Maximizing Battery Life

[TJC]

I let both Rangers sit inactive for 10 days. Both (the 2005 and 2020) had the same charging rate of 14v. The 2020 ahows 13.8v in the cab, but measuring at the battery it is .2v higher. I am seeing identical charging patterns. This is the highest charge voltage that I have recorded since modifying the charging system. I am quite pleased with the results of my efforts.

I believe that the disabling of the telematics and the modem eliminated a very large part of the dark power drain. I refused to register for FordPass when I purchased the truck, but I believe that the telematics/modem was still active with the truck shut down. I can't think of any other explanation.

It is only since disabling the modem and telematics that the charging systems now behave very much the same (identical). In reality, I think they were behaving the same long before, it is just that the 2020 dark power drain was significantly higher that that of the 2005 Ranger.

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[TJC]

Been a month since last report. Here is the latest on my 3 primary vehicles. All three have BatteryMinder Onboard Desulfators installed. The 2005 and 2020 Rangers either do not have a TCU or it has been physically powered off. The 2023 Mazda CX-5 Turbo still has an active TCU that is scheduled to be turned off. All have AGM batteries

2005 Ranger - Last driven yesterday for 35 miles

Battery Health = 100%
Battery Charge = 100%
CCA = 1046 Rated at 750
Voltage = 12.87v
Internal Resistance = 2.87 mOhms

2020 Ranger - Last driven today 8am for 20 miles

Battery Health = 100%
Battery Charge = 79%
CCA = 904 Rated at 760
Voltage = 12.47v
Internal Resistance = 3.26 mOhms

2023 Mazda - Last driven 10 days ago 25 miles, but has been on a charger for 4 days. Internal Resistance was at 6.27mOhms with CCA at 478 when I started to recover the battery.

Battery Health = 65%
Battery Charge = 100%
CCA = 551 Rated at 640
Voltage = 13.21v
Internal Resistance = 5.41 mOhms

I believe the reason that the CX-5 is so much lower than the other two is due to dark voltage drain from the TCU still being active. I'll know more once I speak with the techs at Mazda.

 

[got3fords]

Been a month since last report. Here is the latest on my 3 primary vehicles. All three have BatteryMinder Onboard Desulfators installed. The 2005 and 2020 Rangers either do not have a TCU or it has been physically powered off. The 2023 Mazda CX-5 Turbo still has an active TCU that is scheduled to be turned off. All have AGM batteries

2005 Ranger - Last driven yesterday for 35 miles

Battery Health = 100%
Battery Charge = 100%
CCA = 1046 Rated at 750
Voltage = 12.87v
Internal Resistance = 2.87 mOhms

2020 Ranger - Last driven today 8am for 20 miles

Battery Health = 100%
Battery Charge = 79%
CCA = 1046 Rated at 760
Voltage = 12.47v
Internal Resistance = 3.26 mOhms

2023 Mazda - Last driven 10 days ago 25 miles, but has been on a charger for 4 days. Internal Resistance was at 6.27mOhms with CCA at 478 when I started to recover the battery.

Battery Health = 65%
Battery Charge = 100%
CCA = 551 Rated at 640
Voltage = 13.21v
Internal Resistance = 5.41 mOhms

I believe the reason that the CX-5 is so much lower than the other two is due to dark voltage drain from the TCU still being active. I'll know more once I speak with the techs at Mazda.

Curious you got the exact same CCA in both Rangers. And very high.

 

[TJC]

Curious you got the exact same CCA in both Rangers. And very high.

A copy / paste mistake when I penned the note.. It has been corrected. Supposed to be 904 CCA.

Thanks for seeing it and asking. I missed it completely.

 

[got3fords]

A copy / paste mistake when I penned the note.. It has been corrected. Supposed to be 904 CCA.

Thanks for seeing it and asking. I missed it completely.

No worries. I thought maybe big brother stepped in and remotely made the batteries the same CCA.

