murphy

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When the car is re-programmed it defaults to displaying MPG. Go into the left screen menus and change it back to displaying MPGe.

Is the car driven every day? If it sits unused for several days in a row the electronics in the car will draw down the 12 volt battery especially if you use the MFM app to check on the car. I have measured in excess of a 10 ampere current spike when the app, or the web site, wakes the car .

According to the chart in this link http://www.google.com/url?sa=t&rct=j&q=&esrc=s&source=web&cd=7&ved=0CDUQFjAG&url=http%3A%2F%2Fwww.mmbalmainauto.com.au%2FPDF%2FState_of_charge_12_volt_batteries.pdf&ei=h5AVVbLHEu3isATEl4DwBQ&usg=AFQjCNHAuDny5-eiyh-UFLaAEWJNDxYKzQ&sig2=ze8XJ3v69HK6YFkMzgb2Mw&bvm=bv.89381419,d.cWc&cad=rja your battery is completely discharged.

The brakes have to work in ALL cars when the engine is off. There may not be any power assist but they still work with additional pressure on the brake pedal.

52 hours would work if you were visiting your relatives for at least 3 days and there were no superchargers in the area. They have a long way to go. I think Texas is still isolated from the rest of the country.

The maximum current the car can use at 240 volts is 16 amps. That charger will work fine, it just has more capability than the car can use.. A lower current device can always be connected to a higher current capable outlet. A higher current device can never be connected to a lower current outlet.

The charger in the trunk can only be conected to a standard 120 volt 15 amp outlet.

If the HVB is full the engine will be used to provide the back pressure. It will operate like an air compressor. No fuel will be used. Since you had to expend energy to climb the hill you might want to leave room in the HVB to recover some of it on the way down.

Only about 75 kWh of the 85kWh battery in a Tesla model S is available for use by the driver. That is for anti-bricking protection and probably to make sure that none of those 7,104 cells ever gets overcharged. In day to day use they recommend not charging in excess of 90%. Charging to 100% for a trip is only to be done if the trip will start within a couple hours of charge completion.

Wired directly means the wire from the wall goes directly into the charger. There is no plug or socket involved. It is a permanent installation.

I didn't ask the question about circuit breakers, Doug0716 asked that question.

Actually it's 240 volts x 16 amps = 3840 watts. In either case the battery must be fully charged before conditioning starts so all of the power is available for heating. The garage door has to be open first but remote starting works a lot better. It completely warms the car in less than 15 minutes.

The warning applies to any appliance that has a plug. The plug was not designed to support any weight other than the cord. Most appliances have long cords so it isn't an issue. I don't understand why Ford put such a short cord on the charger. It should have been at least 6 feet long. Mine spends 99.9% of the time in my trunk. My wall mounted 240 volt charger has a 25 foot cord that can reach anywhere in my garage.

All of the outlet pictures except for the last one are of 15 ampere outlets. The standard wire size for a 15 ampere circuit is 14 gauge wire. The last outlet picture is of a 20 ampere GFCI outlet. The standard wire size for a 20 ampere circuit is 12 gauge wire. I do not see an indication of the heat being generated at the back of the outlet. That leaves the plug on the charger. Was the charger body separately supported or was it being supported by the plug? If the charger body was being supported by the plug it could slowly back out of the outlet due to the weight which would reduce the contact patch between the plug pins and the outlet prongs. If the contact patch is too small heat will be generated at the contact patch. Once it starts to heat the resistance of the contact patch will climb and the heating will increase. I don't know if this was true in your case but as a warning to anyone reading this thread, DO NOT LET THE CHARGER BODY HANG FROM THE PLUG. It must be separately supported.

No phone calls or emails are needed. Go to the web site https://www.floodfordesp.com/ and fill in the data for you car and select the type of warranty that you are interested in and it will tell you the price.

Yes. The maximum power from a 120 volt 15 amp outlet is 120 x 12 = 1440 watts. The heater in the car draws up to 5000 watts.

The status of the oil is in the Vehicle Health Report.

If that receptacle is wired using the strip and insert hole, that is a problem. That type of wiring works fine if the only load is a table lamp. For continuous maximum load on a receptacle the wire should be wrapped around the screw and the screw tightened as tight as possible without stripping the screw threads.

A burned receptacle slot can be caused by the screw for that wire not being tight enough. It creates a high resistance connection that gets hot. Replace the receptacle and cut the end off of the wire because it has probably become brittle from the heat.

Yes it does. I turned it back on to look at the coach bars which are not normally on my display. Very poor programming to wipe out valid data before it has been sent to the mothership. Apparently the programmer never heard of queued buffering. The transmit buffer should not be released until receipt of the data has been acknowledged by the receiver. Since we are now on an orphan platform it is unlikely this or any of the other problems will ever be fixed.

That is correct. There is a point where there is neither acceleration nor deceleration. That is equivalent to holding the accelerator pedal in the Energi at the point where the battery gauge has neither an up arrow nor a down arrow.

The Atkinson cycle engine in your car makes very different sounds than the Otto cycle engine that you are used to. There is no connection between the accelerator pedal and the engine. The accelerator pedal tells the computer what you want. The computer figures out what combination of electric power and engine power is needed to accomplish the task. There is no correlation between engine RPM and vehicle speed. The computer tries to keep the engine RPM at its most efficient point. Because of the intake valve timing there is exhaust blow back into the intake manifold. There is a resonance chamber connected to the intake that usually dampens the sound this makes.

The Energi has the blower assembly for the battery in the tire well.

I think there is something wrong with the monitoring system. The following trip was entirely electric.