Powerboost Exhaust Heat Exchanger Delete

[Snakebitten]

Lol
Yea, we Powerboostrs don't want a Lincoln SUV.
But we DO want the traction motor and battery that Ford snuck right past us. ??

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[Samson16]

Perhaps the payload trade off was too much for a half ton? Super Duty hybrid monster anyone? Hmmm…

 

[Snakebitten]

The Payload hit is within the capability of Ford to address easily. They can make it anything they desire it to be within reason.

True for the competition too.
It's a game played and kept close to the vest of each manufacturer.

 

[Samson16]

I would still love to see the hp/tq graph over the rpm range and when is the traction motor incapable of pushing any further. At 4000rpm is it still providing 50/100? ?‍

 

[Snakebitten]

If you are watching the Hybrid Battery Current output and you see it providing 60+Amps at 285V, you know it's feeding the traction motor.

That would be about 1/2 the hp/torque the traction motor is capable of, I think mathematically.

But that PID may not be exactly what we think it is. I think HammaMan made a hint that it's more accurate to X's 2 what the PID shows?

And there's a case for that.
During perfect brake regeneration, the PID maxes out at about 65Amps of current. I think he mentioned that is about 50% of what the specifications call for?

Maybe he'll come along and clarify.

I'm OK with the various pid values regardless because they have proved to be consistent and relative to driving circumstances.

 

[HammaMan]

If you are watching the Hybrid Battery Current output and you see it providing 60+Amps at 285V, you know it's feeding the traction motor.

That would be about 1/2 the hp/torque the traction motor is capable of, I think mathematically.

Yeah, something is up w/ whatever pid you're viewing as forscan shows double your values. Perhaps you're viewing one of the 2 batteries, it's configured weird. However the batteries appear to be in series so it should still show it. I've seen 2 half voltage battery values which should still translate to the same amperage. I've seen up to 128a reported which is pretty close to double your 65.

 

[Snakebitten]

I bet you are right. And if they are in series, they would both be providing the same, relatively, right?
You couldn't tap just one of them, I mean. There's no isolator between them?

Thanks for the information, as always.

 

[HammaMan]

I bet you are right. And if they are in series, they would both be providing the same, relatively, right?
You couldn't tap just one of them, I mean. There's no isolator between them?

Thanks for the information, as always.

Keep in mind that the motor generates about 20% more than it can make traction power. It can do 145 amps generation, -130 amps traction. The extra power is flowing to the AC / DCDC / split phase inverter. The battery is the limiting factor, not the motor.

 

[Samson16]

Great information guys as I try and understand how the powertrain works. If I were to go full throttle from 20mph to the speed limiter, The electric motor would continue to try and turn that shaft faster and faster? I can't shake the image of it running out of push as the rpm's climb.

 

[Snakebitten]

The electric traction motor participating in acceleration is all controlled by the torque management logic of the pcm. And regardless of the tuning history of the 3.5 Ecoboost being really mature at this point, I haven't heard a peep regarding anyone finding "tables" to adjust (tune) the traction motor's role.
That implies nobody has cracked it yet, or at least nobody is claiming to have.
So you can use live PIDs to actually monitor when and how much the traction motor is contributing, but it's not easy to plot it with enough data to answer definitively how Ford manages it.

What we can safely claim is that Ford is pretty stubborn about keeping the SOC of the Hybrid battery in a fenced range, so if the torque request comes at a moment that the SOC is at the bottom of the intended range, the traction motor isn't going to contribute much.

Having said that, those that live in areas that allow for downhill coasting and long sessions of regenerative braking, if they were monitoring SOC they would see that Ford DOES extend the upper boundary of SOC for regenerative braking. You can get the Hybrid battery considerably past the 63% SOC with regenerative braking. I've been well past 70% on a few occasions where driving conditions made it possible. Not very common for us flatlanders.

 

[Grafx36510]

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.

Not the greatest video, but that aviator looks pretty nice. Except for the outside plastic trim that squeaked a lot. My wife was looking at the Lincoln’s when we picked up my truck and she was not impressed. At all.

 

[Porpoise Hork]

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.

If Ford used an Axial Flux motor similar to what McLaren out in the new Artura along with a larger battery it would be a complete game changer for the PB. The specs of this tiny pancake motor produces a whopping 94hp and 166 lb-ft of torque and only weighs 34 pounds. McLaren coupled this motor with a 7.4 KW hr HVAC cooled battery and allows for 11-15 miles in electric mode. IT could easily bring the PB up to surface street speeds under light throttle without the ICE having to kick in to assist as much.

 

[Snakebitten]

Yeah, something is up w/ whatever pid you're viewing as forscan shows double your values. Perhaps you're viewing one of the 2 batteries, it's configured weird. However the batteries appear to be in series so it should still show it. I've seen 2 half voltage battery values which should still translate to the same amperage. I've seen up to 128a reported which is pretty close to double your 65.

I think I found it!
Ironically it's an SAE PID, rather than a Ford/Lincoln/Mercury specific pid.

It's labeled Hybrid/EV Battery SYSTEM Current.
It's refresh rate is tough to catch at exactly the same instant as the "Hybrid Battery Current" pid I have been watching for months, but it's almost exactly a X's 2 value within a decimal point.

1.1A on my PID will register 2.1-2.2A on the SAE PID

I don't know why I hadn't considered SAE PIDs before

 

[Samson16]

I have little to offer but I was re-parking the truck tonight(I cleaned the house roof) and exercised the transfer case in the neighborhood. Slippery Mode then 4L. I don't have 4A so I like to engage things periodically etc.. I then went back to 4H Slippery Mode and proceeded to drive uphill in electric only! It didn't kick on the ICE like it so easily does in 2H Normal Mode! Curious. Fun being new to this amazing truck. No help for pancake style series traction motors except I like mine

Oh how's this: The term traction motor comes from the diesel/electric locomotive world. The trains need traction to move down the rails. I like to help out the smart guys

 

[Snakebitten]

I like your posts.
Especially when you are sharing how much you are enjoying the truck!

I know forums are most powerful addressing the issues, but it's not against the rules to share the virtues too.

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