Hybrid Power Meter Calibrated

[HeyBales]

You say the engine is running so I'm guess some of the power is coming from generator/motor being turned by the engine and the rest of the power is coming from the battery. The two currents get combined and sent to the traction motor. The #6 wire only has to carry the current from the battery. Not the current from the generator/motor.

Had some fun in Sport mode getting some logs.

I rethought about your comment about the over 150A is likely what's sent to the traction motor.

No - that has it's own PID reading, the motor. RPM, Torq, elec.
This reading is for battery current.
And I'm getting the idea Forscan has it correct, when looking at torque readings combined with motor amps and battery current and SOC recharge rate as engine recharges battery.

1% increase in SOC 3960 kW per second (instead if 1.1 kWh battery) is 39.6, pretty close to that 32kW limit. If the SOC % is based on full range of battery despite only 30-70 being used really.
I'm going to time that 1% tick increasing see if that makes sense. Should take about 12 sec to increase 10% for the SOC with engine running at idle providing max amps to battery, if it is.

Considering the system Battery Charge Power Limit is 32kW, which is 145A, brief spikes up to 150 probably not out of the question, if it stayed up there is when the system probably calls for engine braking mode, or some failsafe.
Considering the system Battery Discharge Power Limit is 27kW, which is 123A - fits the logs both directions.
27kW reduced slightly for DC to AC 3 phase, means with 94kW motor only getting 27kW from battery max - indeed there is room for more from the engine assisting.

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[The Real Maverick]

I think there are two concepts:

Peak & Sustained.

What I put on the graph in the first posting is what the truck can sustain for minutes.

 

[Automate]

Had some fun in Sport mode getting some logs.

I rethought about your comment about the over 150A is likely what's sent to the traction motor.

No - that has it's own PID reading, the motor. RPM, Torq, elec.
This reading is for battery current.
And I'm getting the idea Forscan has it correct, when looking at torque readings combined with motor amps and battery current and SOC recharge rate as engine recharges battery.

1% increase in SOC 3960 kW per second (instead if 1.1 kWh battery) is 39.6, pretty close to that 32kW limit. If the SOC % is based on full range of battery despite only 30-70 being used really.
I'm going to time that 1% tick increasing see if that makes sense. Should take about 12 sec to increase 10% for the SOC with engine running at idle providing max amps to battery, if it is.

Considering the system Battery Charge Power Limit is 32kW, which is 145A, brief spikes up to 150 probably not out of the question, if it stayed up there is when the system probably calls for engine braking mode, or some failsafe.
Considering the system Battery Discharge Power Limit is 27kW, which is 123A - fits the logs both directions.
27kW reduced slightly for DC to AC 3 phase, means with 94kW motor only getting 27kW from battery max - indeed there is room for more from the engine assisting.

Interesting. Also, almost all Lithium batteries can discharge faster than they can charge.

 

[Charlie950]

... You have to hold the OK button each time you start the truck, then cycle a few clicks, I forget how many.

Yeah, that's not happening

 

[The Real Maverick]

Had some fun in Sport mode getting some logs.

I rethought about your comment about the over 150A is likely what's sent to the traction motor.

No - that has it's own PID reading, the motor. RPM, Torq, elec.
This reading is for battery current.
And I'm getting the idea Forscan has it correct, when looking at torque readings combined with motor amps and battery current and SOC recharge rate as engine recharges battery.

1% increase in SOC 3960 kW per second (instead if 1.1 kWh battery) is 39.6, pretty close to that 32kW limit. If the SOC % is based on full range of battery despite only 30-70 being used really.
I'm going to time that 1% tick increasing see if that makes sense. Should take about 12 sec to increase 10% for the SOC with engine running at idle providing max amps to battery, if it is.

Considering the system Battery Charge Power Limit is 32kW, which is 145A, brief spikes up to 150 probably not out of the question, if it stayed up there is when the system probably calls for engine braking mode, or some failsafe.
Considering the system Battery Discharge Power Limit is 27kW, which is 123A - fits the logs both directions.
27kW reduced slightly for DC to AC 3 phase, means with 94kW motor only getting 27kW from battery max - indeed there is room for more from the engine assisting.

I've edited the top post to indicate the real possibility my scanner (ScanGaugeIII) had the amps cut in half but how to prove?

Either mine is 50% or yours is 200%.

 

[HeyBales]

I've edited the top post to indicate the real possibility my scanner (ScanGaugeIII) had the amps cut in half but how to prove?

Either mine is 50% or yours is 200%.

Oh don't do that yet!

 

[HeyBales]

Interesting. Also, almost all Lithium batteries can discharge faster than they can charge.

