Prof. Kelly once again more competent on his own in a wheelchair than most repair shops with boundless able-bodied employees. shows the skills matter more than anything.
Wow! Thanks, Professor Kelly. The safety and procedural details you provide will prove priceless for years to come to people who open these battery packs outside of an official Ford shop. The other Mach E battery disassembly I saw was destructive and not so detailed. I am very impressed with the effort Ford has taken to make these packs able to be serviced. Fasteners are all accessible, bus bars are covered and come out easily, cables and harnesses can be safely moved out of the way, etc. The ability to repair and restore battery modules without the need to replace the entire pack will extend the service lives of these vehicles. Not all manufacturers, as you know, make that a priority. This pack configuration also makes 'second life' use of these modules much more practical.
@@rondavis2791 In an interview before the Mach E went on sale, a Ford engineer said that the battery pack was designed such that dealerships could repair it. Professor Kelly's video confirms that the tools are available to replace modules. On the Munro Live tear-down we see that the individual pouch cells are spot welded to module busbars. From what we can see in that video it appears to me that individual cell pouches could be replaced, but it is very unlikely that Ford dealers would do that. Dealers are likely to replace any modules that fail, but this leaves open the possibility of aftermarket repair/rebuild options after the warranty has expired, like we see with Prius batteries today. Ford's use of modules also makes "second life" applications possible. Reusing batteries too degraded for automotive use for bulk energy storage is becoming more common as more EV batteries hit the scrap yards due to collisions or degradation. Even a degraded LEAF battery with only 50% capacity has more storage capacity than a $12,000 Tesla Powerwall.
We are all so incredibly lucky that you take the time to create these videos for us, Professor Kelly. Your value to the evolving community of technicians and diagnosticians is unmeasurable.
Regarding heat conductive epoxy and heat pad: The conductive epoxy can be made very thin, same as conductive paste, which is basically used to fill in the gaps of imperfections. You want the less material between the heat conductive metals, as any conductive epoxy/polymer is less efficient than any metal. The pad handles imperfections too, but has a "high" minimum thickness. If you have ever dis-assembled any electronic component that is mounted on a heatsink, you will notice that it can have one of 4 heat coupling options: heat paste (berillium or silver based), heat conductive epoxy (silver and or copper with epoxy), a flexible heat pad (like the one you shown), of a "rigid" heat pad (seen in high voltage insulation parts) The is a very nice video from Tech Ingredients about making and explaining heat conductive epoxies, and he even makes one with very excellent specs. Thanks a lot for all the explanations you provide us.
Atleast stealerships will have a hard time making excuses to charge big bugs from work hours because good professor here has now set the standard for battery change time for one person while seated. Remarkable work as always.
What time (hours) can you possibly extrapolate from this video? There is are obviously cuts every time the camera moves, plus arbitrary cuts and fast forward moments. Looking at the sun shining in the windows a very significant amount of time passes. Plus hourly rates are based on the time it takes the average experienced tech to perform a task. A “professor” is far from average.
I highly appreciate Professor John Kelly's all RUclips videos. Theses are extremely valuable and educational. No one else shows such details and explains hardware like John Kelly. He is not promoting anything or selling anything. These are excellent examples of 100% pure education with real value. Thanks for all your videos.
Those GM "sleeves" are a GREAT idea. They should have been used when you made your first "disconnection." Hold them in place with tape as needed. You might want to use the plastic gadgets used to remove door panels/etc.
Amazing professor.. a very delicate procedure applies for these new ev systems so technicians should be aware of this very much... thank you so much for this amazing episode... wish to see you online joining my classes again soon 👋😎👋😎
Many thanks. Excellent video, very good procedure to fill the coolant, step by step, excellent! Greetings from Uruguay! Leonardo Aranda , Mechatronics technician.
Looks like we gotta create a pool to get the professor a new chair that holds its position instead of leaking down! And/or fight for right to repair on it to have someone rebuild it!
Heat engine tech: super-materials, superalloys, able to withstand extreme temperatures, necessary for high efficiency. Awe-inspiring engineering of every aspect of the engine, to squeeze every last bit of useful power from burning of fuel. EV tech: we're just put some thermal paste right about here, boys. (still 3x more efficient than the best heat engines). 😂
Thank you Prof Kelly. Since you just finished this series on the Mach-e battery, 2 questions: 1) How many hours to do this (from lifting the vehicle, to removing, disassembly and replacing the battery) as shown in this video? and 2) How many custom tools, fixtures, adapters, etc. were used and 2a) how much do they all cost in total (including the official Ford Battery table and connector plugs for the pressure test)?
