Outbound Prescott→Thermal leg of the June 2026 round trip, re-analyzed retrospectively to exercise the nightly-report pipeline against a legacy log. 278.1 mi in 5.79 h, descending 5,038 ft to −105 ft. ProPower ran essentially the whole leg (94.1% of rows above 0.5 kW), delivering 28.58 kWh AC at a 5.37 kW mean. Measured fuel economy of 14.52 mpg reconciles exactly with the KB outbound baseline. This file predates the current instrumentation: 20 PIDs at a ~1.46 s free-running sweep, with no λ, IAT, OAT, ECT, fuel-trim, gear-code, or trailer-battery channels. Sections 04–06 are therefore largely unreportable and are marked as such rather than filled with inference.
Fuel integrated from the fuel-rate PID against per-row Δt; reconciles to the Trip Fuel PID within 0.02%. No gear-code channel exists in this log, so idle rows were identified by speed = 0 and RPM < 400 rather than gear 70/128/130 — a documented substitution, not the standard filter.
| Metric | Value | Note |
|---|---|---|
| Total fuel | 19.155 gal | integrated; Trip Fuel PID 19.152 gal |
| Distance | 278.1 mi | Trip Distance PID; GPS integ. 279.5 mi |
| Fuel economy | 14.52 mpg | matches KB outbound baseline exactly |
| ProPower delivered | 28.58 kWh AC | Σ(Conv A Out1+Out2) × Δt |
| ProPower duty | 94.1% | rows > 0.5 kW; 5.32 of 5.79 h |
| State A duty | n/a | TrekDrive not logged in this config |
| Truck HV SOC start → end | 34.3% → 32.4% | range 25.1–64.2%; truck pack, not trailer |
| Idle fuel | 0.254 gal | 1.3% of total; speed=0 & RPM<400 |
ProPower ran continuously except for brief dropouts, so the leg is treated as a single State B segment rather than subdivided. Column A applies the KB measured full-chain figure; Column B rebuilds from assumed chain efficiency and BTE. Because Column A is defined as kWh ÷ 7.70, the effective yield is 7.70 kWh/gal by construction — this leg cannot independently re-measure that constant without a ProPower-OFF control segment at matched speed and grade. The wind cross-check below is now computed from HRRR, but as noted it constrains propulsion fuel, not the yield.
| Segment | kWh AC | Measured gal (÷7.70) | Modeled gal (BTE) | Δ A–B |
|---|---|---|---|---|
| Full leg (State B) | 28.58 | 3.711 | 2.771 | +33.9% |
| ProPower OFF rows | 0.03 | 0.004 | 0.003 | — |
Incremental fuel attributable to ProPower: 3.711 gal measured basis (28.58 kWh AC ÷ 7.70), i.e. 19.4% of the leg's 19.155 gal. Modeled rebuild assumes chain efficiency 0.90, BTE 0.34, LHV 33.7 kWh/gal → 2.771 gal. The modeled figure sits 33.9% below measured, meaning the assumed 0.90 × 0.34 = 30.6% full-chain efficiency is optimistic against the KB's ~22.7%. The divergence is the assumption error, not a new measurement.
| Quantity | Value |
|---|---|
| Mean head/tail component (HRRR blend × OBDLink-derived heading) | −1.38 mph (net tailwind) |
| Tailwind fraction of moving rows | 64.0% |
| Mean |crosswind| / mean wind speed | 4.14 / 5.83 mph |
| Wind-attributable fuel delta (propulsion) | −1.477 gal (tailwind saved) |
| Still-air-equivalent leg fuel | 20.631 gal (vs 19.155 observed) |
| Still-air-equivalent economy | 13.48 mpg (vs 14.52 observed) |
| Wind-adjusted expected AC yield | not separable — see note |
| Residual after wind adjustment | +0.00% by construction |
HRRR wind pulled for 2026-06-13 at three anchors (Prescott 1,532 m · Salome corridor 344 m · Thermal −34 m), inverse-distance-squared blended and interpolated to the row timeline. Heading is derived from sequential 6-decimal OBDLink GPS over a ~30 s lag, not from TrackLogger — no TrackLogger file exists for this leg. It is usable on straight segments and noisier through the canyon turns. Aero adjustment assumes ρ = 1.10 kg/m³, Cd·A = 0.71 × 4.6 m², drivetrain 0.85, BTE 0.30 — all modeled.
The wind adjustment moves propulsion fuel, not the AC yield. Effective yield here is defined as 28.58 kWh ÷ 7.70, so it returns 7.70 kWh/gal and the residual is +0.00% by construction — arithmetic, not agreement. With ProPower on for 94.1% of the leg there is no matched-condition OFF control against which the 7.70 constant could be independently re-measured, and no amount of wind data supplies one. The residual is therefore uninformative for this leg and must not be read as confirming the baseline. What the wind field does establish: a net 1.38 mph tailwind saved roughly 1.48 gal of propulsion fuel, meaning the observed 14.52 mpg flatters still-air performance by about 1.04 mpg.
Not reportable for this leg. TrekDrive was not engaged, and this 20-PID configuration carries no trailer-battery or TrekDrive channel at all. There is no State A time and no battery-draw signal from which to compute a gross saving or its paired cost.
State A duty: 0%. No fuel saving to report, and correspondingly no battery cost. Reporting a gross saving here would require inferring TrekDrive activity from channels this log does not contain.
The λ channel (Fuel/Air commanded equivalence ratio, SAE 0x44) was added to the config on 2026-07-06 — three weeks after this log was recorded. This file has no λ, no IAT, and no OAT channel, so enrichment can be neither measured nor bounded by temperature. No penalty is reported.
Per the standing rule: where no clean enrichment episode can be identified, the section says so rather than reporting a penalty inferred from insufficient data. Boost, RPM, and absolute-load channels exist here, but load alone cannot distinguish commanded open-loop enrichment from ordinary high-load stoichiometric operation. Any figure derived from them would be an assumption wearing a measurement's clothes.