Detailed Maverick Hybrid Data Logging - What Do You Want to Know About Yours?

[wax87]

I'm going to amend that a little.

30% to 40% is usually recharged by ICE.

40% to 50% is often recharged by ICE.

50% to 60% is sometimes recharged by ICE.

60 to 70% is rarely recharged by ICE.

70 to 72% is never recharged by ICE.

(based on 10 months / 10,000 miles of abservarions)

So what is the lowest your battery would go before the ICE kicks in? Or does it depend on driving conditions?

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[GPSMan]

So what is the lowest your battery would go before the ICE kicks in? Or does it depend on driving conditions?

At 30% and below gas engine turns on every single time and recharges to a minimum of 40%.

If engine kicks on at 30.0001 it will run to "whatever" based on pedal input. Could be half a percent gain. No set value.

 

[GPSMan]

Things ScanGaugeIII will MEASURE		Actually Observed
		Min	Max	Footnotes
12v Batt Amp	A	-33	50​
12v Batt SOC	%	30	99​
A/F Ratio B1S1	:1
A/F Ratio Commanded	:1
Absolute Load	%
Ambient Temp	F	50	106​
Barometric Pressure	PSI
Battery Coolant	F	50	118​
Battery Voltage 12v	V	11.7	15​
Boost Pressure (EB) or Vac	PSI	-8
Cam Timing	Deg
Cam Timing 2	Deg
Cat Temp B1S1	F
Charge Power Limit	kW	0	32​
Coolant Temp (CHT)	F	50	215​
Cyl Head Temp (CT)	F	50	215​
EBP Bank 1 Exhaust Pressure	PSI	14.6	14.8​
EGR A % Duty Cycle or %	%
EGR B2S1 Temp	F
Engine Load	%
Engine RPM	RPM	0	5626​
Engine Torque	lb/ft
Evap Pres A (wide)	Pa
Evap Pres B (wide)	Pa
Fan Speed Desired	%	0	0​
Fuel Flow	GPH
Fuel Level	%
Fuel Loop	Open / Closed / NA	open	closed
Gen Coil Temp	F	50	259​
Gen Inverter Temp	F	50	165​
Gen Inverter Volt	V
Gen Speed	RPM	0	11500​
Gen Torque	Nm
Gross Horsepower	HP	0	198​
HEV Battery Current	A
HEV Battery Power	W
HEV Battery Voltage	V		235​
HV min module V	V
HV State of Charge	%	28	72​
Hybrid Battery Amps	A
Hybrid Battery Temp	F	50	112​
Hybrid Battery Volts	V		235​
Hybrid State
IAT B1S1	F
Ignition Timing	Deg
Instant MPG	MPG	0	9999​
Intake Temp	F
LTFT 2nd O2 B1 "Secondary"	%
LTFT Bank 1	%
Manifold Pressure Absolute	PSI
Mod delta p (t)	T
Motor Coil Temperture	F	50	165​
Motor Inverter Temp	F
Motor Inverter Volt	V
Motor Speed	RPM	0	9750​
Motor Torque	Nm	0
O2 B1S1 mA	mA
O2 B1S2 Scaled	%
Oil Life	%	0	99​
Reference Torque	lb/ft	245.6	245.6​
Relative Throttle	%
Speed	MPH	0	78​
STFT B1S2	%
STFT Bank 1	%
Throttle Position Absolute	%
Tire Pressures 1-2-3-4	PSI	33	49​
Transmission Temperture	F	50	149​
TRQ % Actual - Engine	%

 

[GPSMan]

Things ScanGaugeIII will LOG
Trip MPG
Trip Distance
Trip Fuel Used
Trip Cost
Trip Time
Trip Average Speed
Today's MPG
Today's Distance
Today's Fuel Used
Today's Cost
Today's Time
Today's Average Speed
Tank MPG
Tank Distance
Tank Fuel Used
Tank Cost
Tank Time
Tank Average Speed
Previous Day MPG
Previous Day Distance
Previous Day Fuel Used
Previous Day Cost
Previous Day Time
Previous Day Average Speed
Speed Max Trip
Speed Max Today
Speed Max Previous Day
Speed Max Tank*
Coolant Max Trip
Coolant Max Today
Coolant Max Previous Day
Coolant Max Tank*
RPM Max Trip
RPM Max Today
RPM Max Previous Day
RPM Max Tank*
Fuel Remaining
Miles to Empty
Time to Empty

 

[dadd75]

It does not hurt the tranny but it can hurt your rear-end and does not really help MPG.