 

[IdahoRanger]

Been a month since last report. Here is the latest on my 3 primary vehicles. All three have BatteryMinder Onboard Desulfators installed. The 2005 and 2020 Rangers either do not have a TCU or it has been physically powered off. The 2023 Mazda CX-5 Turbo still has an active TCU that is scheduled to be turned off. All have AGM batteries

2005 Ranger - Last driven yesterday for 35 miles

Battery Health = 100%
Battery Charge = 100%
CCA = 1046 Rated at 750
Voltage = 12.87v
Internal Resistance = 2.87 mOhms

2020 Ranger - Last driven today 8am for 20 miles

Battery Health = 100%
Battery Charge = 79%
CCA = 904 Rated at 760
Voltage = 12.47v
Internal Resistance = 3.26 mOhms

2023 Mazda - Last driven 10 days ago 25 miles, but has been on a charger for 4 days. Internal Resistance was at 6.27mOhms with CCA at 478 when I started to recover the battery.

Battery Health = 65%
Battery Charge = 100%
CCA = 551 Rated at 640
Voltage = 13.21v
Internal Resistance = 5.41 mOhms

I believe the reason that the CX-5 is so much lower than the other two is due to dark voltage drain from the TCU still being active. I'll know more once I speak with the techs at Mazda.

Nice update, I need to get my CCA's up abit on my 2019 battery. My resistance is similar to yours.

 

[airline tech]

Decided I would do a Heath Check while in the Garage today.

The Onboard Desulfator and Raising the SOC to 90% is working, I have been at 90% since Dec 23.

I have thought about trying to find a clamp small enough to truly fit around the Positive Cable for more accurate results and then clamp the tester to that clamp.
I am highly curious how much of a difference the results would be (if battery disconnected) and direct to the posts but have not wanted to disconnect the battery unless necessary.

 

[IdahoRanger]

Decided I would do a Heath Check while in the Garage today.

The Onboard Desulfator and Raising the SOC to 90% is working, I have been at 90% since Dec 23.

I have thought about trying to find a clamp small enough to truly fit around the Positive Cable for more accurate results and then clamp the tester to that clamp.
I am highly curious how much of a difference the results would be (if battery disconnected) and direct to the posts but have not wanted to disconnect the battery unless necessary.

Good numbers

 

[got3fords]

Decided I would do a Heath Check while in the Garage today.

The Onboard Desulfator and Raising the SOC to 90% is working, I have been at 90% since Dec 23.

I have thought about trying to find a clamp small enough to truly fit around the Positive Cable for more accurate results and then clamp the tester to that clamp.
I am highly curious how much of a difference the results would be (if battery disconnected) and direct to the posts but have not wanted to disconnect the battery unless necessary.

I understand the connection concern. I always take several measurement and they vary vastly. I just go with the best one and conclude that was the best connection.

 

[TJC]

Decided I would do a Heath Check while in the Garage today.

The Onboard Desulfator and Raising the SOC to 90% is working, I have been at 90% since Dec 23.

I have thought about trying to find a clamp small enough to truly fit around the Positive Cable for more accurate results and then clamp the tester to that clamp.
I am highly curious how much of a difference the results would be (if battery disconnected) and direct to the posts but have not wanted to disconnect the battery unless necessary.

It is good to see such great numbers. I have had the same thoughts about isolating the battery, but I am too lazy (or maybe ROI isn't worth it to me).

I just got back from another 1200+mile trip. Raised the hood and noticed the onboard desulfator wasn't blinking with the truck idling. The desulfator on the truck has some (a lot) years on it, so it may be suspect, but I saw ti working just last week, Going to have to investigate that.

Just measured the battery after it sat for 3 hours.

My 4yr old battery reads as follows:
State of Health - 100%
State of Charge - 100%
CCA - 934
Voltage - 12.75V
Int Resistance - 3.21 mO

My SOC is set to 95% but I am not sure the BMS is using it as the sensor is disconnected. I saw in cabin voltage numbers as high as 14.4v on this trip! I was surprised to see them that high, but I was running the AC, and defroster quite a bit as it was cold and rainy for much of the night. We drove through the night so lightig was on as well..