I did not keep track of the time. I suspect it was around 10 hours. The special service tools were close to $5000 USD and the official Ford battery lift is around $10,000 USD
@@WeberAuto Thank you for the info! This would make it a 2 day job. Too many YT commenters are wishing for batteries to be "repairable" either by their local "garage" or dealer. Based on ~$150 / hour shop rates that would be $1500 plus the cost of parts. The battery pack in this vehicle is ~ $24,000 and is expected to rise significantly, according to Ford. If one assumes that the battery modules inside are about 70% of the cost (i.e. $16,800) and then add the $1500 labor, it would cost ~ $18,300 to replace all the battery modules plus the expense of the special tools and fixtures. If these are amortized at 10% (i.e. $15,000 x 0.1) $1,500, then costs would be about $20,000, allowing for "shop towels and supplies" such as coolant, and assumes the other equipment, i.e. vacuum pump, are shop overhead. Of course, there would be the matter of the old batteries. Disposal fees for nearly 1000 pounds would simply add to the expense. This also implies that it could cost Ford > $1,000 to replace the contactor module. For 50k Mach-e cars... ~ $50,000,000!
You know a lot of the hybrid technology Toyota has in the Prius came from the forklift division, my father worked for the fork lift division of Toyota for over 30 years, over the years he’s actually experienced a couple forklift batteries explode, luckily no one was close by but those things weigh on an average of 3000 pounds!
Yay, another video! We’re getting spoiled by all these regular uploads… 😁 I’m curious if cooling (or heating) both sides of the battery would be more effective. I’ve noticed on my Ioniq5, especially when fast charging, there can be a pretty significant difference in battery temperature depending on where the sensors are located (I’ve seen up to 30 deg F difference). It seems like cooling only from the bottom of the battery module would lead to a temperature difference between the top and bottom of the battery, which becomes more pronounced under higher loads (like a long/steep hill climb while towing, or DC fast charging). It also limits the speed at which the battery can be heated, since they can only heat from the bottom and wait for it to migrate through the battery, and it seems like the heating can’t be very aggressive (only about 95-100 deg F max from what I’ve seen) The Bolt can get away with less thermal conductivity between the battery modules and the heat exchanger plate since it operates under a lower load. 50ish KW fast charging vs 150ish Kw on the Mach-E and 160kw peak discharge on the Bolt vs maybe 350kw on the Mach-E GT. I’ve repeatedly DC fast charged my Bolt on record high summer days (peaked at 120 deg F ambient temp) and the car had no issue keeping the battery cool even after several fast charge stops. I never even saw any thermal throttling. If there is anything good about the relatively slow DC fast charging of the Bolt, it is that it doesn’t stress the battery. My Ioniq5 will thermally throttle a little during a single fast charge event on a warm (95 deg F) day.
Not sure if there's any mention of it in EV repair standards but the lack of sleeves on your shirt open you up to electrocution, particularly in a case where you've forgotten to close the cap over a battery terminal and you lean over reaching to something across from it. I wouldn't work in that environment without some arm protection. Oh and, thanks for the great information.
When rmf speed is much lower than rotor speed the current induced in the rotor will change direction which causes reversed torque to be applied to the rotor which creates a perfect brake which help slow the car down producing an electric current which is converted from ac to dc to recharge the battery.
Doesn't look like there's any insulation between the battery cold plates and the battery case? So in the winter it will be very difficult to keep the battery warm?
Very interesting on how Ford has developed their hybrid drive platform, my boss just recently picked up his new Ford lightning I don’t know if you seen the underneath of that thing yet but you should check out the rear control arms talk about a ton of aluminum! I’m assuming the Ford lightning is probably the same set up if not close or similar to this Mustang I would assume. Those GM electrical rubberized cap covers would be awesome for us to have the winery to slip over our huge lugs!
Dear Professor Kelly, Thank you for yet another excellent training session. Very nice indeed. If the vehicle is functioning well and the coolants are at the right levels in the two reservoirs then is there any reason to change it. Eg it is filled for life (200,000 + km). As I understand it the reason here we changed the coolant was (1) for training purposes and (2) because we dismantled the modules in the battery pack. In an ICE engine in Europe we normally change the engine lubricant once a year or 20000 km whichever comes first but in the EVs the coolant, transmission and brake fluids are almost filled for life (10 years, 200,000 km).
Thank you. The yellow-colored Motorcraft prediluted coolant is scheduled to initially be replaced every ten years or 200,000 miles (322,000 km), then every five years or 100,000 miles (160,000 km). However, if the system is ever opened, it must be replaced.
Probably the only time you will see it done with the proper tools🤣. As a mechanic who has worked at dealerships and independent shops, I am willing to bet this battery is dropped with a 2”x12 and a transmission jack and the cells are lifted out by hand. I’ve never seen any of these special tools shown in a service manual even at a dealership.
Professor Kelly, are you able to take this car for a test drive or do you require modifications to the driver’s controls? Thanks again for the time you put into these highly informative videos! Your channel has been one of my favourites for many years now.
Curious... Correct me if i'm wrong of course; The BECM has balance circuits and would think it has an UN balanced cell issue if you disconnect the connectors in the wrong order.... I get that part BUT. Seeing that the BECM most certainly is a 12V supplied and controlled module, wouldn't disconnecting the 12V battery and disabling the high voltage system effectively make that BECM module dead ? So disconnecting it in anyway and order by mistake should not affect anything as its not powered up. I am all for and agree with the S/M, just curious as to why they chose to write it up that way. Maybe because someone will try and unplug it while still hooked up to 12v maybe?
