OP
OP
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Cool. There were no iOS apps available at the time Maverick came out. Glad there are now.
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Hybrid Power Meter Calibrated
- Thread starter The Real Maverick
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Where did you find this info?
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Some quick thoughts...
The specifications list the peak traction motor output at 94kW, or ~120HP, or 173lb-ft peak torque.
The continuous traction motor rating isn't specifically listed, but roughly derived from subtracting published HP from the ICE, thus 29HP. The traction motor continuous HP rating is likely limited by the transaxle cooling capacity and temp rise in the traction motor, and of course temp rise of the HV battery.
The motor is driven 3-phase, so the capacity (or more properly the ampacity) of the 6 ga wire (x 3) for the short lengths in the vehicle, @ nominal 220 Vdc system, is not likely the limiting factor, here. In any case, a 3-phase 6ga system could easily provide the peak 94kW or continuous 22kW (29HP) service to the traction motor before the 1.1KW/hr battery was depleted (at best 3 min at full output), or the wire temp rose above 90C (typical rating).
OP
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6ga battery leads won't materially limit the 220v DC output of the battery, either. The base resistance of (generously) 18' of 6ga wire (supply and return paths) is 0.0063 ohms. At 94kW peak draw @ 220volts, the voltage drop in the cabling is ~2.7v, or 1.2%.
At more mundane battery current draw of say 80 amps, 0.5v voltage drop in the cabling. 6ga is MORE than adequate, here.
Thank you for the metric--is that in the service manual? One assumes they would would keep the charge level between 40 and 80%, to get the most service life from the Lithium battery pack, and that 3min would be longest theoretical duration with a full charge.
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Finally, an intelligent explanation of the purpose and significance of the PWR gauge. Thanks for taking the time and effort.
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So does the tach option stay on when you eventually start the truck? If so how do you get it to stay in the menu? The picture I see shows rpm while vehicle is driving. I tried pushing the accelerator pedal while in park with the engine running and I could not get the engine to rev. Seems it has to be in gear for the throttle to work.
I have not played with it enough to know if you can get it to stay in engineering test mode. Based on OP’s photo, it looks like it would stay in this mode for the current key cycle.
This is not a sustainable option for daily use. It is, as the name implies, for testing.
If you want to monitor rpm’s there are multiple options, but all of them involve plugging something into the OBDII port.
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I noticed the transmission case has a "trans strategy" label, mine being month/date of manufacturer 24039H0875654.
Could that strategy account for differences slightly in the way it works?
Because when I first saw the post and explanations, it struck me the Forscan android app dashboard for PID on HEV Battery Amps I've seen sustain 48 A while in EV mode before the blue bar runs out and SOC hit's 30% remaining.
I have perfect slight highway downhill where just enough battery overcomes road/air friction for almost a mile, but it takes being at the top of the blue box /1st 10% tick for enough HP to do it - and that PID is saying 45-48 A, engine is off, no RPM, SOC is slowly decreasing from 70%.
I'm just wondering why a wire gauge limitation one direction (36A) would not be for the other direction (72A) which I've also sustained some braking with -60A on the reading for awhile on this exit.
Slippery mode allows that much finer control of brake and go pedal to feather either direction for amps.
I'll try to get a pic or video perhaps to show just how long it is. Now watch traffic be nuts tomorrow with everyone back from vaca I can't do it.
I've just starting using the Forscan Lite for android - would the graphing allow capturing that data for saving later? I hit the light not long after and could mess around with screen then - wouldn't want to do it on the highway at 70 moments before.
Thanks for the breakdown. Which app do you like that provides the data to analyze to get those figures?
Could that strategy account for differences slightly in the way it works?
Because when I first saw the post and explanations, it struck me the Forscan android app dashboard for PID on HEV Battery Amps I've seen sustain 48 A while in EV mode before the blue bar runs out and SOC hit's 30% remaining.
I have perfect slight highway downhill where just enough battery overcomes road/air friction for almost a mile, but it takes being at the top of the blue box /1st 10% tick for enough HP to do it - and that PID is saying 45-48 A, engine is off, no RPM, SOC is slowly decreasing from 70%.
I'm just wondering why a wire gauge limitation one direction (36A) would not be for the other direction (72A) which I've also sustained some braking with -60A on the reading for awhile on this exit.
Slippery mode allows that much finer control of brake and go pedal to feather either direction for amps.
I'll try to get a pic or video perhaps to show just how long it is. Now watch traffic be nuts tomorrow with everyone back from vaca I can't do it.
I've just starting using the Forscan Lite for android - would the graphing allow capturing that data for saving later? I hit the light not long after and could mess around with screen then - wouldn't want to do it on the highway at 70 moments before.
Thanks for the breakdown. Which app do you like that provides the data to analyze to get those figures?
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VERY informative, thanks for posting stuff like this.
Question(s), hopefully NOT too BOZO or asked elsewhere ...
1) If this 'hack' is available via the operation you've indicated, then should it not ALSO be available using FORSCAN ?
2) If so, then in which module is it located (or found) ?
TIA
I believe all this info is available through ForScan. I do not have ForScan to verify. Maybe someone else can chime in and clarify this.
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FORScan can display lots of values from the vehicle including RPMs, battery voltage and current. But the user interface was not really designed for this type of use. It is optimized for troubleshooting and making configurations changes.
TY, I get this, but ... both the existence of RPM and its value tell the driver/operator quite a lot about what the ICE engine is doing.
Am I correct, then, to conclude that the ability to display RPM is NOT an ... available option ?
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