Final scheduled day of the return leg: I-70 westbound through western Colorado into Utah, then south through the Colorado Plateau and across the Arizona state line toward Prescott. Three continuous OBDLink recordings (idle-filtered in post, not paused at stops) cover 572.3 mi combined. One ProPower V2V charging session ran mid-day in Segment 3. Ambient temperatures reached 98.6 °F by late morning — record-heat conditions per the driver. None of the three uploaded files captures the Denver→Eisenhower Tunnel climb the driver flagged as a heat challenge — all three begin already west of the tunnel, at or below 5,100 ft (see §08).
39.30 gal burned over 572.3 mi (Trip Fuel / Trip Distance PIDs), 11.01 hr wall-clock across the three recordings. Combined mpg 14.56 — see §03 for the speed/grade breakdown. ProPower ran once, in Segment 3 only, delivering 7.63 kWh AC. Idle rows (gear 70/128/130) filtered from all duty-cycle and fuel-accounting figures below; each segment's own fuel-rate integration reconciled to its Trip Fuel PID delta to within 0.32%.
| Segment | Dist mi | Fuel gal | mpg | ProPower kWh AC | Note |
|---|---|---|---|---|---|
| S1 (23:58–03:06) | 157.31 | 9.487 | 16.58 | 0 | ProPower off throughout |
| S2 (03:16–03:33) | 14.00 | 1.562 | 8.96 | 0 | short continuous climb, ~1,365 ft gain — see §08 |
| S3 (04:51–12:27) | 400.99 | 28.254 | 14.19 | 7.632 | one 62.9-min ProPower session, mean 5.89 kW |
| Combined | 572.30 | 39.302 | 14.56 | 7.632 |
No LightShip SOC/house-load telemetry is present in the OBD stream (standing gap — see KB). The "Hybrid Battery State of Charge" PID is the F-150's own small hybrid-traction battery (35–57% range this leg), not the LightShip's 77 kWh pack — it is unrelated to trailer charge state and not reported here as such.
ProPower ran once this day: a single continuous 62.9-minute session in Segment 3 (08:41:44–09:44:28 on the leg clock), mean output 5.89 kW — essentially exactly the 5.8 kW baseline — delivering 6.18 kWh AC in that window (7.63 kWh AC across the whole segment including minor sub-2 kW converter activity elsewhere). Segments 1 and 2 ran ProPower off throughout, so they carry no incremental-fuel signal for this section and are not included in the tables below.
| Basis | kWh AC | Gal | Implied kWh/gal |
|---|---|---|---|
| (A) Measured — ÷7.70 KB baseline | 7.632 | 0.991 | 7.70 (by construction) |
| (B) Modeled rebuild — via 22.7% full-chain BTE, 33.7 kWh/gal LHV | 7.632 | 0.998 | 7.65 |
Column A applies the KB's 7.70 kWh AC/gal baseline directly and yields 7.70 kWh/gal by construction — this segment did not contain a matched ProPower ON/OFF pair at the same speed/grade, so the yield figure is not an independent same-leg measurement (see wind cross-check note below). Column B is an independent rebuild from the round-trip full-chain efficiency (22.7%) and gasoline LHV, landing within 0.7% of Column A — a reasonable consistency check, not a second measurement.
| Term | S1 | S2 | S3 |
|---|---|---|---|
| ProPower coefficient (b), gal/hr per kW | skipped | skipped | 0.086 |
| Implied rate at 5.8 kW | — | — | 0.50 gal/hr |
| R² | 0.40 | 0.65 | 0.56 |
| Mass basis | 6,949 kg (CAT scale + independently weighed payload) — measured, locked | ||
S1 and S2 ran ProPower off for their entire duration, so the regression has no on/off contrast to estimate b from — those columns are correctly skipped rather than reporting a spurious near-zero coefficient (R² shown is for the grade+speed terms only, not the ProPower term). S3's fit — fuel_rate = a + b·PPP + c·grade_hp + d·speed³ — used 12,944 moving rows, R² = 0.56 (above the ~0.4 reliability floor), with b·5.8 = 0.50 gal/hr landing inside the physically plausible 0.4–1.0 gal/hr band and reasonably close to the round-trip measured baseline of 0.64–0.65 gal/hr (range 0.55–0.75). This is a same-leg exploratory corroboration only, not a replacement for the round-trip baseline, and is not to be quoted to LightShip as an independent measurement.