I do not know the answer. The 10 second wait time after disconnecting one of the connectors makes me believe there is a capacitor in the circuit; maybe for some sort of energy reserve. The BECM can get 12V from the high voltage battery by connecting wires across three cell packs. Thanks for watching
Thanks for the video series. I was wondering have you tried the wheel dolly trick to position the car on the lift ? And you were talking about using old plug and putting rtv into the connectors would epoxy be better ?
Prof. Kelly, what sort of connections are used in these coolant loops? Also does the coolant (in any of the cars you've showed) ever come in contact with live DC parts?
Prof.John Kelly It seems to me that the battery is the same as on the Chevrolet Bolt, such as we remove it out together in your class, or am I mistak? Very similar
Heads up, these battery packs are CHEAP dollars per kWh I've seen several 89kwh packs on car-part for $12000, $134 per kilowatt hour is incredibly good, talk about amazing DIY power wall for cheap
Really great content Prof Kelly. I did not realise it takes such a long time for the coolant refill pressure to settle out. Thank you for sharing. I am wondering if this means service costs for EVs are typically much higher than combustion engines. I always enjoy your presentation videos. Please Keep them coming. Kind regards Philip.
Hello John D. Kelly, you are talking about a cover for the high voltage battery terminals to protect and that it is a motorcycle tool with identification 48569, I have been looking for it and I cannot find it, could you say the brand of the tool or the website to be able to buy Thanks a lot
Dear Professor Kelly, hello! Please tell me, is it possible to install a 98.8 kWh (15 Dec 2020 production year, 10 cells of 8.5 kWh, 2 cells of 7.4 kWh) battery from the Premium AWD model on the GT AWD model 98.8 kWh (sept 2021 production year, 10 cells of 8.4 kWh, 2 cells of 7.4 kWh), the battery energy management module has one part number (identical), is it technically possible? Thank you for your reply!
I got 8800 miles on my mach e gt and its my 2nd time i got the high voltage or service soon what could it be? It also lowered the power when i accelerate
More 21st century garbage. The corporations/mfrs are not interested in saving the planet or making you a happy customer. They are only interested in $$$. Ford family is wealthy beyond your wildest imagination but wont lift a finger to help you. You will probably have to sue them but you wont win. They have more lawyers than engineers. Read about the 10s of 1000s of Ford Focus owner that got screwd by Ford with unrepairable defective transmissions.
Sigorado ba Yung battery abutan Ng 1year Yan? Pano mag palit Ng battery parang boong sahig nayan, back lash at LAHAT pag nag palit Ng battery eh Pano Kung ilang buwan Lang itatagal?
Im avoiding any Ford products in the future. They certainly arent designed or engineered nearly as well as a Tesla. I own a 2006 F150 bought new and although its been a "decent" truck in the 123k miles ive used it. i have to take my good engine and swap it into another truck since mine has a frame that looks like swiss cheese and the bed supports are 40% rusted away. I found a 2005 truck just like mine (8ft bed) with a solid frame and body but bad engine for 2700$. Im gonna swap it myself to save a fortune until I get my Cybertruck to replace it. If only Ford made products that werent designed to fail for service revenue Id probably be more likely to support them. But they dont so theyll never see another penny from me.
I’m curious what you think in here that is “designed to fail” that Tesla does better. Tesla is widely known to make things that are not serviceable, and the only vehicles they have made that are nearly 10 years old have had common major failures (batteries, motors, MCUs, lots and lots of door handles, etc). When those components do fail on Tesla, even if it is just a minor part within that component that fails (like a single cell in a battery, or a bearing in the motor), Tesla does not allow for any repairs, only replacement of the entire component.
Meanwhile, Tesla started producting batteries with no replaceable modules at all. It's interesting to see whether all manufacturers catch up to that or not.
Sound like a nightmare for the customer when the entire battery must be replaced instead of a module which itself can be rebuilt or exchanged. Let's hope manufactures never "catch up" with that flawed philosophy and keep vehicle systems easily repairable instead of throwaway.
Is that really a battery pack from one vehicle? As a hobbyist and automotive enthusiast, that much plastic and electronics really scares me! I want to know for sure that we have a profitable recycling and disposal system set up to deal with them when they have reached the end of their 7-10 year lifespan. Still to this day, all I have seen local scrap yards do with hybrid and ev batteries is store them in the back. some of them still have a charge and are dangerous. All of the ones I have sold did not end up fixing the vehicles they were installed in. I feel misled.
www.recyclemybattery.com/product/recycle-my-battery/public/us/en/recycle/recyclers.html and chargedevs.com/newswire/toyota-and-redwood-materials-collaborate-on-closed-loop-battery-ecosystem/ we offer training at continue.weber.edu/professional/programs/evtraining/ Training will help reduce the risk of danger.