I normally don't enable BT or GPS on the phone, nor have the screen on that much I guess.
Boy does it drain fast using these apps.
Older extra phone so I can't see it's values on drain or charge rates, but that sure is true as I am reminded of frequently now.

 

[HeyBales]

Sitting at bank with AC on the other night, battery draining down to 30%.
About 4.5 to 5A draw - forgot to get a timer out.

But, engine kicked on and I did get it out to time the charge rate.
16.14 sec to charge 1%, current reading bouncing around 11A.

Soooo
1.1 kWh battery @ about 220 V = 5 Ah
5 Ah x 60 min x 60 sec = 18 kAs. 1% = 180 As.
180 As / 11 A draw = 16.36 seconds.

ETA: a couple more examples since the 180 As is math from battery specs if running 220V, and nice round figure.
Just sitting with headlights on waiting for pickup, 220V with about 1.28 A for 138 sec timed.
180 As / 1.28 A draw = 141 sec.
No AC on but ICE on for recharge - roughly 18.5 A current rate but 212.2 V for some reason - timed 9.9 sec.
1.1 kWh @ 212.2 = 5.18 Ah = 18662 As. 1% = 186.6 As.
186.6 As / 18.5 A current = 10.09 sec.

Mighty close. Close enough I think that 11A reading is correct.
I was thinking, is that all the engine can do, since the high value seems to be 145A charge limit?
But then realized the AC was still running, so some power hitting the inverter and directly to AC.
This morning during an idle (doesn't really seem to idle down around 800) before leaving driveway, no AC, saw around 24-26A charge.
So maybe the engine at low speed really doesn't send back that much power, seen higher on regen-braking.

I also can't find a horsepower PID reading at all. unless totally not called horse or power or HP for searching for it.
I'm wondering if those gauges giving that value are just obtaining it from torque & RPM & formula.
Whereas there is a reference total Torque value of 245 (I recall, I removed watching/logging all static reference values once I saw them).
I've been trying to watch if the power meter is hitting any torque values now at different lines, because there's even a neg torque reading on the recharge side for the Motor, Generator has some moments too but not as useful. Impossible to go thru log files and correlate anything.

 

[Automate]

Sitting at bank with AC on the other night, battery draining down to 30%.
About 4.5 to 5A draw - forgot to get a timer out.

But, engine kicked on and I did get it out to time the charge rate.
16.14 sec to charge 1%, current reading bouncing around 11A.

Soooo
1.1 kWh battery @ about 220 V = 5 Ah
5 Ah x 60 min x 60 sec = 18 kAs. 1% = 180 As.
180 As / 11 A draw = 16.36 seconds.

Mighty close. Close enough I think that 11A reading is correct.
I was thinking, is that all the engine can do, since the high value seems to be 145A charge limit?
But then realized the AC was still running, so some power hitting the inverter and directly to AC.
This morning during an idle (doesn't really seem to idle down around 800) before leaving driveway, no AC, saw around 24-26A charge.
So maybe the engine at low speed really doesn't send back that much power, seen higher on regen-braking.

I also can't find a horsepower PID reading at all. unless totally not called horse or power or HP for searching for it.
I'm wondering if those gauges giving that value are just obtaining it from torque & RPM & formula.
Whereas there is a reference total Torque value of 245 (I recall, I removed watching/logging all static reference values once I saw them).
I've been trying to watch if the power meter is hitting any torque values now at different lines, because there's even a neg torque reading on the recharge side for the Motor, Generator has some moments too but not as useful. Impossible to go thru log files and correlate anything.

HP = Torque ( in lb*ft) x rpm/5252

 

[HeyBales]

I'm not sure why Ford hasn't kept up the documents here since I'm sure newer must exist for the newer Maverick system.
https://www.motorcraftservice.com/freeresources/obd

The newest 2019 Hybrid OBD summary doc.
Pages around 155 contain some values of interest. Lot of interesting info actually, just not really a service manual level, and I know some things have changed.
What is considered malfunction thresholds sounds wild on some of them.

p 158 - "P0A7F – High voltage battery end-of-life counter is greater or equal to 3. Note counter gets incremented every time a power pulse below 12kW is detected"

 

[Automate]

Maybe part of the answer is that the motor can output more HP for short periods of time. I came across this statement about the new Porche 911 Hybrid's traction motor "Continuous output is 55 hp and 110 lb-ft, with 65 hp available in 10-second bursts" here https://www.motortrend.com/news/2025-porsche-911-gts-t-hybrid-992-tech-everything-you-need-to-know/

 

[HeyBales]

Maybe part of the answer is that the motor can output more HP for short periods of time. I came across this statement about the new Porche 911 Hybrid's traction motor "Continuous output is 55 hp and 110 lb-ft, with 65 hp available in 10-second bursts" here https://www.motortrend.com/news/2025-porsche-911-gts-t-hybrid-992-tech-everything-you-need-to-know/

EE's video on that was very interesting, though he didn't touch on that aspect.
Very interesting that someone took another wasteful aspect of the ICE and found a way to recover energy from it and use it.
Have to see how quickly (if patently possible) someone does the same idea for a turbo on a smaller 4 Cyl like the 2.0 Ecoboost.