 

[pboggini]

I didn't realize how long it's been since I posted/read this. Recap on my 2019 STX, I've kept Auto Stop/Start enabled but I mostly push the button when I start it. Battery SOC set to 95%. I've not been checking battery condition for a number of months but in the last week I noticed when I turned off the ignition the power ports would shut off immediately and then radio around 5 minutes later. No low battery warnings but since it's getting colder in CA and since I'm starting a new job on Monday I should change out the battery. As I stated before, when I had the issues 3+ years ago that I was hoping to get 5 or more years out of my battery and I got 5 and 1/2 and even though it seems the BMS was probably helping preserve it to prevent a no start condition I decided to take the plunge and buy the Lariat H7 Group 94 battery to replace the stock unit.

They didn't have the blanket in stock so I ordered the Lariat one and then just cut the stock one on the drivers side front and put it in. Seems to actually fit fine so I'm not 100% sure I needed the Lariat one but I'll put it in when I get it.

One thing I noticed that I'd never seen before is I now see the regenerative recharging that has been talked about around here. I guess this makes since as it's a new battery so fully healthy and my SOC is 95%. So, I'm tempted to change my SOC to 100% to see if I still see that. Seeing my USB port voltage output down below 12.5 while driving is unnerving even if I know it's +0.2 volts.

Rereading this thread, I'm not sure anyone is running BMS sensor connected and 100% SOC. The closest is those of you who've disconnected that sensor. So, if anyone has set theirs to 100% and can speak to the results let me know. Meanwhile, I'll change mine and report back.

 

[got3fords]

I didn't realize how long it's been since I posted/read this. Recap on my 2019 STX, I've kept Auto Stop/Start enabled but I mostly push the button when I start it. Battery SOC set to 95%. I've not been checking battery condition for a number of months but in the last week I noticed when I turned off the ignition the power ports would shut off immediately and then radio around 5 minutes later. No low battery warnings but since it's getting colder in CA and since I'm starting a new job on Monday I should change out the battery. As I stated before, when I had the issues 3+ years ago that I was hoping to get 5 or more years out of my battery and I got 5 and 1/2 and even though it seems the BMS was probably helping preserve it to prevent a no start condition I decided to take the plunge and buy the Lariat H7 Group 94 battery to replace the stock unit.

They didn't have the blanket in stock so I ordered the Lariat one and then just cut the stock one on the drivers side front and put it in. Seems to actually fit fine so I'm not 100% sure I needed the Lariat one but I'll put it in when I get it.

One thing I noticed that I'd never seen before is I now see the regenerative recharging that has been talked about around here. I guess this makes since as it's a new battery so fully healthy and my SOC is 95%. So, I'm tempted to change my SOC to 100% to see if I still see that. Seeing my USB port voltage output down below 12.5 while driving is unnerving even if I know it's +0.2 volts.

Rereading this thread, I'm not sure anyone is running BMS sensor connected and 100% SOC. The closest is those of you who've disconnected that sensor. So, if anyone has set theirs to 100% and can speak to the results let me know. Meanwhile, I'll change mine and report back.

I don't know what my SOC is set to, it's still at factory setting. I am at 3 1/2 years ownership and things still seem fine. Charge voltages per 12V outlet meter are almost always above 14V, sometimes less, but never as low as 12.5V. I am running an onboard desulfator and that seem to help.
That all said, tomorrow it will probably crap out! But not seeing any signs of it.

 

[TJC]

I have the BMS sensor unplugged, and the ASS turned off in Forscan, SOC set to 95% via Forscan. I never see less than 13.7v in the cabin. My 2005 Ranger exhibits the same behavior, both generally in the 13.9v - 14.2v when driving. But almost steady at 14v.

I also disabled the Telematics in Forscan and unplugged the modem above the passenger kick panel. My battery discharge rate is now on par with my 2005 Ranger when turned off. Prior to this, the 5G ranger would discharge the battery much faster than the 4G ranger when turned off.

 

[IdahoRanger]

Question for @airline tech and others, I replaced my battery on 11/11/24 and parked it in the garage since 11/12/24. Why is the charge gone after a few days? Do you suspect a parasitic drain problem?

PS, nothing is left on.

When bought:

3 days later:

 

[dtech]

The top numbers seem accurate, but the bottom reading "does not compute," at 12.05 volts you should be ~ 50% charge, assuming it's an AGM battery. And yes with your battery still connected , despite things being turned off there is likely some parasitic discharge, IIRC some of the memory (volatile)) used in some devices draws a small amount of current as may some other components.
did you run the test several times ?

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