Calculated Battery Size Based on the Images

[mark]

An AWD extended range trim would make sense. I do not expect there to be alot of trim options ofered seperately, unless they are “bolt on” at the dealers service department. Just me interpreting the desire to keep the production line moving and eliminate sources of error in manufacture.

 

[PowerShift]

Probably a small battery XL model with very few options to hit the 30k mark. Then an 8k jump to XLT with big battery with a 2k dual motor option, and a dual motor Larait/Tremor for around 43-46k. The battery upgrade likely only cost them around $3000, but will be a huge price jump to the consumer.

I certainly hope this isn't the case. I don't think even Ford knows the actual range yet for the standard battery but all evidence points to it being lower than average for the class. I'm probably going to want more range. Given the starting price is a lot lower than I expected I could see room in my budget for an a la carte battery upgrade, but $8K plus a trim level jump to get decent range would be a non-starter for me.

If you look at the Hyundai Ioniq 5 there's a $2,500 jump from an SE standard range to the SE long range and no other mandatory upgrades. I could live with that.

 

[Supernintendo Chalmers]

Also, if the extended range battery isn’t LFP, but instead NMC, being more energy dense, the cost could be greater for the bigger battery.

 

[mark]

Also, if the extended range battery isn’t LFP, but instead NMC, being more energy dense, the cost could be greater for the bigger battery.

There is an improved LFP battery available from CATL, which according to a inquiry made from from Claude, is available by contract to Ford. This has higher energy density and faster charging speed. If they are using this technology for all the trims than the estimates on battery size are low and the the range is higher than the common estimates. The other option is that this improved battery will be offered in the higher trim and offer the stated advantages. The Michigan battery plant should be able to produce this product. It is a modification in chemistry not requiring a change in process equipment, according to what I could find. It uses commodity metals, aluminum, zinc, and magnesium for the catalyst used for improved performance.
I asked Riley about this and got no response, which was not a surprise.

 

[thum]

There is an improved LFP battery available from CATL, which according to a inquiry made from from Claude, is available by contract to Ford. This has higher energy density and faster charging speed. If they are using this technology for all the trims than the estimates on battery size are low and the the range is higher than the common estimates. The other option is that this improved battery will be offered in the higher trim and offer the stated advantages. The Michigan battery plant should be able to produce this product. It is a modification in chemistry not requiring a change in process equipment, according to what I could find. It uses commodity metals, aluminum, zinc, and magnesium for the catalyst used for improved performance.
I asked Riley about this and got no response, which was not a surprise.

Rivian got 335 EPA out of an 88kwh LFP battery with a more boxy design. Ford also claims they made a more efficient motor. They use an LG, which I imagine is behind CATL, if Ford is able to use the latest CATL tech.

 

[truckplease]

In my Mach-E RWD standard 71kWh battery pack, I used to get about 3.5mi/kW with daily mixed-use driving, 2.8mi/kWh on the freeway. (Curb weight was 4,394lbs.)

 

[Snakebitten]

In my Mach-E RWD standard 71kWh battery pack, I used to get about 3.5mi/kW with daily mixed-use driving, 2.8mi/kWh on the freeway. (Curb weight was 4,394lbs.)

I got fairly similar in my GTPE.
3.1-3.3 was easy to get on my 46 mile daily commute. Mixed driving, with plenty of hooligan sprints to get position, if you know what I mean.

Car was absolutely fantastic too.
Just not big enough for 3 or 4 grandkids and their cargo. That's why I'm partial to full sized trucks.

I'm looking at these electric Mavericks for family members. To coax them to electric. I feel guilty having all the fun.

 

[Garbone]

Probably a small battery XL model with very few options to hit the 30k mark. Then an 8k jump to XLT with big battery with a 2k dual motor option, and a dual motor Larait/Tremor for around 43-46k. The battery upgrade likely only cost them around $3000, but will be a huge price jump to the consumer.

I think this is a good guess on the pricing. I expect a big battery AWD for between $36k and $38k.
That works for me.

 

[Supernintendo Chalmers]

I imagine Ford is using battery tech a generation or two back. The newer LFPs are not as cost effective. Dang, who wouldn’t like to have that fast blade 2.0 charging in 9 minutes? We don’t get those nice things in the states

 

[metroshot]

Rivian got 335 EPA out of an 88kwh LFP battery with a more boxy design. Ford also claims they made a more efficient motor. They use an LG, which I imagine is behind CATL, if Ford is able to use the latest CATL tech.

Wow, there's some real hope that the Fathom will get equally good efficiency out of the LFP battery!

