A look at the 2019 Ford Mach-E std range battery pack. It is worth also looking at the body structure and the overall battery pack integration.
The Ford Mach E is built on the Global Electrified 1 platform that in itself is a heavily modified version of the C2 platform. The C2 underpins the Focus and Kuga.
A significant amount of extra material has been added to the body structure.
- Usable energy = 68 kWh (Total = 75.7 kWh)
- SoC Window = 89.8%
- Peak = 220 kW10s
- Configuration = 96s 3p
- Total number of cells = 288
- Pack Mass = 513 kg
- Pack Volume = 26301cm2 x ? height litres
- Warranty = 8 years/100,000 miles
- Charging = 110kWfast
- 38 minutes (10-80% SoC)
Although the peak power is 110kW the fast charge power very soon drops below 100kW .
The lid of the pack is a composite and based on Munro  it is a heavy 14.5kg.
- Number of modules = 10
- 8 off 3p10s
- 2 off 3p8s
In the module design there is an “L-shape” aluminium heat transfer plate.
This is designed to conduct the heat from the surface of the cell to the cooling plate.
In the development of pouch cell cooling this is quite an old design, increasing volume, weight and not working as well as the simpler pouch edge cooling designs of SK used in the Kia EV6.
This pack has cooling plates that span the width of the pack and with each one cooling 2 modules. The water-glycol inlet and outlet is in the centre of the pack with the pipes running down the centre.
The water enters at the centre on one side of the plate and then flows around the “race track” and back via each side to the central outlet. The dimples manage the structural offset of the two halves of the plates and break up the liquid flow.
- The pressure drop offered by this type of a design is less compared to a standard S bend for the same channel height.
- The density of these dimples are adjusted to spread the flow towards the edges of the plate from the centre and also to locally increase the fluid velocity by decreasing the sectional area.
- The person in the video was talking about turbulent flow. When a flow exits into a large cross sectional area such as this, the flow is mainly laminar.
- Not much information is available on the distance between the top plate and the bottom plate. This is an important factor that decides the pressure drop and the heat transfer coefficient. However, this design heavily relies on the large surface area for convective heat transfer rather having a high heat transfer coefficient.
- The top plate is used to reduce the temperature difference between the inlet and outlet of the coolant due to its higher conductivity.
Thanks to Venkataguha Vallish for his insight around this cooling plate design.
The modules fit onto the upper flat surface of the coolant plate with a thermal interface material (TIM) between the plate and the underside of the module.
This image shows the TIM after the module was removed in the Munro teardown. This shows quite a poor coverage and hence interface between the coolant plate and the module.
- Pack Gravimetric Energy Density = 147.6 Wh/kg
- Cell = 250Wh/kg
- Volumetric Energy Density = Wh/litre
- Pack Gravimetric Power Density = 428.8 W10s/kg
Interesting that the Mach-e standard range battery fairs slightly better than the extended range battery in terms of metrics.
The pick is quite average in terms of energy and power density.
This database is available to download: Battery Pack Database.
- LG Chem
- Chemistry = NMC 622
- Format = Pouch cell
- Nominal voltage ~ 3.6V
- Nominal capacity ~ 73Ah
- Nominal energy = 263Wh
- Weight = 1.06kg
As yet we don’t have a specification sheet for this cell, if you have something that can be shared please do drop us a line: email@example.com