Another *should I buy an PB* thread

[RockyMtnFX4]

After 1 year and 15,000mi on my Powerboost, would I buy it again?

ABSOLUTELY NOT! I'd be surprised if this thing is still running by the time I pay it off.

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[EricR]

I don't haven't seen any A/B comparison with the Tundra, but I did see a nice article somewhere with an impressive display of the Tundra with the grill removed.

Was that done to improve the truck's looks?

Edit: Darn, @Pedaldude beat me to it.

 

[amschind]

The Gen II 3.5L Ecoboost is a solid engine. A forged crank, forged rods, aluminum 4 bolt block, aluminum pistons....it is a race engine from 20 years ago. The only big issue with the Ecoboost is the use of a timing chain, which is ubiquitous. It's so much easier to vary timing with a DOHC engine that everyone is doing it, but a geared cam with pushrods and lifters has far fewer parts to break. My admitted fetish with the Achates Power reboot of the Junkers Jumo arises from the fact that it has two cranks geared together and ZERO cams, valves or timing chains. My hope is that this truck will get me to the day that I can buy one of those....it's more or less the apex of consumer 4 stroke SCSI engineering. We are headed to 2 stroke HCCI/SCCI engines running at exactly one RPM, but until that day comes, the Ecoboost is a darn good effort and the Powerboost, while optimized for a F250 rather than an F150, is a beasty powerplant.

 

[Madman]

'21 PB Lariat 501A here - bought new, got it in May of '21. I've had no issues other than the stuck APIM (prevents further OTA updates) and that was resolved at my dealership.

17000 miles in it now, all of them trouble free.

I'm not the only owner likes their F-150 PowerBoost.....

I am at 26,400 with my ‘21 PowerBoost. Never an issue - other than a recall to replace a wiper arm at no charge.

The big Inverter has come in handily several times during small construction and never gave me any issue. Such a versatile and reliable vehicle!

 

[PatchManager]

Not Ford's first Hybrid.
I believe they have been building them for 20 years this year.

Sister has a 2013 Cmax. It's 10 years old this year, obviously. Other than rear wheel bearings and 12V battery a couple of times, it's been flawless.

What-ifs can eliminate much of the adventure life offers.

What-ifs can eliminate much of the adventure life offers. That is a note worthy quote!

 

[Marty811]

The Gen II 3.5L Ecoboost is a solid engine. A forged crank, forged rods, aluminum 4 bolt block, aluminum pistons....it is a race engine from 20 years ago. The only big issue with the Ecoboost is the use of a timing chain, which is ubiquitous. It's so much easier to vary timing with a DOHC engine that everyone is doing it, but a geared cam with pushrods and lifters has far fewer parts to break. My admitted fetish with the Achates Power reboot of the Junkers Jumo arises from the fact that it has two cranks geared together and ZERO cams, valves or timing chains. My hope is that this truck will get me to the day that I can buy one of those....it's more or less the apex of consumer 4 stroke SCSI engineering. We are headed to 2 stroke HCCI/SCCI engines running at exactly one RPM, but until that day comes, the Ecoboost is a darn good effort and the Powerboost, while optimized for a F250 rather than an F150, is a beasty powerplant.

I bought my 21 Powerboost for two reasons, because it’s muscle truck fast and the fuel mileage. When it runs in the high thirteens and mid 13s stick that is very quick, (Magazine report). As a reference, my buddies 69 SS 396 Chevelle ran low 15s and another friends 70 Dodge Charger 440 ran low 14s. So when I want to pass someone it takes off like a rocket.
Probably the biggest reason though was the Hybrid fuel mileage. I’ve had GM products most of my life and never thought about buying a Ford until now. The GM products can’t match the economy of this truck and won’t until they come out with their own hybrid. No diesel for me.
So at 25K with no issues along with a great ride and very quiet cabin I am happy!

 

[amschind]

I bought my 21 Powerboost for two reasons, because it’s muscle truck fast and the fuel mileage. When it runs in the high thirteens and mid 13s stick that is very quick, (Magazine report). As a reference, my buddies 69 SS 396 Chevelle ran low 15s and another friends 70 Dodge Charger 440 ran low 14s. So when I want to pass someone it takes off like a rocket.
Probably the biggest reason though was the Hybrid fuel mileage. I’ve had GM products most of my life and never thought about buying a Ford until now. The GM products can’t match the economy of this truck and won’t until they come out with their own hybrid. No diesel for me.
So at 25K with no issues along with a great ride and very quiet cabin I am happy!

And it can power your freaking house!

 

[Spudnutz]

I know, going to a forum dedicated to the PB is going to get very lop-sided opinions. I have been shopping around for a truck for the last couple of years. It started with being an early Lightning reservation holder, but evidently not early enough to get a Pro before they raised the price 21k!!!

I originally was looking for a Ram Diesel, or a Chevy diesel, but reliability issues and cost of ownership has me pulled away from them. Long story short, the PB appears to give me decent mpg with my short commute (3 miles each way), comfort on long trips with family, ability to pull our 6k camp trailer, and the ability to act as a home generator in power outages (one of the biggest reasons I wanted a lightning).

But, seeing consumer reports having the PB as virtually the lowest reliability vehicle has me scared. I wouldn't buy new, letting someone else take the depreciation hit, so want to know if buying a 21 with 20-40k miles is worth it. Or is having a factory warranty required to work through all the bugs? Are the 22s better then the 21s? Are the issues largely minor inconveniences? I currently have a Fusion Energi, so understand the transmission between electric/gas operation feel, and have read about fords poor programing of the 10speed. Are the problems mostly those with issues yelling the loudest?