I can see why 3M was so critical in making Tesla the success it still is today as there is no way I would want to be seen as doing this as the correct "power down procedure before doing repair or inspection of some code violation."
Mach E 5 electronics boxes stacked on each other / TESLA one box Mach E 35 hoses and dozens of brittle plastic elbows and clamps / TESLA two to four hoses. And on and on this thing is a POS.
So when it fails it costs five times as much to replace and Tesla uses cheap hoses only designed for 5 PSI, the hoses on this vehicle are much better quality and are designed for 30 PSI. Talk about a POS!
This video clearly indicates that any future repair of this vehicle will be extremely costly. I do not see any way to recycle or dispose off these parts at the end of car life. Such cars will be extremely expensive to maintain and will create a major end of life dispose off problem. Any solution?
I have the opposite impression. It would be rather easy for someone to "mix & match" cells from junked vehicles to make a non-working batter pack functional again.
For recycling- throw the whole pack in an industrial shredder. Treat it as high-grade ore, extract the basic elements and manufacture a new pack and cells. Tesla has hinted this is their process for their latest pack design. On repair- a degraded pack could be repurposed for other uses such as grid storage before it requires recycling. This already occurs albeit not at large scale yet. Modern EV packs are expected to be good for 200k+ miles (up to 1 million for LFP!) barring any manufacturing defects.
@@cheesetomatoes -- Well, the conversion to "ore" is an obvious improvement to the landfill. But replacing the worse cells from one pack with the best cells from another pack makes more sense. It would allow users to get another 3 to 5 years out of their EV for less that the cost of an ICE automatic transmission or engine or even an air-conditioner compressor. Speaking of the A/C compressors, I suspect that might end up being a problem with a lot of the EVs. The EV "brains" are programmed to sacrifice just about anything to keeping the battery pack "healthy."
@@cheesetomatoes Tesla claims are BS. Recycling only works if shredded mixer consist of only few metals with different melting point. e.g. iron, aluminum, copper, zinc. Beyond that there is no effective way to separate materials. At the end of life disposal of such batteries will be as difficult as nuclear waste.
Notice that @40:46 the geniuses that write these procedures can't spell. V-A-C-U-U-M. Someone has to be LTAO at humanity for creating these ridiculously complex systems to move us from A to B. When we have zillions of these cars what happens to all the spent batteries? Bury them or kick the can down the road to our grandchildren like we do with nuclear waste?
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Prof. Kelly once again more competent on his own in a wheelchair than most repair shops with boundless able-bodied employees. shows the skills matter more than anything.
Thank you very much!
Wow! Thanks, Professor Kelly. The safety and procedural details you provide will prove priceless for years to come to people who open these battery packs outside of an official Ford shop. The other Mach E battery disassembly I saw was destructive and not so detailed.
I am very impressed with the effort Ford has taken to make these packs able to be serviced. Fasteners are all accessible, bus bars are covered and come out easily, cables and harnesses can be safely moved out of the way, etc. The ability to repair and restore battery modules without the need to replace the entire pack will extend the service lives of these vehicles. Not all manufacturers, as you know, make that a priority.
This pack configuration also makes 'second life' use of these modules much more practical.
Thank you Bill!
Are these batteries rebuild able
@@rondavis2791 In an interview before the Mach E went on sale, a Ford engineer said that the battery pack was designed such that dealerships could repair it. Professor Kelly's video confirms that the tools are available to replace modules.
On the Munro Live tear-down we see that the individual pouch cells are spot welded to module busbars. From what we can see in that video it appears to me that individual cell pouches could be replaced, but it is very unlikely that Ford dealers would do that. Dealers are likely to replace any modules that fail, but this leaves open the possibility of aftermarket repair/rebuild options after the warranty has expired, like we see with Prius batteries today.
Ford's use of modules also makes "second life" applications possible. Reusing batteries too degraded for automotive use for bulk energy storage is becoming more common as more EV batteries hit the scrap yards due to collisions or degradation. Even a degraded LEAF battery with only 50% capacity has more storage capacity than a $12,000 Tesla Powerwall.
We are all so incredibly lucky that you take the time to create these videos for us, Professor Kelly. Your value to the evolving community of technicians and diagnosticians is unmeasurable.
Thank you so much
Regarding heat conductive epoxy and heat pad: The conductive epoxy can be made very thin, same as conductive paste, which is basically used to fill in the gaps of imperfections. You want the less material between the heat conductive metals, as any conductive epoxy/polymer is less efficient than any metal. The pad handles imperfections too, but has a "high" minimum thickness.
If you have ever dis-assembled any electronic component that is mounted on a heatsink, you will notice that it can have one of 4 heat coupling options: heat paste (berillium or silver based), heat conductive epoxy (silver and or copper with epoxy), a flexible heat pad (like the one you shown), of a "rigid" heat pad (seen in high voltage insulation parts)
The is a very nice video from Tech Ingredients about making and explaining heat conductive epoxies, and he even makes one with very excellent specs.
