Battery Charge #37

August 29, 2011: Today, I drove another 9 miles. The Ford Ranger Electric Vehicle arrived home with a state of charge was 73% or 151.4 Volts. Started automated charge of the Full River DC-250 AGMs with our PFC 30 Manzanita Micro Charger at 6:00 PM, at 28 Amps:I checked back at 7:05 PM at 12.2 Amps. Regulators on the peak batteries started regulating.

Peak voltages read were:
Reg 1: 14.83V Highest
Rge 2: 14.50V
Reg 3: 14.59V
Reg 4: 14.39V
Reg 5: 14.24V
Reg 6: 14.50V
Reg 7: 14.49V
Reg 8: 14.16V
Reg 9: 13.87V Lowest

Reg10:14.00V
Reg11:14.50V
Reg12:14.60V
Warm peak pack voltage, absorption, was 175.0V.
Charger was completely automated and not manually adjusted during charge. Charger reduced current to zero at 7:15PM. Total charge time was 1 hour and 15 minutes.

Battery Charge #36

August 28, 2011: Thursday 8/25/11, I drove another 9 miles. The Ford Ranger Electric Vehicle arrived home with a state of charge was 73% or 152.1 Volts. Started automated charge of the Full River DC-250 AGMs with our PFC 30 Manzanita Micro Charger at 4:30 PM, at 28 Amps:

Charger was completely automated and not manually adjusted during charge. Charger reduced current to zero at 5:55 PM. Total charge time was 1 hour and 25 minutes.

Battery Charge #35

August 24, 2011:  Today I drove another 9 miles.  The Ford Ranger Electric Vehicle arrived home with a state of charge was 75% or 152.6 Volts.  Started automated charge of the Full River DC-250 AGMs with our PFC 30 Manzanita Micro Charger at 6:55 PM, at 28 Amps:

I checked back at 7:55 PM at 15 Amps.  Regulators on the peak batteries started regulating.
Peak voltages read were:
Reg 1: 14.50V
Rge 2: 14.27V
Reg 3: 14.64V
Reg 4: 14.16V
Reg 5: 14.16V
Reg 6: 14.48V
Reg 7: 14.52V Highest
Reg 8: 14.11V Lowest
Reg 9: 14.15V

Reg10:14.49V
Reg11:14.37V
Reg12:14.46V
Warm peak pack voltage, absorption, was 175.0V.
Charger was completely automated and not manually adjusted during charge. Charger reduced current to zero at 8:15PM. Total charge time was 1 hour and 20 minutes. 

Battery Charge #34

August 23, 2011:  Today I drove another 9 miles. This Ford Ranger Electric Vehicle has been 100% reliable since it was completed and started continuous commuting on July 18th, 2011. The Ford Ranger Electric Vehicle arrived home with a state of charge was 78% or 153 Volts.  Started automated charge with our PFC 30 Manzanita Micro Charger at 8:30PM, at 28 Amps:

I checked back at 9:30 PM.  Some regulators on the peak batteries started regulating.
Peak voltages read were:
Reg 1: 14.50V
Rge 2: 14.50V
Reg 3: 14.51V
Reg 4: 14.08V
Reg 5: 14.29V
Reg 6: 14.45V
Reg 7: 14.57V  Highest
Reg 8: 14.49V
Reg 9: 13.90V Lowest
Reg10:14.49V
Reg11:14.29V
Reg12:14.48V
Warm peak pack voltage was 175.0V.
Charger was completely automated and not manually adjusted during charge. Charger reduced current to zero at 9:45PM. Total charge time was 1 hour and 15 minutes.  See photos showing regulators communicating and #3 regulating: 

Battery Charge #33

August 22, 2011:  Today, I drove another 9 miles.  The Ford Ranger Electric Vehicle arrived home with a state of charge was ~ 75% or 152.6 Volts.  Started automated charge with our PFC 30 Manzanita Micro Charger at 6:10 PM:  Set current to 28 Amps. 
Charger was completly automated and turned off at 7:55PM. Warm final volatge was 175.0V.
Total charge time was 1 hour and 45 minutes

Battery Charge #31 & #32: Drove to Lake Oswego EV Show

August 21, 2011:  Today, we drove to the Lake Oswego EV show and attended with the EV Ranger.  This was another 26 miles round trip with hills.  Our truck made it no problem.  The Ford Ranger Electric Vehicle arrived in Lake Oswego at 152V ~75% charge.    

