Takes up to 12 hours. Several for battery to settle. Does it accept charging like a standard flooded, sealed, agm, deep cycle? What is apparent sulfation? Etc.... in the good ole days we just wasted gas and time possibly overcharging which would hurt mpg meeting the cafe standards. Makes perfect sense... Variables from relays and possible current leaks through non air gap solid state switches could also be affecting things.
Evidently so because every manufacturer has a similar thing .
At our dealership we fully charge the battery with the Ford diagnostic charger, then we do a Bms reset. That's the quickest way and ensures that it's fully charged. Absent that, doing a Bms reset, driving the vehicle for a while, and letting it sit overnight pretty much does the trick.
Sure - because it's a user replaceable item - which means there is opportunity for wrong spec'd size to be put in, and not installed correctly.
The cellular connects the first thing when truck is started. I would expect the most interfacing would be the wifi connection to your cell phone just in case you would be trying to contact the truck. Your fob in your pocket won't go to sleep and if you are within range of the truck every time you scratch something perhaps the truck is keeping up with the fob? Or ???
It may marginally do so. But to be honest, that's not the problem. The amount of extra power that it uses will in no way account for the extra drainage. Those that drain do so whether they are close to a tower or not. Those that don't have an excessive drain, don't drain wherever they are. And almost anything that seems to be a solution is usually coincidental. I advise everyone that has a problem to go ahead and get the accm updated. That way, Ford will have idea of how many updates fix the problem versus how many did not. The more information they receive from the field, the better
If it was a true lemon law buyback, the vehicle's title is branded as such and the vehicle is sent to auction. Someone will buy it for a cheap enough price. The sketchy part is title washing. For example, have a bill of sale from the auction house and then go to a state DMV and claim that the title was lost. Then file for a replacement title that does not have salvage/lemon law branding and then take the car back to a state with higher resale values, apply for a title transfer, and you now have a clean title.
I once knowingly bought a lemon law buyback that was, rather interestingly, offered for sale by a franchised dealership, obviously with the disclosure that it was a lemon law buyback. I don't even recall what the original lemon law problem was. I drove that car another 100k miles before selling it and it never gave me an ounce of trouble.
Here are the other screen shots:Today I had the service writer at Conway Heaton FORD in Bardstown, KY try to convince me that my 12vdc USB adapter and my OBDII reader were causing my 12vdc battery drain issues. This was after explaining to me the alternator was charging ok.
I explained to him that is a hybrid and has no alternator and that I plugged in the OBDII reader after the second day of "Remote Features Disabled to save battery" so that I could monitor battery voltage. It's been driven hundreds of miles with 14.6 to 14.7 volts. I also explained that I stayed in the truck last night and waited to confirm all accessory power shut off. That included the 12vdc socket.
I guess it's time to try Swope Ford in Elizabethtown, KY or elsewhere for service. I read a MIL code indicating a possible weak battery.
There's an update for that if it's a 2025 It's either a tsb or an SSM . It also involves updating the air condition control module. So it may be worth having the update performed. If you are fortunate, it may solve the issuesYa - OBD turns off when power ports do, or sooner.
I've never tried to observe on the rare occasion I had full 12VB, but for sure when the battery saver functions are kicking in - those goes off when interior lights go off on door close.
They can go longer.
But my OBD goes to 3 mA sleep mode after 20 min of no activity on the data lines. So that beats the 75 min max to sleep mode for rest the truck.
Check your scan tool error logs for modules. My ACCM will get one frequently about failure to communicate with ECM. Not sure if it's trying when everything else has gone to sleep and it should have also. Or on startup when things are busy and it was just a timing issue.
My PID for sleeping current still shows around 60 mA average on many occasions, so 10 more than it should be - but that should hardly cause a fast enough drain in 1/2 day to cause a concern.
I have wondered whether the vehicle to vehicle variation in experience is due either the 12v battery sensor part tolerance or even PCM internal A/D conversion of the battery voltage is the cause. Not sure of the lighter outlet or other 12v points are directly across the 12v battery, or rather upstream across the DC-DC converter; i.e. some posts say they see 15v+ at those points. I doubt the 12v battery terminal voltage ever gets that high.
