I'll keep everyone informed but, at this point, have no high expectations. I am almost positive it will be " you don't drive it enough" even though I got the low battery warning the day after a highway trip of over 100 miles which should have fully charged the battery.
No. Let then test it in its worst condition. My September 23 Hybrid is currently on its third battery under warranty.
That's the plan - this top-off charge was the only planned help.
I was thinking. And it may be a good idea to just simply request that they perform the update to get it over with while still under warranty, That way you'll know that you've done absolutely EVERYTHING. They shouldn't mind because at this time Ford hasn't given a specific labor time. So until they do, we can charge them actual time instead of what they determine in their minds . And after the update, just drive it without even paying attention to the daily ups and downs. I've noticed vehicles (hybrid and non hybrid) come in with the battery state of charge all over the place . So unless there's a problem specifically related to the battery, I don't even pay attention to itThat's the plan - this top-off charge was the only planned help.
I'm convinced I've been driving on 2 bad cells for awhile now, and a 3rd was added this week causing the nose dive in SOC and radio screen warning about low battery.
In this case after 3 days of extended driving 2 trips daily at 30 min each, compared to normal 2x 15 min.
Considering the charging strategy doesn't want to get over 85% SOC anyway, you might say that is 14.2% per cell provided.
Since last fall it never really went over that 4x14.2 = 57% except very long trip drive, and then it dropped within an hour to 55 or below. So couldn't hold a charge.
Monday morning after those long drives - 47%, then down to 40/41%, so 3x14.2 = 42.5%.
I'm assuming the remaining 3 cells were probably not great, which allowed them to probably test to the below 40% that seems to be the warranty level.
Anyway, I'm sure my slow discharge will happen again over extended time.
I've been tracking the PID for Battery Quiescent Low Range battery drain since I found it, after almost every long park - and scanning thru written notes it's a decent minority for the acceptable 25-50 mAh, but most of the short stops where it goes into sleep mode quickly and longer stops seems to be around 60-70 mAh. (but I'm not sure if the reading is a max or avg, but seems like max figure)
So it's not a huge draw after the potential 75 min max to turn totally off (except TCU).
More the problem is the willingness of system to not attempt to charge enough to equal or overcome the amount of discharge it tracks.
Now, only a negative balance of 2.x Ah (30 vs 32) over 261 days isn't that huge, but that's the point, the system should be able to charge just a bit longer at higher rates on each drive to make it equal at least. It had reached 3.x Ah near time of battery death. So perhaps all my charging logs is based on 2 bad cells and max ability for power to 4 good ones.
Then again I did the Battery Sensor reset last summer after a recharge in testing that recommendation (did nothing) so I lost the cumulative figures at that point, so it could be the initial 2 cells died during a more extreme difference in initial 5 months, and with 2 bad cells just couldn't keep up anymore.
I know a running fan takes Amps not mAmps, so pretty sure even the 27 Ah discharge over 261 days isn't likely a fan before sleep mode - maybe a couple times?
But really the system wouldn't need much to make it up anyway. Don't drop to 0-1 A charging rate within 15 or less minutes.
. At any rate, thus far we've had good experience with the update once Ford got the programming right and it didn't zap the module.
that is all over my head but glad to have someone tech savvy on this group like you.That's the plan - this top-off charge was the only planned help.
I'm convinced I've been driving on 2 bad cells for awhile now, and a 3rd was added this week causing the nose dive in SOC and radio screen warning about low battery.
In this case after 3 days of extended driving 2 trips daily at 30 min each, compared to normal 2x 15 min.
Considering the charging strategy doesn't want to get over 85% SOC anyway, you might say that is 14.2% per cell provided.
Since last fall it never really went over that 4x14.2 = 57% except very long trip drive, and then it dropped within an hour to 55 or below. So couldn't hold a charge.
Monday morning after those long drives - 47%, then down to 40/41%, so 3x14.2 = 42.5%.
I'm assuming the remaining 3 cells were probably not great, which allowed them to probably test to the below 40% that seems to be the warranty level.
Anyway, I'm sure my slow discharge will happen again over extended time.
I've been tracking the PID for Battery Quiescent Low Range battery drain since I found it, after almost every long park - and scanning thru written notes it's a decent minority for the acceptable 25-50 mAh, but most of the short stops where it goes into sleep mode quickly and longer stops seems to be around 60-70 mAh. (but I'm not sure if the reading is a max or avg, but seems like max figure)
So it's not a huge draw after the potential 75 min max to turn totally off (except TCU).
More the problem is the willingness of system to not attempt to charge enough to equal or overcome the amount of discharge it tracks.
Now, only a negative balance of 2.x Ah (30 vs 32) over 261 days isn't that huge, but that's the point, the system should be able to charge just a bit longer at higher rates on each drive to make it equal at least. It had reached 3.x Ah near time of battery death. So perhaps all my charging logs is based on 2 bad cells and max ability for power to 4 good ones.
Then again I did the Battery Sensor reset last summer after a recharge in testing that recommendation (did nothing) so I lost the cumulative figures at that point, so it could be the initial 2 cells died during a more extreme difference in initial 5 months, and with 2 bad cells just couldn't keep up anymore.
I know a running fan takes Amps not mAmps, so pretty sure even the 27 Ah discharge over 261 days isn't likely a fan before sleep mode - maybe a couple times?
But really the system wouldn't need much to make it up anyway. Don't drop to 0-1 A charging rate within 15 or less minutes.
Did you replace it with an AGM battery?
AGM isn't a warranty replacement for a Flooded Lead Acid battery.
5 days after they picked up the truck (7 days since a full charge) it has gone in low battery mode again. Getting closer and closer to a lemon law claim over a seemingly solvable issue.
An AGM is somewhat more resistant to sulfation, so it will still fail but take longer to do so. The fix is still the same - Ford to provide the correct BMS programming that charges the battery to as-designed levels instead of leaving it chronically undercharged.
Yes. The replacement recommended by Ford was an agm battery with 470 CCA vs the 390 amps of the OEM battery.
I may be mistaken. I'll check again to make sure. But I do know it's a 470 CCA. I do know that the Ecoboost batteries are replaced with an AGM when we perform the recall. Maybe I was conflating the two.
Nope, they replace EFL with EFL on the 22-24 models, and on the 25s, AGM with AGM under warranty.
For the Battery recall 25S02 specifically has us to replace the original EFB (ENHANCED FLOODED BATTERY) battery with an AGM BATTERY in the bronco sport and Ecoboost Mavericks. The instructions are to inspect the vehicle. If it has the original EFB battery or a NON FORD battery, then we are to replace it with a new AGM BATTERY. I've performed several. So I actually remember the technical instructions