Started automated charge with our PFC 30 Manzanita Micro Charger at 10:45 AM.

It was set using 120V and 15 Amps.  

Charger was completely automated and was close to completion when we turned it off at 2:30PM.   

Warm final volatge was 175.0V.
Total charge time was 4 hour and 45 minutes at 120V and 15Amps.  See uploaded picture.  Drove Back home 16 miles. Our truck made it home no problem.  The Ford Ranger Electric Vehicle arrived home at 150.6 V ~70% charge.    

Started automated charge with our PFC 30 Manzanita Micro Charger at 3:30PM.

It was set using 240V and 28 Amps.  

Charger was completely automated and was close to completion when we turned it off at 5:45PM
Total charge time was 2 hours and 15 minutes.

Battery Charge #30

August 19, 2011:  Today I drove another 9 miles.  The Ford Ranger Electric Vehicle arrived home with a state of charge was ~ 75% or 152.0 Volts.  Started automated charge with our PFC 30 Manzanita Micro Charger at 7:00 PM:  Set current to 28 Amps. 
Charger was completly automated and turned off at 8:45 Warm final volatge was 175.0V.
Total charge time was 1 hour and 45 minutes

Battery Charge #29

August 16, 2011:  Today was another 9 mile drive. The Ford Ranger Electric Vehicle arrived home with a state of charge was 75% or 152.5Volts.  Started automated charge with our PFC 30 Manzanita Micro Charger at 5:57PM:
All regulators high limits are set to 14.50V.
Set charger at 28 Amps.23 minutes later I returned to see the charger cutting back current to 22.1 Amps.  Maximum pack voltage was 175.0V.
At that time, I changed the PFC 30 charger to 14 Amps. 
34 minutes later, the blue light started blinking and timer started.
Peak voltages read were:
Reg 1: 14.50V
Rge 2: 14.47V
Reg 3: 14.51V
Reg 4: 14.05V
Reg 5: 14.18V
Reg 6: 14.20V
Reg 7: 14.49V
Reg 8: 14.49V
Reg 9: 14.03V
Reg10:14.49V
Reg11:14.50V
Reg12:14.59V
Warm final volatge was 175.0V.
30 minutes later, charger shut off after lowering to 6.7amps
Total charge time was 1 hour and 30 minutes.

Battery Charge #28

August 15, 2011:   This Ford Ranger Electric Vehicle drove 9 miles today.  It arrived home with a state of charge of 60% or 152.8 Volts.  Started charge PFC 30 Manzanita Micro Charger at 7:15 PM:
Set charger at 28 Amps.
38 minutes later I returned to see the charger cutting back current to 20 Amps.  Maximum pack voltage was 174.4V.
9 minutes later the the charger cut back to 17 Amps. 
At that time, I changed the PFC 30 charger timer from 1 PM setting to one click further to 30 minutes total because I observe the charger cutting off too early before equlaization occurs with lower voltage batteries.
Set at 12 Amps, 18 minutes later, the blue light started blinking and timer started.  30 minutes later, the charger shut off.  Final voltages were similar to charge #27. 
Charge time was 1 hour 36 minutes.
Pack voltage 8 hours later 155.9 V.

