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Capacity and range are only comparable if the miles are proven out with the EXACT same methodology as the EPA. Ford would either go by overall pack capacity or the energy-to-empty value the pack reports. Though I would get absolute proof that they actually use that 70% figure for gauging...

"If we haven't set up a proper diagnostic error for an obvious fault, we're not going to fix it" A single cell degrading significantly from the others is by its nature abnormal. If they keep that position, I'd personally take them to small claims - assuming you're not somehow locked into an...

Alright @EVA, here's the STL for that wrench.

It has not been posted yet. I'll try to do so. I print in PLA. It doesn't really need to be that strong, it's more a matter of angle than it is of leverage.

I designed the wrench myself. Pictures here https://www.myfocuselectric.com/threads/where-to-get-osram-xenarc-66549-hid-headlight-bulbs-for-2012-ffe.4908/post-36024

It was a pain in the ass.

Yeah, I had to 3D print a custom wrench to be able to lock the new bulb in. It's obvious those assemblies were straight copies of the halogens - they did NOT modify the opening to access the locking ring on Xenon's.

It has 3 - battery loop recirculation, cabin heater recirculation and radiator bypass.

I've let another user know about this, we'll see what they can tell you. Any details you can give on your process?

It all depends on the mileage you're putting on daily and how much time it spends idle. From a longevity standpoint, the <1.5kW you'd get from the travel charger and the ~6kW you get from L2 aren't likely to differ much for battery wear. Both are well below 1C charging.

Makes sense. Just letting folks know - as others have definitely thought that more aggressive regen equates to more energy recaptured. I really wonder if it's possible to actually tune it ourselves. There's so much I'd be doing if I had that sort of time to play with it.

As a platform conversion from the ICE focus, they decided to reuse the low gear position to select a more aggressive regen profile. There is only one gear in a static mesh, no clutch or similar. Just keep in mind that using the L selection doesn't recover more energy. It's power over time - if...

Level 1 and Level 2 are AC Mains charging. In countries that have 120V service you can do level 1 charging up to 16A, though the focus electric is set to a maximum of 12A. Charging with 220V is Level 2. DC fast charging is Level 3 charging. If the latch resistor is failing it can be bypassed...

Yeah, if you have that error and you're trying to use L3, you'll need to add in a relay or similar to change the resistance and make it think it's locking. The other fix just leaves it able to use L1/L2 without a problem.

What is your question?

Yeah, quoting a range estimate doesn't tell us if it's battery capacity, efficiency or both. You've got a ways to go though:

I've had my compressor fail and, more importantly, I've had my coolant diverter fail in a way that completely prevented battery cooling until it was bypassed. The cooling on these is INCREDIBLY conservative. They start chilling when the battery inlet temp hits 97F. I don't recall the exact...

Yeah, if you set to all modules and search for "cell" you should get a list of every hybrid battery cell (I think 1-86?) which will show you their individual voltages. Likely under BECM.

Repair/rebuild of a 2013 TCU won't help. It's a 3G modem that can't connect to cell networks in the US anymore. The new app also requires a specific SIM in the TCU - they don't connect to the Internet at large, they have a data account that drops the device on a dedicated VPN that accesses the...

Fast charging has negotiation from both ends - you negotiate a rate appropriate for your pack. If you're going to hack in DC and replace the battery instead of setting an acceptable charge rate, you may as well track down a 2017.