No foot on pedal, no brake lamps, = greater chance of rear-end collisions. I wouldn't risk it.

Foot on pedal, keeping that nifty regen needle in the green, accomplishes the same wattage recapture with brake lamps on.

L is designed to help maintain constant speed on steep declines without heating up the brakes.

Thanks!

 

[dadd75]

Short answer is "just no"

The main problem (safety concern) is that it does not activate the brake lights. It throws a lot of amps at the battery and if used continuously will lead to the battery needing to cool itself using the A/C which in turn uses more energy. The only source of energy in this truck is gasoline.

It can be used to slow down in situations like exiting the expressway, but again, NO BRAKE LIGHTS.

Use with caution, but it will never hurt the truck at any speed.

Thanks!

 

[AncientMan]

Initially I thought it would do better with a larger battery. After watching how the hybrid system utilizes the battery for a few weeks my mind was changed. This battery is very appropriately sized for the platform.

If it had a bigger battery it would just require more “engine on” time to charge it. Most of the time in city driving the battery stays between 28-50%. Max is 72%, but it rarely gets that high because it wants to leave room for regenerative braking.

I’d think that a larger battery would be advantageous for mountain driving to take advantage of long downhill slopes, but for relatively flat city driving the current configuration looks ideal

 

[MaveRichard]

I’d think that a larger battery would be advantageous for mountain driving to take advantage of long downhill slopes, but for relatively flat city driving the current configuration looks ideal

This is a good point. I live in a relatively flat area and thus my perspective is skewed that way.

It would also be that much heavier though.... and where to put it? Does that come with a more robust battery cooling system? Food for thought.

 

[MaveRichard]

On SF bay, similar. Now.
Day 70's
Night low 60's or upper 50's.

At stated elsewhere, I towed SF to Alaska and return. Never saw battery cooling. Ever.

The only time I saw battery cooling was in city in SF while I was doing lots of stop and go. Like every block. And lots of EV drive and lots of regen.

Initial observations on a 63 degree day:

A) Battery temp cools to ambient in a relatively short amount of time ~2 hours. It was exactly ambient temp at second key on after sitting for 2 hours.

B) Battery coolant temp does not cool that quickly and was 85* at the same key on. Even at first key on this morning (58*) battery coolant was 81* - This was surprising to me.

Still watching and learning, so to be continued...

 

[likeparty]

You are all right...this is a collection of incredibly useless information...which I find very cool.
Yes, of course, I am an engineer...

 

[MaveRichard]

You are all right...this is a collection of incredibly useless information...which I find very cool.
Yes, of course, I am an engineer...

Welcome, Marty!

Happy to hear that this sort of behavior and 'useless' information is appreciated and encouraged in this corner of the internet

 

[Samcat13]

When this thread started i didn't understand what you all were talking about. Now I'm just confused. seriously I learned a lot. Thank you'll. Great Info.

 

[wax87]

You are all right...this is a collection of incredibly useless information...which I find very cool.
Yes, of course, I am an engineer...

Yes the 3 laws of Thermodynamics

 

[BAScott62]

 

[MaveRichard]

Updating this thread with more data.

First clip is the first acceleration onto a main road up to 42 MPH. ~9% battery used. Peak current over 70 amps.



Second Clip is immediately after the first. Same 0-42 acceleration but less than 1% of the battery is used. Peak current just over 10 amps.



The first start of the day uses way more battery than any other situation. It is either to warm up the battery, or warm up the ICE. Or both.

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