Battery Charge #27: Return from Wilsonville Nissan EV BBQ: 20 miles

August 14, 2011:  Today was the longest drive yet, 20 miles. The EV Ford Ranger handled this with no problems.  To date, this Ford Ranger has driven 303 miles as an electric vehicle.  Tonkin Nissan of Wilsonville, Oregon held a EV BBQ and Nissan Leaf tour for Oregon Electric Vehicle Association Club Members.  The truck drove there and attended from 12- 3PM.    The truck accelerated to 65 MPH on I-5 From North Wilsonville exit to I-5 Exit at Tualatin Sherwood Road. The Ranger EV is smooth.  The Ford Ranger Electric Vehicle arrived home at 4PM.  State of charge was 60% or 150.2Volts.  Started the first automated charge with our PFC 30 Manzanita Micro Charger at 4:43PM:
Set charger at 28 Amps.
1 hour and 32 minutes later I returned to see the charger cutting back current to 20 Amps.  Maximum pack voltage was 174.4V.
5 minutes later the the charger cut back to 17 Amps. 
At that time, I changed the PFC 30 charger timer from 1 PM setting to one click further to 20 minutes total because I observe the charger cutting off too early before equlaization occurs with lower voltage batteries.
At 5:25PM, or 1 hour and 42 minutes from start, 5 minutes later, the blue light started blinking and timer started.
At 5:38 PM, or 18 minutes later, the charger had regulated down to 14 Amps.
These are the peak values I recorded for each battery pair regulator (24 batteries, regulator abbreviated as Reg):
Reg 1: 14.50V
Rge 2: 14.50V
Reg 3: 14.51V
Reg 4: 14.26V
Reg 5: 14.50V
Reg 6: 14.38V
Reg 7: 14.90V Highest Pair
Reg 8: 14.47V
Reg 9: 13.90V Lowest Pair
Reg10:14.23V
Reg11:14.01V
Reg12:14.43V
Warm final volatge was 174.5V.
Total charge time was 2 hours and 2 minutes.
Next: Still would like to see Reg pair #9 equalize more with timer set out to 30 minutes, tomorrow night.  EV Ranger has driven a wonderful 62 miles since Thursday with no issues.


 

Battery Charge #26 Driving to Wilsonville Nissan Today

August 14, 2011: On 8/13 evening, we drove the EV another 4 miles to downtown Sherwood.  Returned and pack voltage was solid 153.5V  (80% state of charge).

 

Driving to Wilsonville Nissan Dealership today for an EV barbecue.  Ambient temperature at charge was 65 degrees F.  Started charge this morning at 10:10AM:
Turned current to 28.4 Amps for 9 minutes maintaining to 174.0V.

Regulator #2,#7 hit 14.5V first blinkin yellow and the pack maintaing to 174V.

Low Regulator #9 was at 13.79V

 

Charger turned itself down current to 26 Amps for 2 minutes maintaining to 174.0V.
After 2minutes charger turned itself down current to 21.5 Amps maintaing to 174.0V.

Reg 2, 14.67V;3, 14.61V; 5, 14.51V; 6, 14.51V; 7, 14.67V (highest) 

After 7 more minutes, I turned charger turned down to 15.8 Amps. 

Regulator #1 was at 14.8V  blinkin yellow and the pack close to 174V.

Regs 8,9 are both low at 13.8V, divider 6.87V.

PFC 30 Light is set to come on at 173.8V. 

 

10:38AM, 8 minutes later, blue light came on at pack voltage of 173.8V.  Regulators # 1,2,3,6,7,8,10 reached their high limit of 14.50V.  Regulator #9 was low at 13.87V

 

10:42AM, 4 minutes later, PFC 30 regulated down to 15.0 Amps, Pack 174.7V.

10:45AM, 3 minutes later, PFC 30 regulated down to 14.5 Amps, Pack 174.7V.

10:47AM, 2 minutes later, PFC 30 regulated down to 14.0 Amps, Pack 174.7V.

10:49AM, 2 minutes later, PFC 30 regulated down to 13.5 Amps, Pack 174.7V.

10:52AM, 3 minutes later, PFC 30 Blue light went solid regulated down to 0 Amps,

and the After the PFC charger cut to 0 Amps or 0.5Amps.  Charge time 52 minutes Next:  Go to Wilsonville Nissan today. Continue to understand and fine tune ramp down of PFC 30 charger.  Also need to set lower voltage limits.

