Aurora, NE → Adel, IA

Day 3, Segment 3: I-80 eastbound across flat plains Nebraska into Iowa, Aurora NE to Adel IA (Des Moines West KOA vicinity). ProPower ran a BMS-driven low/high/off cycle rather than a deliberate Phase A/B test pattern (expected on this leg — see Section 02/03). No TrekDrive draw telemetry present (known instrumentation gap, carried from the 2026-07-14 calibration run). Flat terrain with modest sustained-enrichment episodes; genuine ON/OFF and grade contrast this leg supports a real nightly GPH regression fit (R² = 0.44, first leg above the ~0.4 threshold with real ProPower and grade variance simultaneously).

237.76 mi in 4.301 hr elapsed (4.020 hr moving, 16.9 min idle — gear 70 only this leg, no 128/130 observed). Combined 15.71 mpg. ProPower ran a continuous BMS-driven cycle rather than fixed 5.8 kW: ~156 min at a steady ~0.94–0.99 kW ("low," likely house-load pass-through rather than bulk charging — see flag below), ~25.5 min at ~6.0–6.2 kW ("high," bulk charging), then fully OFF for the final ~74.5 min while still at highway speed. LightShip Atlas SOC is not present in the OBD stream, so low-vs-high state can't be tied to actual battery SOC this leg — flagged in Section 08. TrekDrive draw-kW is likewise absent (known gap, carried from 2026-07-14 calibration run); Section 04 is not measurable this leg.

This leg's ProPower output did not sit at the nominal 5.8 kW continuous rate — it cycled BMS-side between a low (~0.94–0.99 kW) and high (~6.0–6.2 kW) state, then went fully off for the trailing ~74.5 min. Total kWh AC delivered was 5.045 kWh across the leg. Column A applies the established 7.70 kWh AC/gal trip baseline (KB constant, not re-derived this leg). Column B is an independent modeled rebuild: kWh_AC ÷ assumed 90% downstream conversion (ProPower alternator + AC inverter, excludes engine BTE) = shaft kWh, then ÷ 10.22 kW shaft per gal/hr (SAE draft Eq. 15 convention) = gal.

Episodes cluster around t≈5850–12000 s, load 82–165% (normal for boosted EcoBoost under acceleration/passing), IAT2 111–125.6°F — below the 140°F Tier-3 threshold, so these are load-driven (acceleration/passing/rolling terrain) rather than the heat-soak case the hot-plains protocol targets. No State-A-vs-State-B-at-temperature comparison is possible this leg (Section 04 gap). No comparable long/sustained hot-load episode occurred at rest or under continuous grade this leg — the flat terrain simply doesn't stress the engine the way a sustained climb does.

• IAT2 peaked at 152.6°F, exceeding the 140°F Tier-3 throttle-closure threshold — but all 101 qualifying rows sit at ~0 mph around t≈11,040–11,190 s (mean speed 1.15 mph), i.e. heat-soak during a stop, not under towing load. Confirms the pre-trip "IAT2 heat-soak at fuel stops" finding under real conditions; no throttle-closure event observed while moving.
• ECT reached a new trip-high of 221.7°F at t=8876 s, 61.5 mph, OAT 91.4°F, under towing load — the first towing-load data point to exceed the previously noted 213°F non-towing reference. Single occurrence, not a sustained plateau; worth tracking on subsequent hot legs.
• LTFT B2 vs B1 gap: ~1.87% (B1 mean −0.74%, B2 mean +1.14%) — consistent with the prior "1.7–2.1%" carried-forward watch item, not visibly widening this leg. Continue tracking.
• OAR reached full −1.0 timing authority for a sustained ~12 min (362 rows, t≈3644 s onward) — the first time this trip full authority has been observed, resolving the "OAR never reaching −1.0" carry-forward flag from earlier legs. Occurred at steady ~61–62 mph cruise, brief knock retard (−3.0°) at onset then clean. Leg-mean OAR −0.78, range −1.0 to −0.58.

• OBDLink frame rate held: 2.000 s median, std 0.0028 s, 100% of intervals within [1.9, 2.1] s across the full 42-PID load. No PID-count drift.
• TrackLogger 1 Hz confirmed (15,409 rows over 15,483 s ≈ 1.00 Hz), 6-decimal lat/lon, live heading/altitude intact.
• Time-anchor flag: OBDLink filename/clock was fixed 1 hour behind actual local time this leg — empirically confirmed via GPS cross-matching at 12 points spanning the full leg (offset consistently 3,599±1 s, i.e. a flat zone-label error, not clock drift). The iPad's on-device clock appears to have stayed on MDT (UTC−6) rather than updating to CDT (UTC−5) after the MST/MDT→CDT crossing — the mirror image of the previously documented TrackLogger zone-lag failure mode, this time affecting the OBDLink device instead. Report timestamps here use TrackLogger's CDT clock as ground truth per the standing GPS cross-match protocol; no data was lost, but flagging for the iPad's time-zone setting to be checked before the next leg.
• Merge match quality: median offset 0.036 s, max 0.974 s, 7,742/7,742 rows matched within the 2 s tolerance. No dropped-PID stale-repeats observed.
• Fuel-rate integration reconciles to the Trip Fuel PID within 0.07% (15.145 vs 15.134 gal).
• λ channel behaved as expected: ~1.00 in closed-loop cruise (median 0.997), dipping under load per Section 05; no anomalous flatlining.

• OBDLink iPad time-zone lock (reading MDT instead of actual CDT) — check/correct the iPad's time-zone setting before next departure; the GPS cross-match workaround is functioning but adds a manual step every leg.
• ProPower spent ~156 of ~181 "on" minutes at a steady ~0.94–0.99 kW rather than the nominal 5.8 kW — without LightShip Atlas SOC telemetry, can't confirm whether this is house-load-only pass-through, a CV/absorption taper near full SOC, or something else. Recommend capturing Atlas SOC directly (phone photo/manual log, or progress on the CAN bridge) on an upcoming leg to resolve.
• ProPower was fully OFF for the final ~74.5 min while still at highway speed, OAT 82–93°F — below the 102–105°F EVSE ceiling even with the +3–5°F AeroHub offset, so this doesn't look like the known thermal-lockout pattern from Durango (2026-07-11). Most likely explanation is the LightShip reaching its charge-target SOC given the near-100% departure plan, but this can't be confirmed without Atlas SOC — same gap as above.
• Nightly GPH regression (0.944 gal/hr at 5.8 kW, R²=0.44) is the first leg to clear the R² threshold with genuine dual contrast (ProPower state + grade) — worth watching whether this holds up or was a one-off given the BMS cycling pattern's unusual segment structure.
• OAR reaching −1.0 (Section 06) changes the standing "OAR never reaching −1.0" trip-level watch item — no longer accurate as a blanket statement; reframe as "OAR reaches full authority intermittently" going forward.
• Wind cross-check pending — HRRR CSVs not yet uploaded this chat (links above).