| Quantity | Value |
|---|---|
| Mean head/tail component (HRRR × TrackLogger heading) | not yet computed — wind CSVs not uploaded this session |
| Wind-adjusted expected yield | pending |
| Residual after wind adjustment | pending |
Wind data for this leg hasn't been pulled yet. Ready-to-click HRRR anchor-point download links (start/mid/end for S1 and S3, start/end for S2) are provided in the chat alongside this report — click, download, and upload the CSVs back to merge and update this section. Separately: because Segment 3 contains only one ProPower window with no matched OFF period at similar speed/grade, even once wind is added the residual will read as an artifact of the 7.70 baseline (0.00% by construction) rather than genuine agreement — informative wind-adjustment math needs a matched ON/OFF pair, which this leg does not have.
Instantaneous speed-band fuel economy (distance and fuel integrated within each 5-mph band, idle-filtered), computed for all three segments as requested. These are raw bands, not a controlled Cd·A protocol — the flat, minimum-90-second speed-hold method (doc 04) has still not been run this trip.
| Band | Time min | Dist mi | Fuel gal | mpg | Mean grade, ft/s |
|---|---|---|---|---|---|
| 45–50 mph | 38.9 | 31.11 | 2.971 | 10.47 | +0.90 (climbing) |
| 50–55 mph | 64.3 | 56.55 | 4.172 | 13.56 | +0.06 |
| 55–60 mph | 99.8 | 95.86 | 7.017 | 13.66 | +0.14 |
| 60–65 mph | 120.8 | 125.10 | 8.461 | 14.79 | −0.08 |
| 65–70 mph | 48.0 | 53.46 | 2.558 | 20.90 | −1.00 (descending) |
| 70–75 mph | 6.0 | 7.12 | 0.369 | 19.32 | −1.03 (descending) |
The apparent mpg improvement at 65+ mph is a grade artifact, not an aerodynamic result: mean climb rate flips from clearly positive (climbing) below 55 mph to clearly negative (descending) above 65 mph across all three segments (S1 shows the same pattern). Higher speeds were reached mostly on downgrades. This dataset cannot support a "faster is more efficient" or "faster costs X mpg" conclusion — that requires either wind/grade-corrected regression (see GPH regression above, which does include a grade term) or, better, the dedicated flat speed-hold protocol. Raw bands are reported here because they were explicitly requested, but should not be read as clean aero data.
No LightShip draw-kW telemetry is present in the OBD stream (standing gap, unchanged from every prior leg — the OBDLink PID set has no channel for the trailer's TrekDrive axle motor). State A cannot be identified or quantified from this data. This remains the single open item blocking Section 04 on every road leg; resolving it needs LightShip Atlas SOC/power logging captured in parallel with a future OBDLink recording, not additional analysis of this leg's files.
Sustained-rich episodes defined as λ < 0.93 AND load > 50%, for ≥8 consecutive rows (≥16s), after discarding single-sample tip-out/DFCO transients. Applied to all three segments.
| Segment | Episodes / rows | Peak IAT2 in episodes | Mean λ in episodes | Est. penalty gal |
|---|---|---|---|---|
| S1 | 0 | n/a | 0.000 | |
| S2 | 0 | n/a | 0.000 | |
| S3 | 7 | 131.0°F | 0.79–0.88 | 0.092 |
No clean high-load + high-IAT (>140°F Tier-3) sustained enrichment episode occurred this leg, despite OAT reaching 98.6°F. The 7 episodes found in Segment 3 (04:57–07:07, before the day's hottest stretch) are brief 16–22 s tip-in/grade events peaking at 131°F IAT2 — below the 140°F threshold — and total only 0.092 gal; they read as load/throttle-transition artifacts, not the targeted thermal-enrichment case. Separately, 61 rows did exceed 140°F IAT2 late in Segment 3 (12:21–12:26, near end-of-day), but at low speed (0–14 mph) and modest load (17–27%) with λ still near 1.00 (0.97–0.99) — consistent with parking-area heat soak on arrival, not sustained driving enrichment, and appropriately excluded from the episode count. This route (western CO/UT high desert) is geographically distinct from the hot-plains-east-of-Denver target case for this protocol; that comparison remains open for a future leg.
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.
Cross-referenced: the Eisenhower Tunnel climb comment is addressed in §01/§08 (not present in the uploaded data); the speed-zone emphasis is addressed in §03b; the single ProPower segment is addressed in §03.