Talk me into/out of buying a PB.

I bought October 2021 new. 24K miles, 20+ Mpg combined city and highway. No issues and no mods other than a leveling kit installed when purchased. Love it and will buy another one if/when they put a larger battery in it.

 

[Rexracer]

Not Ford's first Hybrid.
I believe they have been building them for 20 years this year.

Sister has a 2013 Cmax. It's 10 years old this year, obviously. Other than rear wheel bearings and 12V battery a couple of times, it's been flawless.

What-ifs can eliminate much of the adventure life offers.

This is actually part of my concern. I have... had a 2013 Fusion Energi (same as Cmax), bought new, well taken care of, was a wonderful car. Just did a 10 day road trip with family of 2500 miles. When I got back, I noticed a little more noise then normal, and started looking around. Evidently Ford had a problem with this transmission, and they are failing at 30-100k miles. Lots of people got them replaced under warranty, but I wasn't so lucky, being 9.5 years and 90k miles.

Facing a 9-12k repair bill, I dumped the car (hence the reason to look at these Powerboosts), but am very disappointed in Ford for making a car that is only good for 90k miles. I have had many cars over 200k, and my family considers a car under 150k to be a pretty new car, so to only get 90 is a disgrace. I would suggest your sister start to look at dumping the c-max (or at least look into it), just like I am suggesting my brother dump his C-max. Search C-Max whirling transmission.

These are the sorts of things I want to avoid in a very expensive truck.

 

[Snakebitten]

I'm not going to be the one to tell her of impending doom. I might burden her husband with the joy-robbing task. ?

I'm aware of the CVT.
Actually, so is her husband.

But it wouldn't be a $9k+ job for her. Family automotive repair connections.

 

[Rexracer]

I do most all my own repairs (just replaced motor in my track car). The cheapest used transmission I could find was 4500, so even with free labor, thats still not cheap. It does look like its likely the bearings, and if caught early (before causing other damage), could be replaced for a few hundred in parts.

 

[Samson16]

The Gen II 3.5L Ecoboost is a solid engine. A forged crank, forged rods, aluminum 4 bolt block, aluminum pistons....it is a race engine from 20 years ago. The only big issue with the Ecoboost is the use of a timing chain, which is ubiquitous. It's so much easier to vary timing with a DOHC engine that everyone is doing it, but a geared cam with pushrods and lifters has far fewer parts to break. My admitted fetish with the Achates Power reboot of the Junkers Jumo arises from the fact that it has two cranks geared together and ZERO cams, valves or timing chains. My hope is that this truck will get me to the day that I can buy one of those....it's more or less the apex of consumer 4 stroke SCSI engineering. We are headed to 2 stroke HCCI/SCCI engines running at exactly one RPM, but until that day comes, the Ecoboost is a darn good effort and the Powerboost, while optimized for a F250 rather than an F150, is a beasty powerplant.

Thank you Doctor, I now know what a Homogeneous charge with compression ignition opposed cylinder engine is! Now, how do we know that my PB 3.5L is optimized for a F250 when F250's don't run 3.5L engines?

 

[Samson16]

I think the puzzle Ford somehow solved involves using the 3.73 rear end. That helps explain why it walks away from the hybrid Tundra and just about all other half-tons so easily. The mystery is how do they still get good mpg with that rear end? No one else can do it! The hybrid Tundra has a 3.31...see ya! It's an amazing truck no doubt. 5700lb., 5.6s 0-60, 14s 1/4mi, 23mpg is rare.

 

[amschind]

Now, how do we know that my PB 3.5L is optimized for a F250 when F250's don't run 3.5L engines?

This is clearly my opinion, so feel free to disagree. Further, a more accurate statement is: the Powerboost is optimized for marketing than for a half ton. The issue is matching power with frame/suspension and brakes. The PB has more torque at every RPM than any engine Ford makes save for the high output Raptor R V8 and the 6.7 V8 Powerstroke. The 6.7 is probably a better choice, but the 5.0-7.3L NA gas engines are simply weaker powerplants from every angle. From that standpoint, a PB powerplant mated with a 10R100 and short rear gears would yank stumps without being hobbled by the chassis.

The 2.3L I4 is a beast in terms of power, but doesn't have quite the oomph to move heavier loads. So if you buttress the 2.3L's low end torque with the PB electric motor, or better yet the larger motor from the Aviator, then all of a sudden it has the power to move as big of a load as the F150 chassis can handle. The Ranger hybrid is slated to use the 2.3L I4+ the PB motor+ the 10R80 (Ranger Hybrid), with 362 HP and 502 lb-ft of torque. The HDPP F150s get, AT MOST, a stock 3.5L Ecoboost, which makes less torque than the I4 hybrid. It would require a 3.73 rear and it wouldn't yank 6 tons up a mountain with the same authority as the current model, but at $3-5/gallon a lot of folks who mostly aren't using their F150s to haul at capacity would make that trade.

 

[Samson16]

That would be a shockingly powerful and expensive Ranger, and wouldn't its' chassis be inadequate as well? I agree with your PB analysis and have mentioned to friends that my truck at times feels too powerful for it's handling ability. "It shouldn't be able to do this" has crossed my mind while effortlessly rocketing toward 100mph a time or two lol.

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