Use your display EV Coach feature. It shows regen braking activity vs friction braking clearly on a bar graph. When you exceed the regen braking window the binders have taken over.
And as long as the battery isn't fully charged, you are still getting MAX regen when you cross over into ablative, so the ablative wear is still much less.
The regen is part of the brake blending. That's why you feel downshifts. Use the hybrid gauge to see where it's at. It's doing a combo of regen with friction on shifts. You're getting a "braking experience" but it's doing things behind the scenes that aren't obvious. Yes, I wish it had a traditional regen but it's down shifting at the same time so it wouldn't be a traditional regen experience. I'd love a full regen on it though even though it wouldn't be as aggressive.
Yeah, Clearly this tiny electric motor and battery on a 6,000 pound truck aren't going to have the slowing or regen effect of a fully electric vehicle, but I I suppose I expected more of it. Mainly I just wanted to be sure I wasn't missing some setting that changes the amount of regen, or that everything was working as intended.
I hadn't been paying attention to it honestly. I'll give it a go this afternoon. The mushy disconnected feeling that the pedal gives at the top of the range made me think something wasn't working right, but I guess like everyone here is saying, that portion of the pedal engagement is to activate the regen, and not to engage the actual brakes. Just takes some getting used to I suppose
I'd be all over a plug in version of the Powerboost. The hybrid (if done correctly) is the way. A guy that I work with has an Eray C8 vette. That car is B-A-N-A-N-A's.40kW worth of regen isn't nothing. Yes the batt is small but it runs at incredibly high C-rates. That's 5x higher C rate than the mach-e runs at, plus it has a trans to optimize the strategy. What's crazy is that if you run the numbers, had they used the lincoln's drive unit and upped the battery to 4kWh in size, they could have shared all HV parts with the lightning (sans drive motor / batt). The vehicle would have been able to much easier putt along in electric only, done so for a long time, and be able to regen considerably more energy while also being easier on the batt. It would have cost another 80lbs or so, but it should have come with at least a 7500lb GVWR.
It's basically a hybrid that doesn't have the hybrid-only capability that most certainly would have been a better vehicle if it had it. They call it 'powerboost' for marketing, yet everyone knows it as the hybrid and it's even marketed by dealers as 'hybrid' because it's a hybrid, it just sucks at being a hybrid as they've been known to be. Sure some hybrids have a bad rap -- they took a good concept and made a shitty car. Not the concepts fault. Koenigsegg built the Gemera with 2400hp and 2000ftlbs of torque and it's a PHEV. ~40%+ of which comes from its electric side.
They had to build the raptor R because the powerboost was faster than the raptor, as it should be. They should stop dick'n around and make raptor R level performance come from the raptor via electrical assistance. Ford needs to do with hybrids what tesla did to EVs, and they should have been able to spot the future trends because the obvious solution has been in front of them the entire time. Stricter emissions has been known about since 2018 -- here we are 6 years after it was announced, and passed in 3/2020, which TBH, nobody here has ever been surprised about stricter efficiency standards since they began implementing them. We're in the CFL part of efficient light bulb transition and I'm over here "Just build the F'n LEDs already!" (no, not EV only, we've got a long ways to go on battery tech and energy generation, and most certainly infrastructure)
These CAFE numbers have been known about for 6 years!!
Year | Required Average Fuel Economy (mpg) (fleet wide)
2021 | 33.0
2022 | 34.0
2023 | 35.0
2024 | 36.0
2025 | 37.0
and the latest round....
2026 | 40.4
And automotive's strategy as a whole has been to sit on their thumbs.
/rant
Yeah, the electric cost of fueling a PHEV makes it an easy option. I wouldn't have bought an EV had the PB been able to handle my around-town trips w/out firing the ICE. Poor truck was never getting to temp which will cause a situation where fuel gets into the oil and never cooks off. Same with moisture. Diesels have the same problem making them a poor choice for PHEV due to fuel oil dilution.
Yessir, Driving an electric car for daily use is a no brainer if used as intended. The power, the storage space, the complete lack of maintenance comparatively make it superior for daily activities. I know everyone likes to shit on Tesla, and Elon Musk sure inspires some controversial discussions, but what Tesla did the automotive world in general is pretty incredible. All of these other manufacturer's electric vehicles wouldn't exist if not for Tesla.
Tesla has been great for the auto industry. As for the cars, well he builds cheap cars. Too cheap for my taste, not that I wouldn't buy a cheap car, they're just priced higher than their comparable value. The bolt EUV is a better value at 20k than a base model 3 at 33k. Putting everything behind a screen is just poo and lack of IPC is just a non-starter. That's sub $20k price point nonsense. $60k vehicle with no gauge cluster? No thanks. Besides I can unalign my panels myself if I want to ever feel like I own a tesla.
For sure. I don't love the way Tesla does anything (maybe aside from ridiculous acceleration) and legacy car makers have implemented the Electric vehicle much more elegantly, but Tesla is really just a technology company, not a car manufacturer. It's taken these companies well over 100 years to refine the process of making a "good" vehicle.