My NMC 71kW barely gets 2.5 mi/kWh if driven in town but drops to 2 mi/kWh on the freeways / highways at high speeds.

But then mine has been modified with a 2" lift, non EV RFT tires, and Ford Rally wheels.....

 

[Snakebitten]

Wow, there's some real hope that the Fathom will get equally good efficiency out of the LFP battery!

My NMC 71kW barely gets 2.5 mi/kWh if driven in town but drops to 2 mi/kWh on the freeways / highways at high speeds.

But then mine has been modified with a 2" lift, non EV RFT tires, and Ford Rally wheels.....

Ahhhh
That explains it.
I was wondering why the lower efficiency for your Mach-E?
I know the folks that live in colder climates also won't get the 3+ mkwh, but 2.5 around town is Full Size Truck mileage.

 

[Garbone]

Wow, there's some real hope that the Fathom will get equally good efficiency out of the LFP battery!

My NMC 71kW barely gets 2.5 mi/kWh if driven in town but drops to 2 mi/kWh on the freeways / highways at high speeds.

But then mine has been modified with a 2" lift, non EV RFT tires, and Ford Rally wheels.....

Wow... My 22 Select get 2.4ish at 80mph, 2.6 at 75 , 2.8 at 65, in the 3s and 4s around town. Running Bridgestone Turanza tires on stock rims.

Do hope for a better DC charge curve than my current rides. Sitting at 84kw for 30 to 40 minutes is better than that of a Bolt but just... In my mind would settle for equal charging since LFP 400v will probably be the pack type due to cost.

Can not see a pack bus that reconfigures for charging as a profitable option at the price point but I could be wrong. They may just run a higher base pack voltage with lower amperage feeding the drives and allow higher charge rates. Cost wise it may be cheaper on the materials used during the discharge portion of the pack cycle but with the higher voltage and current on charging does that offset the gains in overall cost? Not an engineer so no idea..... Should have slept at a Red Roof Inn...

 

[metroshot]

Wow... My 22 Select get 2.4ish at 80mph, 2.6 at 75 , 2.8 at 65, in the 3s and 4s around town. Running Bridgestone Turanza tires on stock rims.

Do hope for a better DC charge curve than my current rides. Sitting at 84kw for 30 to 40 minutes is better than that of a Bolt but just... In my mind would settle for equal charging since LFP 400v will probably be the pack type due to cost.

Can not see a pack bus that reconfigures for charging as a profitable option at the price point but I could be wrong. They may just run a higher base pack voltage with lower amperage feeding the drives and allow higher charge rates. Cost wise it may be cheaper on the materials used during the discharge portion of the pack cycle but with the higher voltage and current on charging does that offset the gains in overall cost? Not an engineer so no idea..... Should have slept at a Red Roof Inn...

Yah, the 400V pack seems to be the limiting DC charge rate.

Seeing 800V packs that boasts faster charging does make me envious.

 

[gzebrick]

I maintain that for -most- EV owners, max range isn't that important of a metric assuming that you charge at home with a level-2 (240) outlet AND 90% of your travel is local. If so, anything with a useable daily range of 200ish is more that adequate to eliminate any range anxiety. We've had at least one EV in our stable for about 3 years now (2 Bolts and an Ioniq 6) and have NEVER driven more than say 170 miles or so in a single day, and if we ever did, there's enough level-3 chargers around town to top off in any rare instance when we might need a little extra juice (never happened yet).

If extra range was as easy as making a gas tank larger, then sure.. go for it. Since adding an extra 100 miles or so of range is a VERY expensive option (more battery, more weight, larger suspension, brakes, tires, wheels, etc). I am fine with ANY base mode EV that returns 200+ miles (which probably means a spec for 250 assuming loss of range in winter).

A much more meaningful metric is miles/kWh, and I would hope that Ford finds a way to get the Fathom up to 4+ since they're claiming it to be super aerodynamic.

The more important metric for road tripping is level-3 maximum charging power, in kW, as well as the charging curve. Ideally the Fathom will have at least a 150kW level 3 and a decent flat charge curve.

I've said it before, once you own a reasonable-range EV, and you can re-charge every night at home, you find that "size doesn't matter"

 

[truckplease]

Max range ~300mi is nice because you can do a ~200mi run and know you have extra range to get to a charger should the one you're at be 1) broken or 2) so full you don't want to wait. I had multiple times where I'd show up at a station and it would be a 30min wait or so in a line. It's also important on road trips where you're in the middle of nowhere and there's weather.

That said, on an average day range was unimportant.