Thanks a lot for all the explanations you provide us.
Thank you for the great information and thank you for watching
Atleast stealerships will have a hard time making excuses to charge big bugs from work hours because good professor here has now set the standard for battery change time for one person while seated. Remarkable work as always.
Thank you so much
What time (hours) can you possibly extrapolate from this video? There is are obviously cuts every time the camera moves, plus arbitrary cuts and fast forward moments. Looking at the sun shining in the windows a very significant amount of time passes.
Plus hourly rates are based on the time it takes the average experienced tech to perform a task. A “professor” is far from average.
Dear Professor Kelly - your videos are just unique. There is nothing like them on the entire internet. Thank you for everything you do.
Thank you very much!
I highly appreciate Professor John Kelly's all RUclips videos. Theses are extremely valuable and educational. No one else shows such details and explains hardware like John Kelly. He is not promoting anything or selling anything. These are excellent examples of 100% pure education with real value. Thanks for all your videos.
It's funny you say that, but I bought my 2nd gen Chevy volt because I watched the engineering that went into it on this channel. 👍
@@aaronkoch3273 He did not suggest you to buy that car in any video. It was your decision.
Thank you very much!
Thank you once again Prof. Kelly for a great video. This has been an excellent series as all of yours have been! Love learning about all EV's/Hybrids.
Thanks Mike!
Thank you Professor John Kelly.! also have a good time 🙏
Thank you
Thanks to your videos I learned all about EV
So interesting to see. I don't care about driving cars, but the technology behind them is fascinating. Thanks prof. for showing us.
It was my pleasure, thank you
I like it to see how you learn people more from this technic. Greetings from the Netherlands. Rene
Those GM "sleeves" are a GREAT idea. They should have been used when you made your first "disconnection." Hold them in place with tape as needed. You might want to use the plastic gadgets used to remove door panels/etc.
Good idea! Thanks
It was a pleasure to see these videos. Thanks Prof. Kelly.
Thank you
Thank you Prof. Kelly. This was a great video and I learned a lot.
There is a lot to be said for using hand tools versus power tools when it comes to avoiding damage to fasteners.
Agreed!
Great instruction! I can see this will be very cost prohibitive for the used car market.
Thank you
Amazing professor.. a very delicate procedure applies for these new ev systems so technicians should be aware of this very much... thank you so much for this amazing episode... wish to see you online joining my classes again soon 👋😎👋😎
Thank you so much
Many thanks. Excellent video, very good procedure to fill the coolant, step by step, excellent!
Greetings from Uruguay! Leonardo Aranda , Mechatronics technician.
Thank you very much!
Professor Kelly is a legend.
How lucky! I open RUclips and a new lesson has just been uploaded!
Same
Thanks for watching
Excellent as always , thanks for this Professor Kelly
Thank you
Good luck with the new class!
Thank you, it went well
Thank you for this INCREDIBLE explanation
Thank you so much
thanks from france professor Kelly, perfect videos of the mustang mach-e
Looks like we gotta create a pool to get the professor a new chair that holds its position instead of leaking down! And/or fight for right to repair on it to have someone rebuild it!
Lol. You noticed that huh? Thanks for watching
Seriously, I am simply impressed, period!
Heat engine tech: super-materials, superalloys, able to withstand extreme temperatures, necessary for high efficiency. Awe-inspiring engineering of every aspect of the engine, to squeeze every last bit of useful power from burning of fuel.
EV tech: we're just put some thermal paste right about here, boys. (still 3x more efficient than the best heat engines). 😂
Lol. Thanks for watching
Here from Brasil always following .
Congratulations !!!
Thank you Prof Kelly. Since you just finished this series on the Mach-e battery, 2 questions: 1) How many hours to do this (from lifting the vehicle, to removing, disassembly and replacing the battery) as shown in this video? and 2) How many custom tools, fixtures, adapters, etc. were used and 2a) how much do they all cost in total (including the official Ford Battery table and connector plugs for the pressure test)?
I did not keep track of the time. I suspect it was around 10 hours. The special service tools were close to $5000 USD and the official Ford battery lift is around $10,000 USD
@@WeberAuto Thank you for the info! This would make it a 2 day job. Too many YT commenters are wishing for batteries to be "repairable" either by their local "garage" or dealer. Based on ~$150 / hour shop rates that would be $1500 plus the cost of parts. The battery pack in this vehicle is ~ $24,000 and is expected to rise significantly, according to Ford. If one assumes that the battery modules inside are about 70% of the cost (i.e. $16,800) and then add the $1500 labor, it would cost ~ $18,300 to replace all the battery modules plus the expense of the special tools and fixtures. If these are amortized at 10% (i.e. $15,000 x 0.1) $1,500, then costs would be about $20,000, allowing for "shop towels and supplies" such as coolant, and assumes the other equipment, i.e. vacuum pump, are shop overhead.
