Powerboost Exhaust Heat Exchanger Delete

[amschind]

So a Ford tech that I talked to suggested using a multi-meter to see what resistance the wires provide and what voltage comes out, and I drew up a schematic to make a spud with some simple SSRs. Then Iceman pointed out that because the valve is a COTS part that can be deleted to make sport bikes louder, somebody has already made that part and it's $84 delivered. That part is on its way.

Next step is to disconnect the wiring harness from the heat exchanger and see how long the truck takes to throw a "coolant temp sensors don't agree with the valve position" CEL during the summer. If the answer is "a while" or "not until it gets cold again", then I can proceed. The step after that is building a bypass circuit for the coolant lines that fits into the stock quick connect. As soon as I know what the connector type is, that should be easy to build.

Once those things are done, the final step is getting my custom dual exhaust build done.

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[Samson16]

And that's great, but I think the main weakness with regard to the hybrid is that the 10R80 can't really change gearing very well. The huge advatnge that 10 gears brings to a normal ICE vehicle is the same reason that 18 wheelers have a gazillion gears: close gears and LOTS of them means that the engine is nearly always at its best efficiency point. The hybrid motor isn't just for electric mode: it also adds torque when increasing RPMs in a way that is FAR more efficient that an ICE, which can only do that by increasing fuel delivery. That difference reduces the value of close gearing. In addition, the relatively small electric motor in the PB (vs say the Aviator Hybrid with a 3.0/ 100 ft lb motor) is that it needs short gears at the low end to stay in all electric mode, but can also benefit from taller gears at higher speed for better highway efficiency. You can't fix that with a different rear end, because the anwser isn't globally taller or shorter gears.....it's WIDER gears.

Ultimately, I don't think that this will ever be addressed because series hybrids with 1 or at most 2 gear ratios (which works due to the VERY wide power band of electric motors) likely built into the differential will take over instead of further work on a conventional transmission. I am still interested in hub motors, but Ford AND Tesla both independently decided that a wheel hub is just too harsh of an environment for an electric motor and its bearings. My hope is that further R&D gets us to a point where hub motors are practical, because they eliminate nearly all of the components of the drive train and allow for some really cool torque vectoring. The argument against them due to the increase in un-sprung weight has actually vanished because that handling deficit is more than compensated for with active torque vectoring. You can only ever get one motor's worth of power at each wheel, but if you re-invest some of the weight savings from diff/housing and CV shafts into bigger motors, the actual difference in motive power even with 1 or 2 wheels grabbing may be insignificant.

I’m curious. You posted “The hybrid motor isn't just for electric mode: it also adds torque when increasing RPMs in a way that is FAR more efficient that an ICE, which can only do that by increasing fuel delivery.” Do have access to torque and hp vs rpm graphs for the traction motor alone? I’ve seen dyno graphs for the entire power train, but not anything regarding the electric motor except “35kW/47hp”. I can’t even find what it looks like or what other vehicles are using it.

 

[Snakebitten]

I’ve seen dyno graphs for the entire power train, but not anything regarding the electric motor except “35kW/47hp”. I can’t even find what it looks like or what other vehicles are using it.

Nothing sexy to look at.
It's what causes the 10r80 transmission to be labeled the 10r80 MHT transmission, since it does require a deeper bell housing to accommodate the traction motor/torque converter assembly.

 

[Samson16]

Speak for yourself! Simple is sexy ?

 

[Snakebitten]

Speak for yourself! Simple is sexy ?

I would definitely consider it sexIER, if it was the traction motor Ford put in the Lincoln version of the similar drivetrain. Double the HP, double the Torque.

Of course I would want the battery Ford substituted in that vehicle too. It's still quite small, by Hybrid standards, but fits the mission very nicely.

 

[Samson16]

I would definitely consider it sexIER, if it was the traction motor Ford put in the Lincoln version of the similar drivetrain. Double the HP, double the Torque.

Of course I would want the battery Ford substituted in that vehicle too. It's still quite small, by Hybrid standards, but fits the mission very nicely.

Wow, What Lincoln world beating monster so you speak of sir?

 

[HammaMan]

Wow, What Lincoln world beating monster so you speak of sir?

500hp 600tq and can operate on battery alone.



Not really a suggestion of the reviewer, he'd could make a 100mil $ lottery win sound like a tax bill.

 

[Samson16]

Impressive! Why the 0-60 only 5.4s and how did they fit the 10r80hmt elongated linear hybrid powertrain in that wheelbase? 12" driveshaft?

 

[Snakebitten]

That vehicle isn't that little.
But yea, both it's driveshaft and our F150 Powerboost drives shaft are a few inches shorter.
The traction motor isn't really that big.
A 400V 100HP/200ftlb electric motor doesn't have to be very big these days.

Hopefully the next Gen is 800V? ?

As for the 0-60....

Ford (and others) gimp performance all the time to nest it right where THEY decide it belongs in the market.

Toyota built a relative clone of the 3.5 Ecoboost. They released it with just barely more HP/Torque of the competition.

Yet both motors have ~100HP untapped on pump gas.

 

[Samson16]

That vehicle isn't that little.
But yea, both it's driveshaft and our F150 Powerboost drives shaft are a few inches shorter.
The traction motor isn't really that big.
A 400V 100HP/200ftlb electric motor doesn't have to be very big these days.

Hopefully the next Gen is 800V? ?

As for the 0-60....

Ford (and others) gimp performance all the time to nest it right where THEY decide it belongs in the market.

Toyota built a relative clone of the 3.5 Ecoboost. They released it with just barely more HP/Torque of the competition.

Yet both motors have ~100HP untapped on pump gas.

Aviator uses an Explorer chassis and it uses the same linear setup as the PB?

 

[Snakebitten]

 

[Samson16]

Did some research on my own lol, and it is almost as heavy as my F150pb! 5,673lbs. I'm thinking it's really designed for "Grand Touring" i.e. long distance travel in style more than road carving. Never mind. 80 grand for Sync 3? Please. C'mon Ford.

 

[amschind]

Did some research on my own lol, and it is almost as heavy as my F150pb! 5,673lbs. I'm thinking it's really designed for "Grand Touring" i.e. long distance travel in style more than road carving. Never mind. 80 grand for Sync 3? Please. C'mon Ford.

But it's a Lincoln! It's this whole other thing, and definitely not a gussied up Exploder! In the same vein, one of the interesting tidbits I gathered from the venerated Ford tech was that Daimler was also part of the 10R80 consortium, and while he thought that GM makes their version in house, Daimler actually builds many of the ones that go into Fords. The nameplate may be the single least useful bit of information about a vehicle.

 

[Samson16]

Thanks for that graphic. Series hybrid like the PB. Unlike our trucks it will steadily run down the battery correct? The regen won't be enough after awhile and it will need to charge that big battery. Crazy range figures!

 

[Samson16]

Update...nope it will steadily charge itself back up to 75% and works just like our trucks but it can go much farther on electric alone. Heavy like a PB. Performance like a PB. At 6000lb. it handles like a PB. Trade the mpg figures for Sync 4, a 12" screen, cool zone lighting, a nifty bed for your fancy luggage, and go get a Powerboost!

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