Okay so, went to the dealer, no codes. Asked them to do battery pack test and they come back with a 12v battery test . Then I explain what I was asking for and the advisor had no idea (which I expected) and I told him to follow the PDI and complete the test, they did and gave me a print out of a very detailed “live results”
Pack came back good at 55.0Ah
So hopefully no harm was done and the new juice box will solve the issue (provided I don’t have the issues bfd has had )
My Clarity and EVSE just gave me an experience very similar to what was described in this thread started by @clarityowner12 .
It is a 2018 Touring Clarity that has about 73k miles on it. Tonight I drove it to almost exhausting the battery (2 miles remaining after burning about 0.1 gallon of gasoline in HV mode). I switched from HV back to battery with 6 miles left and used 4 to get home, leaving 2. Temperature was about 30 degrees F. I plugged the car into charge about 2 hours later. I have a 32A evse that I usually use to charge the Clarity. After a few minutes, it tripped with a protection fault. I cleared the fault on the EVSE, plugged it in again and got the protection fault again. I unplugged the 32A evse and plugged in a 40A evse with settable amperage. I set it to 32A and plugged it in. The display on this EVSE shows instantaneous current draw. The current mainly was at 29-30A, but it would fairly often spike to as much as 38A. The car was making a good deal of buzzing/switching sounds while this was going on. Eventually (after about 20 minutes, it essentially settled down so that there were much fewer spikes, but they were still there). I charged the car only to 25% as I plan on charging it at work tomorrow. I rarely run the Clarity battery so low, but I've never seen this behavior before. I wonder if the colder weather drove some of it (heater for the battery). I've never had the protection fault from my primary use 32A EVSE until tonight either. Not a big deal for me to use the 40A EVSE for the Clarity as I rarely charge it at home anyway (almost always charge at work). Since it was mentioned earlier in this thread, I am not sure that the update for EV chargers was ever applied to this car.
Again, tonight is the first time I have ever had the 32A EVSE complain about charging this car, but I don't charge the Clarity at home that often. I use the 32A EVSE routinely to charge a Blazer EV and a BMW i4 with no issues. I did use the 40A EVSE (set at 32A) to charge the BMW i4 after watching it spike with the Clarity. It was rock solid at 30A for the BMW (no spikes).
Then I explain what I was asking for and the advisor had no idea (which I expected) and I told him to follow the PDI and complete the test, they did and gave me a print out of a very detailed “live results”
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