Of course, there would be the matter of the old batteries. Disposal fees for nearly 1000 pounds would simply add to the expense.
This also implies that it could cost Ford > $1,000 to replace the contactor module. For 50k Mach-e cars... ~ $50,000,000!
You know a lot of the hybrid technology Toyota has in the Prius came from the forklift division, my father worked for the fork lift division of Toyota for over 30 years, over the years he’s actually experienced a couple forklift batteries explode, luckily no one was close by but those things weigh on an average of 3000 pounds!
Thank you for the information
Yay, another video! We’re getting spoiled by all these regular uploads… 😁
I’m curious if cooling (or heating) both sides of the battery would be more effective. I’ve noticed on my Ioniq5, especially when fast charging, there can be a pretty significant difference in battery temperature depending on where the sensors are located (I’ve seen up to 30 deg F difference). It seems like cooling only from the bottom of the battery module would lead to a temperature difference between the top and bottom of the battery, which becomes more pronounced under higher loads (like a long/steep hill climb while towing, or DC fast charging). It also limits the speed at which the battery can be heated, since they can only heat from the bottom and wait for it to migrate through the battery, and it seems like the heating can’t be very aggressive (only about 95-100 deg F max from what I’ve seen)
The Bolt can get away with less thermal conductivity between the battery modules and the heat exchanger plate since it operates under a lower load. 50ish KW fast charging vs 150ish Kw on the Mach-E and 160kw peak discharge on the Bolt vs maybe 350kw on the Mach-E GT. I’ve repeatedly DC fast charged my Bolt on record high summer days (peaked at 120 deg F ambient temp) and the car had no issue keeping the battery cool even after several fast charge stops. I never even saw any thermal throttling. If there is anything good about the relatively slow DC fast charging of the Bolt, it is that it doesn’t stress the battery. My Ioniq5 will thermally throttle a little during a single fast charge event on a warm (95 deg F) day.
Good question, I do not know. Thanks for watching
You're a real contributer to a better future!
I'd love to see such videos for the Outlander PHEV ❤️
The Outlander PHEV is the best selling PHEV car in many places and alot of us would love to see you exploring it.
Thank you
Great video! I am hoping you can provide a part number for the voltage sense connector on each pack. Thanks!
Thanks for another Great class, the part of the cooling sistem was real
interesting
Glad you enjoyed it
Not sure if there's any mention of it in EV repair standards but the lack of sleeves on your shirt open you up to electrocution, particularly in a case where you've forgotten to close the cap over a battery terminal and you lean over reaching to something across from it.
I wouldn't work in that environment without some arm protection.
Oh and, thanks for the great information.
When rmf speed is much lower than rotor speed the current induced in the rotor will change direction which causes reversed torque to be applied to the rotor which creates a perfect brake which help slow the car down producing an electric current which is converted from ac to dc to recharge the battery.
Yes that is true for an induction motor. Thanks for watching
Fantastic video professor! Thank you for sharing with us!
Thank you!
Doesn't look like there's any insulation between the battery cold plates and the battery case? So in the winter it will be very difficult to keep the battery warm?
There is a battery coolant heater to add heat in cold temperatures
Superb video. Thorough coverage.
Thank you
Very interesting on how Ford has developed their hybrid drive platform, my boss just recently picked up his new Ford lightning I don’t know if you seen the underneath of that thing yet but you should check out the rear control arms talk about a ton of aluminum! I’m assuming the Ford lightning is probably the same set up if not close or similar to this Mustang I would assume. Those GM electrical rubberized cap covers would be awesome for us to have the winery to slip over our huge lugs!
The lightning has a similar battery tray but a different module configuration. Thanks for watching
Very informative video. Thanks for posting.
Excellent prof Kelly👍
Thank you
Dear Professor Kelly,
Thank you for yet another excellent training session. Very nice indeed.
If the vehicle is functioning well and the coolants are at the right levels in the two reservoirs then is there any reason to change it. Eg it is filled for life (200,000 + km). As I understand it the reason here we changed the coolant was (1) for training purposes and (2) because we dismantled the modules in the battery pack. In an ICE engine in Europe we normally change the engine lubricant once a year or 20000 km whichever comes first but in the EVs the coolant, transmission and brake fluids are almost filled for life (10 years, 200,000 km).
Thank you. The yellow-colored Motorcraft prediluted coolant is scheduled to initially be replaced every ten years or 200,000 miles (322,000 km), then every five years or 100,000 miles (160,000 km). However, if the system is ever opened, it must be replaced.
Probably the only time you will see it done with the proper tools🤣. As a mechanic who has worked at dealerships and independent shops, I am willing to bet this battery is dropped with a 2”x12 and a transmission jack and the cells are lifted out by hand. I’ve never seen any of these special tools shown in a service manual even at a dealership.
LOL, I am so surprised! Thanks Flat Rate!
Thanks for the videos .All the best. 👍👍👍👍
Thank you
Prof, where have you been? We missed you.
