Return-leg towing run from central Nebraska (near Grand Island) west across the plains, through Denver, and up into the Colorado high country on I-70, ending near Parachute, CO — 590.8 mi, ~11h 10m elapsed. This was a pure-towing run: ProPower/V2V charging was inactive the entire leg (DC/AC converter output channels read essentially zero throughout), so today's report is dominated by the mountain-grade towing story rather than charging data. The Denver-area climb produced the leg's one significant thermal/enrichment episode and a new trip-high coolant temperature — both covered in Sections 05–06.
42.16 gal consumed over 590.84 mi (14.01 mpg overall, Trip Distance/Trip Fuel PIDs, reconciles to within 0.09% of the integrated Engine Fuel Rate trace). No ProPower output was logged at any point in the leg. Idle rows (gear 70/128/130, 1,385 of 20,115) filtered from duty-cycle accounting.
| Metric | Value | Note |
|---|---|---|
| Total fuel | 42.16 gal | measured, Trip Fuel PID |
| Distance | 590.84 mi | measured, Trip Distance PID |
| Overall economy | 14.01 mpg | towing, no ProPower load |
| ProPower delivered | 0.0 kWh AC | DC/AC converter outputs ~0 kW the entire leg — see flag below |
| State A/B duty | not determinable | no LightShip draw-kW telemetry in OBD stream (standing limitation) |
| LightShip SOC start → end | not available | no LightShip Atlas data uploaded this leg |
Both DC/AC Converter A output channels (Output 1 and Output 2) read at or near zero for all 20,115 rows — Output 1 exactly 0.0 kW throughout; Output 2 peaked at just 0.109 kW instantaneous, consistent with sensor noise rather than active charging. This is a materially different signature from the ~0.94–1.07 kW idle-converter baseline seen on other legs, so it reads as fully disconnected/off rather than a low-load charging state. Please confirm whether the umbilical was intentionally left unplugged for this leg (e.g., a deliberate towing baseline) or unintentionally disconnected.
No ProPower/State B activity occurred this leg — see the Section 02 flag. The measured (÷7.70 kWh/gal) and modeled BTE-rebuild comparisons, the wind cross-check, and the nightly incremental-GPH regression all require ProPower on-time to compute and are skipped entirely rather than reported as zero-effect numbers. The wind residual in particular is only meaningful against a real ProPower ON/OFF pair — there isn't one this leg.
Nightly incremental-GPH regression (added 2026-07-11) requires genuine variation in ProPower kW; this leg has none (constant 0 kW). Skipped per protocol rather than forced. Grade variation this leg is substantial (1,875–11,160 ft) and would otherwise be well suited to the regression's grade term — worth prioritizing a future leg that pairs a genuine mountain grade profile with active ProPower.
Standing limitation, unchanged from every prior leg: no LightShip draw-kW telemetry is present in the OBD stream, so gross fuel saved and paired battery cost cannot be computed. Nothing in this leg's OBD data (fuel rate pattern, load, or gear trace) distinguishes a TrekDrive-assisted interval from ordinary towing, so no state A duty estimate is offered even qualitatively.
One clean, sustained enrichment episode this leg, on the I-70 climb west of Denver — grade-driven, not the >86°F hot-plains protocol's target condition, but a genuine towed high-load event worth capturing per the Section 05 basis. Ambient OAT stayed moderate all day (57.2–89.6°F valid range; 37 rows above 150°F discarded as sensor dropouts) — this episode is a load/altitude story, not a heat-soak one.
Episode criteria: λ < 0.90 sustained for ≥5 consecutive qualifying rows (≥~10 s) at Absolute Load > 60%, isolating five contiguous clusters between elapsed time 25,551–27,604 s (~34 min window), covering climb altitude 5,900–8,210 ft near Golden/Floyd Hill, CO (lat ~39.70–39.76, lon ~-105.18 to -105.65). Single-row candidates elsewhere in the leg (a handful near North Platte NE and on the final Glenwood Canyon descent) were excluded as tip-out/DFCO transients, per the standard filter.
| Segment | Rows λ<0.90 (sustained) | Peak IAT2 °F | Mean rich λ | Est. penalty gal |
|---|---|---|---|---|
| I-70 climb, Golden → Floyd Hill CO | 90 / 34 min window | 197.6 | 0.803 | 0.176 |
Peak IAT2 of 197.6°F is far above the 140°F Tier-3 throttle-closure threshold, and peak enrichment reached λ = 0.657 (≈52% richer than stoichiometric) at that point — this is the engine's protective enrichment doing real work at the worst part of the climb, exactly the condition TurboAssist is meant to intervene on. No State-A-vs-State-B-at-temperature comparison is possible here since ProPower/TrekDrive state can't be established this leg (Sections 02–04).