Battery Charge #25 Return drive from Landmark Ford

August 13, 2011: On 8/13 I drove the EV another 16 miles to Landmark Ford. Ambient temperature at charge was 70 degrees F.  State of charge 55% at 149.3V pack voltage.
Started second charge today at 4:34 PM:
Turned current to 29.0 Amps for 1 hour and 44 minutes to 171.0.
Charger turned itself down current to 21 Amps for 9 minutes to 170V.
Turned/tuned potentiometer down counter clockwise to trigger blue light at 170V instead of 171V.  At 1 hour and 49 minutes Regulator #7 was at 14.8V  blinkin yellow and the pack close to 174V and the PFC charger cut to 0 Amps or 0.005Amps.  Charge time 1 hour and 49 minutes.   As seen before, regs 1,2,3,and 7 were the first to hit 14.5 Battery pair for reg 8or 9 is the lowets to come up.
Next:  Continue to understand and fine tune ramp down of PFC 30 charger.  Also need to set lower voltage limits.

Battery Charge #24 : Trip to Landmark Ford today

August 13, 2011: This Ford Ranger EV has commuted reliably to work for 21 consecutive days with no problems. Our Goal: 30 consecutive days of commuting. On 8/12, I drove the EV another 14 miles. Afterwards, pack voltage was 152.0 V. State of Charge was ~ 73%. Ambient temperature at charge was 60 degrees F. Installed final replacment MK3 BMS regulator and ran all RJ6 cable between all 12 MK3 regulators.  All addesses were set.  Upper limits on all regulators were set to 14.5V.  BMS regulators are communicating.
Started Charge: Turned current to 29.0 Amps for 1 hour and 9 minutes to 171.0 V.
Charger turned itself down current to 21 Amps for 9 minutes to 170V.
At this time, Regulator #1,#2 ,#3,#7 reached 14.50V first. This was the high voltage limit set.   Regulator 7 is the highest battery voltage which hit 14.9V at 1 hour and 18 minutes.   Regulator 9 was always the lowest battery pair at 14.9V at end of charge.  Charge time was 1 hour and 18 minutes.
NEXT: Plan to turn/tune potentiometer down a little bit and observe if PFC 30 turns down/off properly at end of charge.  Today, we are driving to Landmark Ford ~16Miles.  

Battery Charge #23

August 12, 2011: Wake up 6AM.  Pack voltage from yesterday's Portland trip was 150.2; 60% state of charge.  Started charging at 6:AM at 28AMPs. The cooler morning of 55 degrees F was good for PFC 30 charger. The current was able to stay higher.  Started charging at 6:30AM at 28 Amps for 1 hour and 25 minutes to 171V.  Charge finished at 7:55AM.     Regulator#1, #2 and #3 reached the 14.50V first. 

NEXT: Set all limits on newly installed regulators and install final replacement regulator that should have arrived yesterday.

Battery Charge 22

August 11, 2011:  All the BMS regulators were hooked up and are communicating except one. The EV Ranger is driving 16 miles to downtown Portland and back today (32 miles round trip).  At lunch time, I charged at a friends house near work, (Thanks Mike and Jenn!).  I am  anticipating a long charge at 110V downtown tonight.  Drove 4.5 miles.  Pack was 152.5V. I charged at 10 Amps at 110V for 1 hour to 153.5V.   Drove downtown to the Portland World Trade Center for OEVA, Oregon Electric Vehicle Association monthly meeting.  This was an additonal 12 miles with hills.  Ford Ranger EV made it smooth with no problems. 

Pack Voltage downtown was 149.6V.  State of Charge 55%. 

Started charging at 4:30PM at 110V and 13.6 Amps. 

Charge finished at 11PM.  Pack voltage was 173V at 17 Amps towards the end of charge.   This was a long 6.5 hour charge at 110V outlet.   Regulator#1, #2 and #3 reached the 14.50V first.  I drove the truck home with no problems, with Ernie Hagel of OEVA and Volswagon EPC.  Thanks Ernie!  I left downtown at 11PM and arrived in Sherwood at 11:30PM. 

NEXT: Set all limits on regulators and final replacement regulator should have arrived today.