Thank you. I was developing new curriculum for EV training.
Are there special instructions when creating a vacuum to refill the coolant systems at a higher elevation, for example in Denver?
Professor Kelly, are you able to take this car for a test drive or do you require modifications to the driver’s controls?
Thanks again for the time you put into these highly informative videos! Your channel has been one of my favourites for many years now.
Thank you very much. No, I have not been able to drive it it would require hand controls for the accelerator and brake
You could also probably get someone to 3D print you connector seals possibly.
That could work!
Curious... Correct me if i'm wrong of course;
The BECM has balance circuits and would think it has an UN balanced cell issue if you disconnect the connectors in the wrong order.... I get that part BUT.
Seeing that the BECM most certainly is a 12V supplied and controlled module, wouldn't disconnecting the 12V battery and disabling the high voltage system effectively make that BECM module dead ?
So disconnecting it in anyway and order by mistake should not affect anything as its not powered up.
I am all for and agree with the S/M, just curious as to why they chose to write it up that way. Maybe because someone will try and unplug it while still hooked up to 12v maybe?
I do not know the answer. The 10 second wait time after disconnecting one of the connectors makes me believe there is a capacitor in the circuit; maybe for some sort of energy reserve. The BECM can get 12V from the high voltage battery by connecting wires across three cell packs. Thanks for watching
Thanks for the video series. I was wondering have you tried the wheel dolly trick to position the car on the lift ? And you were talking about using old plug and putting rtv into the connectors would epoxy be better ?
Thank you. I was talking about finding other used connectors, removing the terminals and filling the cavities with RTV.
Prof. Kelly, what sort of connections are used in these coolant loops? Also does the coolant (in any of the cars you've showed) ever come in contact with live DC parts?
Prof.John Kelly It seems to me that the battery is the same as on the Chevrolet Bolt, such as we remove it out together in your class, or am I mistak? Very similar
Heads up, these battery packs are CHEAP dollars per kWh
I've seen several 89kwh packs on car-part for $12000, $134 per kilowatt hour is incredibly good, talk about amazing DIY power wall for cheap
Really great content Prof Kelly. I did not realise it takes such a long time for the coolant refill pressure to settle out. Thank you for sharing. I am wondering if this means service costs for EVs are typically much higher than combustion engines. I always enjoy your presentation videos. Please Keep them coming.
Kind regards Philip.
Awesome video. I love the info.
Awesome video! Thank's for demystifying these for us shadetrees.. What software is that? Is there a GM equivalent?
Thank you. It is the Ford FDRS software. GM and other manufacturers have similar software
Would love to see the new 2023 outlander phev torn down!
Hello John D. Kelly, you are talking about a cover for the high voltage battery terminals to protect and that it is a motorcycle tool with identification 48569, I have been looking for it and I cannot find it, could you say the brand of the tool or the website to be able to buy Thanks a lot
Kent-Moore tools. It may have the letter J in front of the numbers. Search eBay
Do the templates come in the paste kit from ford or are they a special tool to order?
I believe the templates come with the battery models. The thermal paste kit is separate
Is there anyway for coolant to drain out of the battery box should a leak occur?
Dear Professor Kelly, hello! Please tell me, is it possible to install a 98.8 kWh (15 Dec 2020 production year, 10 cells of 8.5 kWh, 2 cells of 7.4 kWh) battery from the Premium AWD model on the GT AWD model 98.8 kWh (sept 2021 production year, 10 cells of 8.4 kWh, 2 cells of 7.4 kWh), the battery energy management module has one part number (identical), is it technically possible? Thank you for your reply!
damn, need to get visa to get to this bootcamp
car battery registration and batter adaptation is the same mean?
Thank you very much❤
Thank you!
Please tell me, what kind of thermal paste is used?
Can you upgrade a standard battery to a long-range battery?
In the high speed putting back together i see you are not using high voltage protection all the time and just for a few procedures. Why?
I had not connected the bus bars yet. The voltage was only 26 volts where my hands were. Thank you for watching
I got 8800 miles on my mach e gt and its my 2nd time i got the high voltage or service soon what could it be? It also lowered the power when i accelerate
More 21st century garbage. The corporations/mfrs are not interested in saving the planet or making you a happy customer. They are only interested in $$$. Ford family is wealthy beyond your wildest imagination but wont lift a finger to help you. You will probably have to sue them but you wont win. They have more lawyers than engineers. Read about the 10s of 1000s of Ford Focus owner that got screwd by Ford with unrepairable defective transmissions.
How many people can do this in a wheelchair? I can think of only one.
Thanks Mark
Sigorado ba Yung battery abutan Ng 1year Yan? Pano mag palit Ng battery parang boong sahig nayan, back lash at LAHAT pag nag palit Ng battery eh Pano Kung ilang buwan Lang itatagal?
