No Full Charge. Too cold

[Maquis]

One thing to note:
A Flash (or any other EV with a 48A on board charger) will never input more than 48A to the vehicle. So the net charge rate will reduced by the power required to run the heater. The vehicle cannot get “extra” power from an 80A EVSE to power the heater.

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[htobin]

We have a Lectron charger. Truck charged to 100%. Temperature here is 11°.

 

[PJnc284]

One thing to note:
A Flash (or any other EV with a 48A on board charger) will never input more than 48A to the vehicle. So the net charge rate will reduced by the power required to run the heater. The vehicle cannot get “extra” power from an 80A EVSE to power the heater.

It should be noted that there are unicorn fleet ordered pro and flash trims out there with dual on-board chargers. Few and far between though.

 

[chl]

You might verify the max current set in your EVSE (FCSP?).
One time my FCSP decreased the max charge set point on it's own, maybe after an update.
I have a Pro with the SR battery, so the max charge rate it can accommodate is 48A.

During charging, the Ford app can tell you what rate you are charging at. When set at 48A the app usually shows a current of 43A with my truck (take the power in kW and divide by 240V). There is always some losses due to various factors such as wire resistance.

The Ford app should be able to connect to the FCSP so you can see how much energy was used during the charge session under the "Insights" section on that day.

The Ford app will open the FCSP setup app to make the connection.

That "Insights" section number will include any energy used for battery warming.

The Ford app charge history will tell you how much energy was added to the battery.

If you compare the two you can see how much energy was either lost or used to warm the battery.

Note that the Ford app seems to round things off or truncate any decimals, the Insights number will include decimals.

If this was a sudden change in what you normally see during charging, and there was no change in the max current setting, or any other variable such as start time, percent, end time, etc., then it could be a sign of a problem with the truck.

Potential problems could include the on-board charger (used for L2 AC charging) and the High Voltage Battery.

Both would be covered under warranty.

If you try charging to 80% at a DC charger and can't get there, that would be a sign of a problem with the HV battery.

 

[Adventureboy]

This actually sounds about right for a cold day. Charging at 48 amps (that's all your 2024 can accept) will net 10.5kw to the battery on a normal temperate day. If your battery is cold-soaked, it can take more than an hour just to bring the battery up to charging temperature before it starts adding energy to the battery. That warming energy won't get recorded by the truck charge logs. The charging history only tracks the net addition to the battery, not the power used for overhead or to warm it up before charging (and keep it warm).

Here is an extreme example. We had a cold night a couple of days ago - about 0°F. I didn't plug the truck in until 5:30 am since I was charging my wife's MME overnight on our 40-amp EVSE. The truck battery was fully cold-soaked after sitting all evening/night. My EVSE tracked 16kwh in just over 1.5 hours and I gained only 1.3kwh to the battery according to the charge log. It used most of the power to heat the battery to charging temperatures.

As I said, this is an extreme example because the battery was cold-soaked, and I only had it plugged in for 1.5 hours. In your case, you may have lost more than an hour in the same way and had a shorter time to charge the battery.

 

[RLXXI]

One thing to note:
A Flash (or any other EV with a 48A on board charger) will never input more than 48A to the vehicle. So the net charge rate will reduced by the power required to run the heater. The vehicle cannot get “extra” power from an 80A EVSE to power the heater.

Also of note charge rate will decrease even further as you approach 100%, starts out at 10.5kW and when it hits 95% it drops to 8.5 then again at 97% to 6.5 to 100% Was watching it just today prepping for any power outages we might get from this deep freeze we're supposed to get.

 

[chl]

Didn't fleet versions of the 2024 flash come with dual chargers as an option?
And the 131kWh ER battery?

Maybe the OP has that option?
He didn't specify.

The FCSP "Insights" will tell you how much energy was used in total, including the battery warming and the wasted to loss energy although it does not differentiate between them and the charging energy.

The Ford app will only tell you how much was added to the battery.

When it is that cold, the OP should have his truck plugged in when not in use so the battery can be kept warm using grid power, then it won't get cold-soaked.

And start charging earlier if the 8 hours in his example is not long enough to get to the target SOC.

To better analyze the original post question, it would be good to know the battery size and charger configuration, e.g., whether it was a fleet vehicle with dual chargers and 131kWh battery.

 

[NW Ontario Ford Lightning]

It was -35C here, (-31F) and my truck charged overnight on a 24A L2 charger in my carport outside. My perferred charging time is 11pm to 7am (to match ToU low overnight rate) but I put the truck on plug as soon as I get in about 5:30pm and I notice it does pull some power from 5:30 to 11pm - I assume to keep the battery ready to charge at the perfered time. My Grizzl-E L2 charger is set to 24A (supplied by 30A circ.) and charges the truck up every night.

 

[blb228]

It should be noted that there are unicorn fleet ordered pro and flash trims out there with dual on-board chargers. Few and far between though.

How can this be determined?

 

[Adventureboy]

When it is that cold, the OP should have his truck plugged in when not in use so the battery can be kept warm using grid power, then it won't get cold-soaked.

I have not seen the truck draw power outside of the charge window if you have one set, unless it calculates it can't hit SOC within the window. I'm pretty sure it only keeps the battery warm if it is inside your charge window.

 

[Adventureboy]

It was -35C here, (-31F) and my truck charged overnight on a 24A L2 charger in my carport outside. My perferred charging time is 11pm to 7am (to match ToU low overnight rate) but I put the truck on plug as soon as I get in about 5:30pm and I notice it does pull some power from 5:30 to 11pm - I assume to keep the battery ready to charge at the perfered time. My Grizzl-E L2 charger is set to 24A (supplied by 30A circ.) and charges the truck up every night.

With a 24A EVSE, your truck will start charging immediately on plug-in if it determines it can't hit SOC target in your window with that power level. You'll see it draw power when you plug in until it calculates that it has enough to get to your target SOC within the window, then it will shut off until your window opens.

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