Battery Charge 21

August 10, 2011: This Ford Ranger EV has commuted reliably to work for 18 consecutive days with no problems. Our Goal: 30 consecutive days of commuting. On 8/10, I drove the EV another 13 miles. Afterwards, pack voltage was 150.0 V. State of Charge was ~ 65%. Ambient temperature at charge was 70 degrees F. Still just 6 BMS regulators are communicating.
Started Charge: Turned current to 26.0 Amps for 68 minutes to 171.0 V. 
Turned down current to 15 Amps for 6 minutes to 170V.
Regulator #2 and #3 reached 14.50V first. This was the high voltage limit set. Charge time was 1 hour and 14 minutes. .
Final Voltage Cold > 8 hours later 155.3V (next morning).
NEXT: Drive to OEVA meeting downtown is tomorrow.  Still working to communicate with additional 5 BMS regulators so that 22 of 24 batteries are regulating. Also, bad regulator is still out for replacement.

Battery Charge #20

August 9, 2011:  This Ford Ranger EV has commuted reliably to work for 17 consecutive days with no problems.  Our Goal: 30 consecutive days of commuting. On 8/9, I drove the EV another 9 miles. Afterwards, pack voltage was 150.6 V.  State of Charge was ~ 60%.  Ambient temperature at charge was 70 degrees F. Still just 6 BMS regulators are communicating.
Started Charge: Turned current to 26.0 Amps for 50 minutes to 171.0 V. 
Turned down current to 20 Amps for 5 minutes to 170V.
Turned down current to 15 Amps for 6 minutes to 170V.
Turned down current to 10 Amps for 13 minutes to 171V.
At this time, Regulator #2 and #3 reached 14.50V first.  This was the high voltage limit set. Green light blinking on MK3 and regulator started regulating.
Charge time was 1 hour and 14 minutes.
Final Voltage Warm 172V.
Final Voltage Cold > 8 hours later 155.6V (next morning).
NEXT: Still working to communicate with additional 5 BMS regulators so that 22 of 24 batteries are regulating.  Also, bad regulator is still out for replacement.

Battery Charge #19

August 8, 2011:  This Ford Ranger EV has commuted reliably to work for 16 consecutive days with no problems.  Our Goal: 30 consecutive days of commuting. On 8/8, I drove the EV another 9 miles. Afterwards, pack voltage was 152.3 V.  State of Charge was ~ 70%.  Ambient temperature at charge was 70 degrees F. Of 11 regulators now installed, 6 BMS regulators are now communicating.
Started Charge: Turned current to 24.0 Amps for 45 minutes to 171.7 V. 
Turned down current to 20.0 Amps for 7 minutes to 170V.
Turned down current to 14.9 Amps for 8 minutes to 170V.
Turned down current to 10 Amps for 20 minutes to 171V.
At this time, Regulator #1 and #3 reached 14.50V.  This was the high voltage limit set. Green light blinking on MK3 and regulator started regulating.
Charge time was 1 hour and 20 minutes.
Final Voltage Warm 173V.
Final Voltage Cold > 8 hours later 155.6V (next morning).
NEXT: Still need to communicate with additional 5 BMS regulators so that 22 of 24 batteries are regulating and equalize during charge.  Also, bad regulator is waiting replacement.

Battery Charge #18

August 7, 2011: This Ford Ranger EV has commuted reliably to work for 15 consecutive days with no problems.  Our Goal: 30 consecutive days of commuting. On 8/5 -8/6, I drove the EV another 10 miles. Afterwards, pack voltage was 152.0 V.  State of Charge was 70%.  Ambient temperature at charge was 80 degrees F. Of 11 regulators now installed, 6 BMS regulators are now communicating.  One regulator did not start up correctly and was returned (no led initiation). Turned current to 26.8 Amps for 38 minutes to 170V.  At this time, Regulator #2 reached 14.50V.  High voltage limit was reached green light blinking on MK3 and regulator started regulating.
Turned down current to 18.6 Amps for 15 minutes to 170V.
Turned down current to 14.4 Amps for 8 minutes to 170V.
Turned down current to 10 Amps for 10 minutes to 170V.
Charge time was 1 hour and 11 minutes.
Final Voltage Warm 164V.
Final Voltage Cold > 8 hours later 155V (next morning).
NEXT: Communicated with additional 7 BMS regulators so that all 22 of 24 batteries are regulated and equalize during charge

