[Jon Love]

My truck is plugged in when I'm at home. It stops charging at 90% because Ford recommends charging to 90% when daily driving.

Two things: 1) it's always plugged in because it supposedly keeps the battery warm while plugged in, and 2) it stops charging at 90% because the company who warrentees the battery suggests charging to 90% for daily driving.

Yes and that's how I have mine set but Ford should clarify in their 'cold weather' advice and videos. Main thing about charging is Level 3 should be used to 80% & sparingly - avoid if possible since it creates high heat at high speed whereas 3m/hour Level 1 is super safe & best way to top off to 100% before a long trip. 85-100F days are adverse to a battery - though who knows what the latest science is or if a software push can provide remedies - though the physics of components may be the constraint.

 

[Jon Love]

No, it is not "incorrect". The type of Lithium battery used in the Lightning will last longer and wear less if you limit the charge to 90% when possible.

Ford should clarify in their 'cold weather' advice and videos. Main thing about charging is Level 3 should be used to 80% & sparingly - avoid if possible since it creates high heat at high speed whereas 3m/hour Level 1 is super safe & best way to top off to 100% before a long trip. 85-100F days are adverse to a battery - though who knows what the latest science is or if a software push can provide remedies - though the physics of components may be the constraint.

 

[R.I.P.]

Ford should clarify in their 'cold weather' advice and videos. Main thing about charging is Level 3 should be used to 80% & sparingly - avoid if possible since it creates high heat at high speed whereas 3m/hour Level 1 is super safe & best way to top off to 100% before a long trip. 85-100F days are adverse to a battery - though who knows what the latest science is or if a software push can provide remedies - though the physics of components may be the constraint.

Agreed, there is a fair amount of confusing information out there.

A well designed battery pack will see little degradation due to fast charging, and should see none due to external temperature influences. Ford's is not a well designed pack, I expect a lot of heat related failures so you are wise to avoid aggravating that where possible.

 

[Kawartha Lightning]

Agreed, there is a fair amount of confusing information out there.

A well designed battery pack will see little degradation due to fast charging, and should see none due to external temperature influences. Ford's is not a well designed pack, I expect a lot of heat related failures so you are wise to avoid aggravating that where possible.

RIP - what about cold temps? I don’t leave it plugged in if I’m not using it for three days. But if I am using it the next day, it’s plugged in at least 12 hours before use and I either precondition or remote start before driving off while on shore power. Should I be leaving it plugged in all week when I don’t intend to drive it? I don’t want to cause damage to the battery, but I don’t see the need to plug it in either if it’s sitting a few days

 

[R.I.P.]

RIP - what about cold temps? I don’t leave it plugged in if I’m not using it for three days. But if I am using it the next day, it’s plugged in at least 12 hours before use and I either precondition or remote start before driving off while on shore power. Should I be leaving it plugged in all week when I don’t intend to drive it? I don’t want to cause damage to the battery, but I don’t see the need to plug it in either if it’s sitting a few days

Not having access to the code in Ford's BMS, I can only speak to generalities here. If an EV can be plugged in, it should be plugged in. Most modern BMSs are kept awake when the vehicle is plugged in. Most modern EVs put the BMS to sleep when it is off and not plugged in. A sleeping BMS cannot react to protect your pack if temperatures exceed safe parameters. Some EVs (Tesla) have sensors that wake the BMS if temperatures fall outside safe perimeters. I highly doubt that Ford uses such sensors.

If you cannot plug the vehicle in, then there is not much you can do about that. The BMS should prevent you from using the vehicle if the battery is too cold, preventing damage. The down side of course is then having to walk to work in the snow.

 

[Kawartha Lightning]

Thanks, main reason I haven’t been leaving it plugged in when not in use is because I’m a cheapo. Provided my FordPass app is working (which is a rare occurrence), I’ll monitor a few days and see what the BMS uses alone with no charging being done and no preconditioning. My experience with preconditioning + BMS only showed daily usage at 10-15 kWh. More than what I would’ve thought (I did say I was cheap)

 

[R.I.P.]

Thanks, main reason I haven’t been leaving it plugged in when not in use is because I’m a cheapo. Provided my FordPass app is working (which is a rare occurrence), I’ll monitor a few days and see what the BMS uses alone with no charging being done and no preconditioning. My experience with preconditioning + BMS only showed daily usage at 10-15 kWh. More than what I would’ve thought (I did say I was cheap)

The bulk of that is the preconditioning. The heaters in these trucks are massive energy pigs.