Return Trip Leg 1: Oshkosh, WI south/west across Wisconsin and Iowa on I-90/I-80 corridor to the vicinity of Grand Island, NE — 660.08 mi over 11.90 h elapsed (11.22 h moving). This was a deliberate Phase-A-style pure-towing day: PowerBoost and ProPower held off the entire leg (confirmed by near-zero DC/AC converter output all day) and LightShip HVAC off, so Sections 03–04 largely read as not applicable. The day's primary test was a controlled comparison of two tow speed bands, 62±2 mph and 67±2 mph — see the speed-band table below. A new charging mode, "HB Battery Boost" (~1 kW to the LightShip HV battery, driver-reported), was active for the first time this trip; see Section 08. TrackLogger stopped recording after 4.16 h (~35% of the leg) — OBDLink's own GPS was used for the remainder, including this track plot; flagged in Section 07.
| Band | Avg speed | Distance | Time | Fuel | mpg |
|---|---|---|---|---|---|
| 62 mph ±2 (60–64) | 61.78 mph | 267.08 mi | 4.32 h | 17.17 gal | 15.56 mpg |
| 67 mph ±2 (65–69) | 65.87 mph | 156.63 mi | 2.38 h | 10.35 gal | 15.14 mpg |
67 mph band returned 2.7% lower mpg than the 62 mph band (15.14 vs 15.56 mpg), roughly consistent with the expected cube-law aero penalty at +4 mph. This comparison is not yet wind-corrected: only ~28% of the 62 mph band and ~11% of the 67 mph band fall inside TrackLogger's coverage window (see Section 07), so the bulk of both bands currently rely on OBDLink's coarser backup GPS for heading. Treat the 2.7% figure as a same-day, same-route, unwind-corrected comparison — a genuine finding worth carrying into the Cd·A speed-hold protocol, not yet a controlled aero measurement.
PowerBoost/ProPower confirmed off the entire leg — both DC/AC converter output channels read effectively zero (mean 0.000 kW / max 0.096 kW) across all 21,415 rows. LightShip HVAC also off per driver report. Idle rows (gear 70/128/130, 1,211 of 21,415) filtered from duty/fuel accounting. LightShip HV battery SOC is driver-reported only — no LightShip telemetry stream reaches the OBD log this leg.
| Metric | Value | Note |
|---|---|---|
| Total fuel | 43.24 gal | Trip Fuel PID; reconciles to integrated fuel-rate to 0.017% |
| Total distance | 660.08 mi | Trip Distance PID; reconciles to integrated speed×dt to 0.55% |
| Overall economy | 15.27 mpg | whole leg, all speeds/grades |
| ProPower delivered | 0 kWh AC | PowerBoost off all day — not a Section 03 leg |
| State A duty (TrekDrive) | Not Reportable | no LightShip draw-kW telemetry; no indication TrekDrive exercised today |
| LightShip SOC start → end | 100% → 96% | driver-reported, not OBD-measured |
| HB Battery Boost | ~1 kW to LightShip HV battery | new/undocumented mechanism this leg — see Section 08 |
ProPower was off for the entire leg (0 kWh AC delivered — see Section 02). There is no ProPower on/off contrast to analyze, so the measured-vs-modeled yield table, the nightly incremental-GPH regression, and the wind cross-check are all skipped this leg rather than forced. This is expected: today was a deliberate pure-towing/speed-band day, not a V2V charging test.
Wind data collection is nonetheless worth completing for this leg, since the head/tail component is directly relevant to interpreting the Section 01 speed-band comparison (62 vs 67 mph). Anchor-point Open-Meteo Historical Forecast API links, ready to click:
Click each, download the resulting CSV, and upload all five back into this chat — I'll blend them against heading (TrackLogger for the first 4.16 h, OBDLink backup GPS after) and update the Section 01 speed-band readout with a wind-corrected delta.
Standing limitation, unchanged this leg: the OBD stream carries no LightShip draw-kW telemetry, so TrekDrive's net fuel/battery balance cannot be computed from truck-side data on any road leg. Additionally, nothing in today's driver report indicates TrekDrive was deliberately exercised — the day's test focus was the 62/67 mph speed bands under Phase-A pure towing, with TrekDrive minimization the default on hot-adjacent legs per KB guidance (today was not hot, but no TrekDrive activity was called out).
No clean sustained high-load + high-IAT enrichment episode occurred this leg. OAT ranged 48.2–80.6°F (floor-zero dropout rows excluded) — well below the 86°F threshold where the KB expects EcoBoost open-loop enrichment to become likely, consistent with the driver's "50s in the AM to 70s by PM" report.
Screening used λ < 0.97 at Absolute Load > 50% as the candidate condition, then grouped into contiguous runs. The longest such runs were only 8–11 samples (16–22 s) — short tip-in/passing-acceleration transients, not the sustained plateau condition Section 05 targets. IAT2 peaked at 131.0°F leg-wide (vs. the 140°F Tier-3 threshold), and none of the candidate runs showed IAT2 above ~117°F. Per KB guidance, this is reported as no penalty rather than quantified from transient or insufficient-load excursions.
| Longest runs | Duration | Mean load | Mean IAT2 | Mean λ |
|---|---|---|---|---|
| Longest candidate | 22 s (11 rows) | 147% (boost transient) | 95.7°F | 0.933 |
| 2nd longest | 16 s (8 rows) | 77.3% | 94.1°F | 0.960 |
Expected outcome for a cool-weather leg — reinforces that the hot plains east of Denver (and any future hot leg) remain the right target for the State-A-vs-State-B-at-temperature protocol. No action needed for today's data.
Driver observations recorded with this leg's upload. These are testimony, not telemetry — preserved substantially verbatim, neither measured nor modeled. They do not substitute for a measurement, and a section elsewhere that lacks its channel still reports as unavailable.
All four notes cited directly above: HB Battery Boost and SOC in Section 02/08; temperature range corroborated by OAT telemetry in Section 05; speed-band test is the subject of Section 01.