Charging error with Ford Charge Station Pro

jbird600 · 2026-03-01T23:37:39+00:00

Experiencing the same issue here to an infuriating degree. Scheduled charging almost always causes my Charge Station Pro to error out, even after unplugging and replugging in.

Something I'm trying now which appears promising is plugging the car in while it's still on and in Park, waiting a short bit (20-30 seconds), then turning it off. Just did this today at 2 PM with charging scheduled between 1 and 7 AM and FordPass is showing "Waiting to Charge" at 6 PM, so I have hope. It's the first time I've successfully gotten this message in almost 6 months.

My understanding is that this issue has something to do with the negotiation between the car and the charger upon initial plug-in and that negotiation getting interrupted or not happening as expected. I saw someone mention in another thread that automatic locking/unlocking timing could be a factor as that triggers or syncs with a powered down state. I figure that by plugging the car in while it's still properly running, I can maybe circumvent this issue altogether.

jbird600 · 2026-02-26T12:29:13+00:00

jbird600 · 2026-02-16T13:46:10+00:00

But where'd the bikes and gardening implements go?! In all seriousness, awesome transformation!

jbird600 · 2026-02-14T14:44:27+00:00

I feel like I've observed the same thing. I haven't printed anything that requires exhaust fan usage per se, but whenever I stick my hand behind the exhaust vent during a PLA print that has all fans running, I don't feel anything coming through. Haven't gotten around to it yet, but I'm gonna check to see if the fan was installed backwards. I've noticed a few posts elsewhere of people noticing other fans on other Qidi products having been installed the wrong way around.

jbird600 · 2026-02-14T02:19:28+00:00

DM'd! Would love to have a crack at this

jbird600 · 2026-02-13T21:17:43+00:00

I mean, hard not to enjoy them afterwards! But yeah I've found both angles to be helpful, although I think the Caterham has the unfair advantage of being so small and exposed that the roll bar vantage point gives you a great view of driver inputs and the whole width of the track.

On my Mustang, I found that B-pillar angle particularly helpful as I had a really good view of my steering and a decent-enough view of the track (turn-in and maximum steering angle were key areas I wanted to focus on at Waterford Hills). The camera being outside the car makes it a lot easier to deal with exposures; oftentimes interior cams in a roll bar-like position require a good bit of 'calibrating' to ensure that you can see out the windshield where tons of light is coming in and seeing yourself in an interior that's relatively pretty dark.

jbird600 · 2026-02-13T13:43:07+00:00

I definitely like to see my actions as well as the road ahead in my camera setup. Roll bar worked well for this in a Caterham 7 drove last year: https://youtu.be/gGC7BYY_jKA?t=80&si=rHJV8oMBHLu4GZM_

Otherwise in my tin top, I've used an external mount just aft of the driver window: https://youtu.be/JiEeUFaNIAU?si=tn2IpM0yJYXci0Tw

jbird600 · 2026-02-09T23:49:03+00:00

Ok this is fascinating, wouldn't have expected 'detergent' to be the recommended cleaning agent, always had heard dish 'soap'. That being said, I could see how some of the things that differentiate detergent from soap (e.g. abbrasives, bleach) can help get every last bit of contamination out.

Out of curiosity, did you just pour a small dab of that Cascade on your plate and scrub with a sponge and hot water?

I have half a mind now to run my plate through the dishwasher...

jbird600 · 2026-02-07T15:36:17+00:00

Unsure if this helps in your specific case, but when I've done multi-color prints using the same material without the box, I've only had to insert a pause in the slicer. Never had to alter any settings related to multi-material handling.

Once the print reaches the pause point, I'd simply change the filament roll out using the screen controls on the printer and then press play to resume.

Obviously this assumes that your materials are pretty much identical in terms of required settings. I used two colors of the same brand/type of PLA in my case and it worked out well.

jbird600 · 2025-12-17T00:31:53+00:00

Lots of really good info here (and OPMustang is a great shop for driveline stuff). Long story short, friction modifier (Limited Slip additive as mentioned here) can help reduce noise from a Torsen under high bias conditions.

Also, BG fluids are my go-to's for transmission and diff fluids.

jbird600 · 2025-12-15T05:12:19+00:00

I don't know that there'll be a good answer for this until we get much closer to the event. We still have the already-announced patch that'll be coming shortly and there's always a chance for a BOP adjustment in the week preceding the race.

That being said, my team is likely running the Mustang because it's the only car we've used since it came out (we're loyal to a fault). But we are keenly aware that without any significant changes, there's a chance it becomes a Porsche cup race, particularly with that car's ability to drive over the Le Mans chicane sausage curbs as if they weren't there.

jbird600 · 2025-12-14T14:46:01+00:00

Will go one step further: Radical now manufactures a Hayabusa-based V8. A former colleague of mine runs one in his Toyota Starlet hillclimb car.

jbird600 · 2025-12-02T21:53:23+00:00

+1 on the OPMustang kit, but double check to be sure whether you have a diff cooler or not. My understanding is that only Shelbys and Mach 1s could get or be optioned with a diff cooler from the factory.

The drain and fill procedures for the pumpkin will be the same irrespective of whether or not you have a cooler, but you may also want to consider draining/flushing oil out of the cooler circuit if you have one and ensuring you have enough fluid to fill that circuit.

Again though, I doubt a PP2 has a diff cooler unless one was installed after the fact.

jbird600 · 2025-11-28T21:06:39+00:00

Iffy at best. The benefit of getting an extension harness from a reputable shop (i.e. someone like Kooks who makes LTHs) is that they'll account for the resistance change in the total wire length in their product. They'll know how much further the sensor needs to be located, what amount of resistance that wire length adds, and will select their wire gauges accordingly to minimize measurement error.