I noticed in reviewing the logs for the Sport mode fun I logged - the computer goal for the mode seemed to be keep the HEV battery as close to 70% as possible, and really max out the traction torque usage.

I seem to recall in a review of the transmission/convertor somewhere it did mention that idea of a burst mode to that motor being available. I'll have to review my log and see what the max torque figure is. As you had mentioned earlier, engine thru generator has means to throw more power it's way in addition to the battery.

ETA:
Logs show max torque from Motor - 127.6, max torque from engine - 131.7 (not at the same time). I was not pushing it like 0-60 type driving, just having fun with accel out of corners & such. So I didn't push enough for "boost", though that motor sure feels like it.
Battery never got above 71% full or below 46%, max discharge 157A, charge -133A.
Edit: Interestingly the motor never went below -28 rpm for reverse regen, so that charge max must have been from engine, not braking.

 

[The Real Maverick]

EE's video on that was very interesting, though he didn't touch on that aspect.
Very interesting that someone took another wasteful aspect of the ICE and found a way to recover energy from it and use it.
Have to see how quickly (if patently possible) someone does the same idea for a turbo on a smaller 4 Cyl like the 2.0 Ecoboost.

I noticed in reviewing the logs for the Sport mode fun I logged - the computer goal for the mode seemed to be keep the HEV battery as close to 70% as possible, and really max out the traction torque usage.

I seem to recall in a review of the transmission/convertor somewhere it did mention that idea of a burst mode to that motor being available. I'll have to review my log and see what the max torque figure is. As you had mentioned earlier, engine thru generator has means to throw more power it's way in addition to the battery.

ETA:
Logs show max torque from Motor - 127.6, max torque from engine - 131.7 (not at the same time). I was not pushing it like 0-60 type driving, just having fun with accel out of corners & such. So I didn't push enough for "boost", though that motor sure feels like it.
Battery never got above 71% full or below 46%, max discharge 157A, charge -133A.
Interestingly the motor never went below -28 rpm for regen, so that charge max must have been from engine, not braking.

RPM and Regen are not related.

Direction of spin and Regen are not related.

It's just is the motor being driven (regen) or is it driving (boost).
It can switch in an instant.

I've never looked for regen when driving in reverse but there's no reason it can't be done.

 

[HeyBales]

RPM and Regen are not related.

Direction of spin and Regen are not related.

It's just is the motor being driven (regen) or is it driving (boost).
It can switch in an instant.

I've never looked for regen when driving in reverse but there's no reason it can't be done.

Good point, neg would be reverse. I should find that line in the log but pretty sure under battery so no regen.

(now that caused a thought - reverse used to be when parking brake clearance would be adjusted on some systems, not needed on elec brakes I'm assuming)

 

[The Real Maverick]

Regarding regen in reverse:

The verdict is? Hung Jury.
Maybe.

I had an empty parking lot but with poles and planters could only get up to 12 MPH in reverse.

When braking gently to moderately, the power needle does go into the green by an amount proportional to how fast you are slowing. I was in EV mode. No ICE. But while in the green on the stock gauge, zero amps went into the battery according to my OBDII ScanGauge.

The traction motor shows positive torque when traveling forward and negative torque when accelerating in reverse. When I hit the brakes, the sign changed from negative to positive while slowing in reverse, but was only 8 Nm of torque while slowing in reverse but was 70-80 Nm of torque accelerating in reverse.

Inconclusive but regen in reverse is probably slight. If at all.

There is another possibility:

"Plugging is the braking method in which a reverse torque is generated by applying reverse voltage or phase sequence to the motor. Plugging is the fastest braking method since it drives the motor to reverse no matter what the running speed of the motor is." So, the traction motor "could" be slowing the truck, without charging the battery, by actually consuming a trivial amount of power.

"Plugging is the most powerful method of braking an electric motor, consisting of actively applying power to the motor in the opposite direction of its rotation. This is analogous to reversing the engine thrust of a power boat or an airplane in order to quickly bring it to a halt."

However, probably the friction brakes stop you in reverse. While positive, I saw only 1 amp coming out of the HV battery during slowing in reverse.

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