The saga continues... Help needed

[rockfish]

Well, after 3 months of my 2022 Powerboost being stranded in Moab Utah, waiting on an in-tank fuel pump, I got a call from Ford and the fuel pump arrived at the dealership Thursday. So, I had high hopes when I called (non) Performance Ford of Moab. I found out they have a new service manager (3 weeks) and they sent the hybrid battery charger that they borrowed from a Salt Lake City dealership back a while ago. Of course, they are still waiting on their battery charger which is on nationwide backorder. Now this new service manager is telling me my truck has been sitting so long that they won't be able to work on it without charging the hybrid battery again. Also of course, they weren't smart enough to charge my truck back up before they sent the charger back. He practically begged me to see about getting my truck towed to a big city dealer where he said they would be able to deal with it. My truck just checked in yesterday with FordPass so I know it's not totally dead. They did replace the 12-volt battery previously and I know they could charge it, if needed, but does anyone know if the hybrid battery is required to be at a certain level to be able to start the truck? I need to figure out whether to push them on trying to fix it, or just try to get it shipped back home 1600 miles. Not sure how much to be concerned if they tried to ship a truck that won't run? Thanks in advance for any help you can provide.

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[HammaMan]

Truck has a floor around 35% SOC on HVB before it refuses to start. I think @Snakebitten knows where that floor is.

Any dealer that can work on EVs should have one of the chargers. Might call around.

 

[Snakebitten]

I honestly don't know what SOC is the lower limit for the truck to start and then charge it back up into its ~43-63% normal operating range.

But I've seen mine in the 37-38% often enough. It usually happens on a coldstart where the truck was shut off at the bottom of the normal range, but doesn't immediately start charging even though ICE is running. So it taxes the HV battery and drops it into the upper 30's before it quickly goes into charge mode.

I wonder where the DC input ports are for direct charging? Or is the external HV battery charger an L1/L2 type charger?

 

[HammaMan]

The EVs I've seen done had the batt open to charge individual modules which need charged to the same point the rest of the battery was at before it could be tied into the rest of them. They could tap into any of the HV ports and have the BECM turn on the contactors in order to access it directly.

 

[Snakebitten]

 

[Snakebitten]

Note the notation regarding not following the long term vehicle storage procedure.

 

[HammaMan]

Note the notation regarding not following the long term vehicle storage procedure.

Yeah, far more specialized than I saw when they were connecting directly to the cell modules. It takes over control of the BECM entirely. If I had to do it and had another PB, I'd just null connect the inverter power feeds with my own cables and a 500w halogen bulb. Assuming the motor's contactors are at least closing.

 

[rtf150]

Note the notation regarding not following the long term vehicle storage procedure.

Your statement made me think…what is the process. This is not the entire process but the two screenshots give you the gist. Pulled it from FordPass manual. They should probably note to run the defrost with the fan on high or at least 5.

 

[Snakebitten]

Exactly ^^^^

You'd think that a factory authorized service center would have procedures in place for vehicles that aren't repaired and returned to the customer in a reasonably short span of time.

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