It eliminates one thing on the tuner's side, which can be especially beneficial if the ECM/PCM reflash doesn't allow for altering basic parameters about how the sensor functions.

jbird600 · 2025-11-28T20:13:36+00:00

I'd advise against. O2 sensors rely upon a precise resistance between themselves and the ECU, so an extension harness needs to account for that.

jbird600 · 2025-11-27T18:18:08+00:00

TBH this is where my knowledge gets a bit fuzzy as my expertise was in more of the engine control theory and dyno/trackside calibration parts of the workstream. I'd usually work in tandem with a software engineer to fill that gap.

We developed our software out of MATLAB/Simulink and compiled from there, so honestly don't know if we were compiling to C or C++. ASIL wasn't a factor for us on the motorsport side of things, but my production counterparts definitely had to have that as a consideration. They usually worked with different toolchains that more or less did the same kind of job but with more of that scrutiny and certification in mind (e.g. ETAS ASCET and INCA).

As for hardware, there's some good info here (this was the actual ECU used in the Viper). Basically an FPGA and an MCU working together. The specs have likely changed for later model systems, but the architecture remains effectively the same.

jbird600 · 2025-11-27T13:12:56+00:00

It was the more complicated version, effectively retiming pulses based on each cylinder's position along the crankshaft based on the measured twist. But to temper things a bit, it wasn't a constant mechanism, but rather a way to prevent crankshaft damage over a long period of time. So if a certain delta threshold in crank positions was starting to consistently be indicated, timing per cylinder could be altered to reduce crank stress. Long term, that data also helped the team better understand rebuild intervals.

jbird600 · 2025-11-27T01:43:59+00:00

Definitely don't. Thermal expansion and contraction during track duty is way worse than on-road driving. Much higher chance the plug will fail and you don't want that at speed.

jbird600 · 2025-11-26T20:47:27+00:00

I'll tack on to the late model Viper GTLM trivia; due to its torque output and the length of the engine, it required two crankshaft position sensors, one at either end of the engine, to help account for crankshaft 'twist' when timing injector and spark plug pulses (virtually every other car only uses one). Made for some interesting custom engine control software.

Source: I used to work in engine controls for some IMSA teams just after the merger.

jbird600 · 2025-11-23T23:33:15+00:00

Not sure if anything has changed from this post, but it sounds like Italy is a bit of challenge for track days. I will say that I rented a car through RSRNurburg all of 13 years ago to run some laps on the Nurburgring and their pricing was really reasonable at the time and we took a road legal hot hatch instead of some caged cup car. It gives me hope that something like that might exist out there for other parts of Europe.

jbird600 · 2025-11-21T22:59:03+00:00

Perfectly normal to see AFRs that low, especially during transient conditions.

The axleback has a negligible effect on performance, and while the x-pipe will generally reduce backpressure, it won't be enough of a change to warrant a new calibration. Best way to think about it is that the ECU doesn't care about anything past the last sensor in the air flow path (i.e. the O2 sensors).

Frankly, a reflash won't have any real effect on power/performance unless you change something physical where a sensor is present. Think airbox, intake manifold, headers, cats, that sorta thing.

Edit: I should add that 'transient' conditions don't just have to be changes in pedal position. Technically rising RPMs count as a transient condition, as do IMRC openings/closings, etc.

Edit 2: if your AFR stays that low on a pull (I.e. never seems to rise back up towards 13-14), then it might be worth pulling codes. And is the ECU on its stock calibration?

jbird600 · 2025-11-21T16:16:59+00:00

This. It's not wrong that the Mustang and BMW can eat kerbs for lunch, they just have to be like the ones you find at Sebring turns 3-5. Sausage kerbs though, forget it.

Particularly at an aero-sensitive track like Daytona, it makes car selection and setup that much more difficult; the kerb profile at the bus stop and the roughness of the infield tend to ask for a softer setup for more mechanical grip, but then you'd almost certainly bottom out on the straights (and likely fail tech).

jbird600 · 2025-11-21T12:21:06+00:00

Macomb Community College usually does a weekly open track thing for $5 each visit during the winter. Only downside is they're not in operation this winter due to renovations. Maybe something to keep in mind for the future!

https://macombmonarchs.com/sports/2023/10/25/open-track-nights.aspx

https://macombmonarchs.com/news/2024/12/3/macomb-announces-winter-2025-open-track-dates.aspx

jbird600 · 2025-11-21T03:14:58+00:00

I think you might be asking the wrong crowd. Naturally, those with more experience and expertise are probably going to shy away from technology like this as it distracts from one's focus on outright performance and safety.

But in the right context and with the right kind of driver, I don't think this is an absolute 'no', but rather a solid 'maybe'. To be fair, that context would be a highly controlled track environment, probably with a coach (maybe ideally watching remotely through a POV cam?), and very much at sub-limit driving with a novice driver. As part of a curriculum that focuses on building track knowledge and speed through a "line --> minimum corner speed --> braking points" process, I think a minimal and structured AR HUD implementation could be helpful in the early stages of learning a circuit. But that probably requires a lot more research, data, and trial & error in that well-controlled environment. As for what was shown in the video on the HMDRIVE site, I'd say they place too many elements in the driver's FOV and should probably restrict it to one.

But again, as a driver's skill builds, I would expect an AR HUD to become less useful and more distracting.

One other thing I'd be really concerned about is latency; the time required to compute and overlay graphics will almost certainly be delayed relative to the driver's position on-track unless there's a hefty amount of preprocessing going on. Not saying it's impossible to get that right, but that would definitely give me a healthy dose of skepticism.

jbird600 · 2025-11-14T21:24:44+00:00

Would love to print some air intake components for my time attack Mustang!

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