app to see how its doing.
Tell me it is preconditioning enroute to a charger. Hyundai puts a coil icon over the battery.
Manual preconditioning - set a 15 min limit if you need to.
Other:
9.6kW L2 (40AMP) is marginal for deep charging on a short overnight - especially given charge rate above 90% ramps down even on Level 2. Assuming a scenario where you leave after work to drive to a ski house and only have 8 hours before you depart for first chair - max 77kWH delivered (less any losses and battery warming).
The gear selector is janky - get it up on the dash as a rotary dial or a steering column stalk.
Could use a snow drive mode - my F450 has it - would be good for inexperienced drivers (i.e. my teenagers). Make drive modes a button instead of burying in the settings.
The unexpected
Can't decide which way to park when loading for a weekend getaway - face the frunk or the bed towards the house?
Blue cruise is an interesting novelty. I'd say reduces fatigue - but honestly to me - the hands free isn't that much better than the lane keeping. And - Why no warning chime when I need to take over?
Overall - most of my gripes are software related - hoping Ford will continue to support and update the truck.
Is there a "suggestions for Ford" thread somewhere.
Arrived the first week in January with 24K miles - have put a little under 1K miles on it so far. Haven't been commuting in it since I broke my ankle in late December and have been working remote. General commute is 50 miles RT and we ski every weekend (190 miles one way to our rented house = 400+ with the trip to the mountain).
The good:
rides great, drives great.
frunk is underrated feature on a truck. No more stuffing groceries in the back seat and hoping the dog doesn't eat them. No more small items sliding around the pickup bed.
Dog's love trucks - our pooch is thrilled to be in the back seat vs. the cargo hatch.
Perfect ski truck - boots in the frunk or back seat (warming if you have heaters) and skis in the bed - don't have to climb up to a ski box. Handles snow with the best of them - especially with winter tires (Nokian Hakka R5s)
The bad:
Operating cost:
Not surprising given physics and all that - thirsty for electrons and slow charging compared to the Ioniq 5. For fun I used ABRP to look at a road trip to Cleveland OH (daughter is out there at school). 2 hours of charging for the lighting, 1 hour for the ioniq for the ~700 mile trip. This is due to both consumption and charging curve. Don't expect to save $ on "fuel" just because it is electric if you're in a high electricity cost region. Sure its better than my 450, but with $0.30 /kWH electricity - $4 a gallon gas a car with 25mpg will be less expensive. This ignores maintenance expenses. Only marginal savings compared to an ICE version F150 at least in my area.
Software:
For all the warnings about not charging to 100% they sure do make it difficult to change the charging limit. Come on Ford - do you even benchmark? on the Hyundai I can simply open the app on my phone and make a change. Generally 80-90% is more than enough for daily driving, but we head up to ski every weekend and its 190 miles one way. With cold weather, elevation gain and wind, I need 100% to make it w/o charging and have a reasonable buffer (it's not uncommon for power to go out in storms, our rental ski house has no backup generator). Having to go to the truck to change to 100% is a royal pain -especially for anyone who has mobility issues (I'm on crutches with the broken ankle).
Profiles change too much. I get seat position etc. but to have different charging limits and navigation favorites depending on profile is counterproductive.
NEWS FLASH - some of us use their trucks where there is poor or no cell service. Fordpass app won't communicate over wifi - super annoying to have to go outside in below 0 weather to preheat the cabin.
A universal EV gripe: For the love of god can you please tell me when I'm getting a "slower" DC fast charge session if its the vehicle or the charger. I'm a nerd and have since setup car scanner but my wife has no interest and is appropriately complaining - why is it so slow. (only pulling 60kW on a 125kW charger at 40% SOC)- granted it was 0 degrees F, but truck was preconditioned before we left, and charger was entered into nav system as destination - assume it was preconditioning again. A simple message - "charging power limited to xx kW due to vehicle battery temperature / charging curve etc. " or "charging power limited to xx kW due to charger" would be fantastic. Also Ford - show me the charging progress on a screen and the app so I don't need to use binoculars to look at the screen on the charger. I usually just use the charger's app to see how its doing.
Tell me it is preconditioning enroute to a charger. Hyundai puts a coil icon over the battery.
Manual preconditioning - set a 15 min limit if you need to.
Other:
9.6kW L2 (40AMP) is marginal for deep charging on a short overnight - especially given charge rate above 90% ramps down even on Level 2. Assuming a scenario where you leave after work to drive to a ski house and only have 8 hours before you depart for first chair - max 77kWH delivered (less any losses and battery warming).
The gear selector is janky - get it up on the dash as a rotary dial or a steering column stalk.
Could use a snow drive mode - my F450 has it - would be good for inexperienced drivers (i.e. my teenagers). Make drive modes a button instead of burying in the settings.
The unexpected
Can't decide which way to park when loading for a weekend getaway - face the frunk or the bed towards the house?
Blue cruise is an interesting novelty. I'd say reduces fatigue - but honestly to me - the hands free isn't that much better than the lane keeping. And - Why no warning chime when I need to take over?
Overall - most of my gripes are software related - hoping Ford will continue to support and update the truck.
Is there a "suggestions for Ford" thread somewhere.
Sponsored
.