Im avoiding any Ford products in the future. They certainly arent designed or engineered nearly as well as a Tesla. I own a 2006 F150 bought new and although its been a "decent" truck in the 123k miles ive used it. i have to take my good engine and swap it into another truck since mine has a frame that looks like swiss cheese and the bed supports are 40% rusted away. I found a 2005 truck just like mine (8ft bed) with a solid frame and body but bad engine for 2700$. Im gonna swap it myself to save a fortune until I get my Cybertruck to replace it. If only Ford made products that werent designed to fail for service revenue Id probably be more likely to support them. But they dont so theyll never see another penny from me.
Thanks for your feedback
I’m curious what you think in here that is “designed to fail” that Tesla does better. Tesla is widely known to make things that are not serviceable, and the only vehicles they have made that are nearly 10 years old have had common major failures (batteries, motors, MCUs, lots and lots of door handles, etc). When those components do fail on Tesla, even if it is just a minor part within that component that fails (like a single cell in a battery, or a bearing in the motor), Tesla does not allow for any repairs, only replacement of the entire component.
Meanwhile, Tesla started producting batteries with no replaceable modules at all. It's interesting to see whether all manufacturers catch up to that or not.
It will be interesting to see if catching up to that is something that is desired. Time will tell. Thanks for your comments
Sound like a nightmare for the customer when the entire battery must be replaced instead of a module which itself can be rebuilt or exchanged. Let's hope manufactures never "catch up" with that flawed philosophy and keep vehicle systems easily repairable instead of throwaway.
Soon I will be able to refurbish my own car 😂
Lol. Good to hear!
Is that really a battery pack from one vehicle? As a hobbyist and automotive enthusiast, that much plastic and electronics really scares me! I want to know for sure that we have a profitable recycling and disposal system set up to deal with them when they have reached the end of their 7-10 year lifespan. Still to this day, all I have seen local scrap yards do with hybrid and ev batteries is store them in the back. some of them still have a charge and are dangerous. All of the ones I have sold did not end up fixing the vehicles they were installed in. I feel misled.
www.recyclemybattery.com/product/recycle-my-battery/public/us/en/recycle/recyclers.html and chargedevs.com/newswire/toyota-and-redwood-materials-collaborate-on-closed-loop-battery-ecosystem/ we offer training at continue.weber.edu/professional/programs/evtraining/ Training will help reduce the risk of danger.
None of the battery innards is recyclable. They are selling you a lie.
I can see why 3M was so critical in making Tesla the success it still is today as there is no way I would want to be seen as doing this as the correct "power down procedure before doing repair or inspection of some code violation."
Thanks for your feedback
👍❤️🙏
Thank you
I can imagine what this costs at the dealership! ouch.
👏🏽🌹👏🏽🌹👏🏽🌹👏🏽
Mach E 5 electronics boxes stacked on each other / TESLA one box
Mach E 35 hoses and dozens of brittle plastic elbows and clamps / TESLA two to four hoses.
And on and on this thing is a POS.
So when it fails it costs five times as much to replace and Tesla uses cheap hoses only designed for 5 PSI, the hoses on this vehicle are much better quality and are designed for 30 PSI. Talk about a POS!
This video clearly indicates that any future repair of this vehicle will be extremely costly. I do not see any way to recycle or dispose off these parts at the end of car life. Such cars will be extremely expensive to maintain and will create a major end of life dispose off problem. Any solution?
I have the opposite impression. It would be rather easy for someone to "mix & match" cells from junked vehicles to make a non-working batter pack functional again.
For recycling- throw the whole pack in an industrial shredder. Treat it as high-grade ore, extract the basic elements and manufacture a new pack and cells. Tesla has hinted this is their process for their latest pack design.
On repair- a degraded pack could be repurposed for other uses such as grid storage before it requires recycling. This already occurs albeit not at large scale yet. Modern EV packs are expected to be good for 200k+ miles (up to 1 million for LFP!) barring any manufacturing defects.
@@cheesetomatoes -- Well, the conversion to "ore" is an obvious improvement to the landfill. But replacing the worse cells from one pack with the best cells from another pack makes more sense. It would allow users to get another 3 to 5 years out of their EV for less that the cost of an ICE automatic transmission or engine or even an air-conditioner compressor.
Speaking of the A/C compressors, I suspect that might end up being a problem with a lot of the EVs. The EV "brains" are programmed to sacrifice just about anything to keeping the battery pack "healthy."
@@cheesetomatoes Tesla claims are BS. Recycling only works if shredded mixer consist of only few metals with different melting point. e.g. iron, aluminum, copper, zinc. Beyond that there is no effective way to separate materials. At the end of life disposal of such batteries will be as difficult as nuclear waste.
Thanks for watching
Notice that @40:46 the geniuses that write these procedures can't spell. V-A-C-U-U-M.
Someone has to be LTAO at humanity for creating these ridiculously complex systems to move us from A to B.
When we have zillions of these cars what happens to all the spent batteries? Bury them or kick the can down the road to our grandchildren like we do with nuclear waste?
This is not fun I want to see some SPARKS.
LOL!