They look like Ikea on wheels
Don't let me pretend to have modeled this, for the reaction above is much more knee jerk than that. As to my thoughts, I'm thinking it's not the motor per say. If we're to double the towing rating, typical of 1 ton pickups, we're talking about a serious generator and substantial battery capacity if serial. That's assuming we're expecting to have some kind of tow range or etc via battery. If not, then it's much easier, albeit it the engine and generator must now handle commensurately more power, and at some point what was the point?
Cool! Thanks for the insight! If you ever bump into any info or link on that I'd love to read it.
I think there's some confusion regarding peak power vs sustained power and general energy usage overall. A modern semi on the interstate is getting about 7 mpg. That's not a lot of energy. Peak power is used during acceleration or hill climbing. Cruising is different entirely. The battery acts as a buffer for the peak loads and doesn't get much use at speed. 7 mpg is about 200hp sustained.
No confusion, I've modeled the Ramcharger quite a bit using similar thinking. Not that I think semi efficiency, which is amazing relative to it's load, has anything to do with pickup efficiency. But you'd likely agree so lets skip past that and let me just ask you this: We know the Ramcharger will be carrying a 92KW battery, a 130KW (sustained ) generator, and a Pentastar V-6, and I'm thinking a 1 ton Superduty class is going to need at least 150% of all that, perhaps more. ergo weight and packaging problems from teh sheer size. Heak, where do you even put the front EDM's? Of course I'm almost certainly wrong, but what the heck., we're just two guys chatting. So tell me: What do you think a PHEV 1 ton superduty powerplant would look like?
We all own one so I think we must sorta feel that way too. Mind you being at the head of the class when it's class of 1 really just makes you wonder.
Isn't F-350 available/come with (some) dual alternators? Each of which could be upgraded? Drop in a lifepo4 as a buffer and hook uo a 3600W inverter. Does that get you an interim solution? ( dunno your need, just thinking outloud.)A SuperDuty Hybrid, or a SuperDuty Powerboost doesn't necessarily require it to be an EREV, although a SuperDuty EREV would be exciting to contemplate as well.
I'd be thrilled to just get an opportunity to purchase an F350 like the very one I now have, but with identical ProPower to my current Powerboost. Even if the traction motor/HVB combination was mild, as it certainly is in the F150 Powerboost, I would still get to enjoy the mobile office and generator features in the Big Bones truck.
And considering just how big those bones are, (see my yellow sticker below), I'd be more than willing to give some of that back to gain the features I enjoy in the F150.
Get it on the market ASAP, and continue R&D for the other future options of "electrification", as they like to call it.
For mobile office, need to be able to run not just a laptop, but also the HVAC, all while the engine is off and rarely coming on to recharge. And for genny power, need 7.2 minimum.
@Snakebitten ‘s truck with a “Super Duty” PowerBoost treatment. 70kW traction motor and 3kW HVB with larger DC/DC. Increase the PPoB to 12kW with 240/50 and sell them faster than you can build them.
Perfect description of EXACTLY what should already have happened by the 5th year of production of The Mighty Powerboost F150.
If I could only have one or the other PBF150 vs PBSD, I'd go with whichever had the PB but all else equal, the same reasons that make me prefer the 150, (ride, length, mpg etc.) still exist.