Battery Charge #17

August 4, 2011: This Ford Ranger EV has commuted reliably to work for 14 consecutive days with no problems.  Our Goal: 30 consecutive days of commuting. On 8/4, I drove the EV another 9 miles. Afterwards, pack voltage was 152.5 V.  State of Charge was 75%.  Ambient temperature at charge was 80 degrees F. Five BMS regulators were still communicating.  High voltage limit for all 5 regulators is set to 14.5 volts. Started Charge:
Turned current to 23 Amps (automatically migrated to 23 Amps because of ambient temperature) for 50 minutes to 170V.  At this time, Regulator #2 reached 14.50V.  High voltage limit was reached green light blinking on MK3 and regulator started regulating.
Turned down current to 15 Amps for 10 minutes to 170V.
Turned down current to 10 Amps for 13 minutes to 170V.
Turned down current to 5 Amps for 22 minutes to 170V.
Charge time was 1 hour and 35 minutes.
Final Voltage Warm 166.8V.
Final Voltage Cold > 8 hours later 156.1V (next morning).
NEXT: Install additional 7 BMS regulators so that all 24 batteries are regulated and equalized during charge.

Battery Charge #16

8/3/11:  Drove 13 miles.  State of Charge after was 150.0 V (60%). Ambient temperature at charge is 80C. Five BMS regulators installed and five are communicating.    Set High voltage limit for all 5 regulators to 14.5Volts. Started Charge:

Turned current to 25 Amps (automatically migrated to 23.0 Amps because of ambient temperature) for 65 minutes minutes to 170V.  At this time, Regulators #2 and #3 Reach 14.50V.  High voltage reached and regulators started regulating.

Turned down current to 15 Amps for 15 minutes to 170V.

Turned down current to 10 Amps for 20 minutes to 170V.

Recorded Peak voltages from Pearl Scanner BMS Software:

02V 14.50 GREEN BLINKING  02MA 14.55 02V 6.83

03V 14.48                                    03MA 14.82 03V 6.73

04V 14.24                                     04MA 14.62  04V 6.76

05V 14.13                                     05MA 14.50  05V 00.00 (DISCONNECTED?

06V 14.12                                     06MA 14.53  06V 6.81

Turned down current to 5 Amps for 5 minutes to 170V.

Charge time was 1 hour and 45 minutes.

Final Voltage Warm 165V.

Final Voltage Cold > 8 hours later 156.0V.

Battery Charge #15

8/2/11:  Drove 9 miles.  State of Charge after was 152.6 V (75%). Ambient temperature at charge is 80C. Five BMS regulators installed and five are communicating.  Set addreesses of all 5 regulators.  Set High voltage limit for all 5 regulators to 14.5Volts. Big victory.  Started Charge:
Turned current to 27.8 Amps (automatically migrated to 23.8 Amps because of ambient temperature) for 52 minutes to 170V.  At this time, Regulators #2 and #3 Reach 14.50V.  High voltage reached and regulators started regulating.
Turned down current to 20 Amps for 5 minutes to 170V.
Turned down current to 10 Amps for 12 minutes to 170V.
Turned down current to 5 Amps for 8 minutes to 170V.
Charge time was 1 hour and 17 minutes.
Final Voltage Warm 166V.
Final Voltage Cold > 8 hours later 155.6V.

Battery Charge #14

8/1/11:  Drove 14 miles.  State of Charge after was 150.2 V (60%). Ambient temperature at charge is 80C. Four BMS regulators installed and one is communicating.  Started Charge:
Turned current to 20 Amps for 80 minutes to 170V.
Turned current to 15 Amps for 15 minutes to 170V.
Turned current to 10 Amps for 17 minutes to 170V.
Charge time was 1 hour and 52 minutes.
Final Voltage Warm 169V.
Final Voltage Cold > 8 hours later 154.9V.

Battery Charge #13

7/31/11:  Drove 11 miles.  State of Charge after was 150 V (60%). Finally have one BMS regulator installed and regulating.  Started Charge:
Turned current to 24 Amps for 110 minutes to 171V.
When Pack reached 170.1V, MK3 Regulator on Battery 13 and 20 was reading:
01V 14.25V 01M1 3.30V 01R 090F 01X COLD 01500 O1MA 14.82V 01V 6.98V.
Green light on this regulator was blinking indicating it was regulating. 4 other regulators for batteries 3-4;7-12 were blue and charging below peak voltage OK.
Turned current to 15 Amps for 15 minutes to 170V.
When Pack reached 170.8V, MK3 Regulator on Battery 13 and 20 was reading:
01V 14.25V 01M1 3.30V 01R 090F 01X COLD 01500 O1MA 14.79V 01V 7.02V.
Green light on this regulator was blinking again indicating it was regulating. 4 other regulators for batteries 3-4;7-12 were blue and charging below peak voltage OK.
Turned current to 9.5 Amps for 20 minutes to 170V.
Turned current to 5 Amps for 5 minutes (short).
Charge time was 1 hour and 50 minutes.
Final Voltage Warm 162.5V.
Final Voltage Cold > 8 hours later 154V.

Battery Charge #12

7/28/11:  Drove 6 miles.  State of Charge after was 152.7 V (77%). Started Charge:
Turned current to 25 Amps for 40 minutes to 170V.
Turned current to 20 Amps for 6 minutes to 170V.
Turned current to 15 Amps for 9 minutes to 170V.
Turned current to 10 Amps for 6 minutes to 170V.
Turned current to 5 Amps for 5 minutes (short).
Charge time was 1 hour and 1 minutes.
Final Voltage Warm 165.10V.
Final Voltage Cold > 8 hours later 154V.

Battery Charge #11

7/27/11: Morning pack voltage from previous nights charge was 155V.  Drove 8 miles.  State of Charge after commute was 151.3 V (70%). Started Charge:
Turned current to 25 Amps for 45 minutes to 170V.
Turned current to 20 Amps for 7 minutes to 170V.
Turned current to 15 Amps for 10 minutes to 170V.
Turned current to 10 Amps for 5 minutes to 170V.
Turned current to 5 Amps for 55 minutes to 169V.
Charge time was 2 hour and 2 minutes.
Final Voltage > 8 hours later 155.10V.

Battery Charge #10

7/26/11: Morning pack voltage from previous nights charge was 154V.  Drove 9 miles.  State of Charge after was 152 V (75%). Started Charge:
Turned current to 25 Amps for 45 minutes to 170V.
Turned current to 15 Amps for 15 minutes to 170V.
Turned current to 10 Amps for 6 minutes to 170V.
Turned current to 5 Amps for 30 minutes to 165V.
Charge time was 1 hour and 36 minutes.

Battery Charge #9

7/25/11: Drove 9 miles.  State of Charge 151.5V (70%). Started Charge:
Turned current to 25 Amps for 45 minutes to 170V.
Adjusted PFC 30 charger potentiometer to initiate blue light at 170V.
Turned current to 15 Amps for 16 minutes to 170V.
Turned current to 10 Amps for 7 minutes to 170V.
Turned current to 5 Amps for 40 minutes to 168V.
Charge time was 1 hour and 48 minutes.

Battery Charge #8

7/22/11, Friday, Drove 13.5 miles.
7/24/11, Sunday, Begin charge after wiring in 1X MK3 battery regulator on the highest voltage pair of the rear ten batteries. Initial pack voltage 150.2V. 
Started charge at 25 Amps for 53 minutes to 170V.
Turned down to 18.8 Amps for 7 minutes to 170V.
Turned down to 15.3 Amps for 7 minutes to 170V.
Turned down to 10.0 Amps for 10 minutes to 170V.
Turned down to 5Amps for 5 minutes, turned off early.
Final warm pack voltage was 164V. Highest output viewed on Reg scanner: 01V  14.28V...01M1_3.26V_01MA_14.11_01V_01V_6.98V  ---->
Highest for this pair is 14.28 and 7.13V.
Charge time 1 hour 22 minutes.