So I drove a 2024 5.0 today..

[Captain Dirty Beard]

Kinda tough to defeat Auto stop/start on a Powerboost. Although it's hilarious that Ford listed Auto Stop/Start Delete on it.

They can SAY they deleted it, of course, but the Powerboost IS Auto Stop/Start by nature. And if it wasn't for the belt drive waterpump, the Powerboost wouldn't have a single pulley on it.

As far as getting in trouble in 10-seconds, I can't imagine a public road that I could floor it for 10 seconds. That go-to-jail speed even from a dead stop.
And cruising at say..... 65mph and desiring to overtake another vehicle? 5 seconds will have you at handcuff speed.

These current era F150's are all 60's-70's muscle car humiliaters. We are so jaded.

There are 2 belts. One for the water pump, and one for the Generator

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[Samson16]

The PFDI system on the F-150 is huge. Ford only puts the dual fuel delivery in the 2.7 EB, 5.0 V8, and 3.5 EB engines. The rest of the lineup is DI or PI only. The 1.5L I3, 2.3 EB, 3.0 EB are all DI only and the 7.3 V8 is PI only.

The PI was added to 2.7 and 3.5 for low end fuel atomization and valve washing. The DI was added to the 5.0 so it can run higher compression without knock so these 3 sort of met in the middle with dual fuel. Everything else is single fuel.

Having both port and cylinder injection is so nice, right?! Improved fuel economy, performance, and the backside of my intake valves get a cool bath!

 

[Samson16]

There are 2 belts. One for the water pump, and one for the Generator

I think he was referring to the '24 which deletes the BISG and gains a whopping 50 lbs. of GVWR! I'm claiming the 50# anyway because I'm 182# and I could so happily be 230# but we need the payload capacity.

 

[Captain Dirty Beard]

I think he was referring to the '24 which deletes the BISG and gains a whopping 50 lbs. of GVWR! I'm claiming the 50# anyway because I'm 182# and I could so happily be 230# but we need the payload capacity.

?

im 200# right now, and 230# is just a few beers and a Sunday BBQ away.

So if the 24's get rid of the generator, then the charging of the batteries happens solely from the decel/braking regen ? Seems like that wouldn't be enough, but Im no Ford Engineer

 

[Samson16]

?

im 200# right now, and 230# is just a few beers and a Sunday BBQ away.

So if the 24's get rid of the generator, then the charging of the batteries happens solely from the decel/braking regen ? Seems like that wouldn't be enough, but Im no Ford Engineer

We can't find any evidence that the generator function was/is ever used. The HVB is charged by the fire breathing twin turbo V6 and regen braking. The HVB in turn feeds the DC/DC converter which manages the 12V bus system among other things. In the '24, and in most cases for the earlier model PB's, the traction motor starts the ICE via the HVB. We still have the conventional starter for remote start etc.

 

[HammaMan]

Ford tried that in the 3.0 PHEV Aviator and no one bought one unfortunately.

“Grand Touring and Grand Touring Black Label models use a plug-in hybrid powertrain based on the V6 engine (494 hp, 630 lb-ft).”

The aviator's weak point is that the engine is only offered in trims that range from $80k-100k. It's not a drivetrain issue, it's a price issue. They offered the engine in explorers in europe and it was till nearly $70k

 

[Samson16]

The aviator's weak point is that the engine is only offered in trims that range from $80k-100k. It's not a drivetrain issue, it's a price issue. They offered the engine in explorers in europe and it was till nearly $70k

Sync freaking 3!! 500hp $80k and Sync3. ??

And it was a bit of a pig handling wise at that price point

 

[HammaMan]

Sync freaking 3!! 500hp $80k and Sync3. ??

And it was a bit of a pig handling wise at that price point

It's a lincoln SUV, of course it's going to be soft riding. It's billed as comfort, not performance. Factory F150 is the same way.

 

[Samson16]

Today we want both. Lincoln will cease to be if they don’t figure that out.

 

[Snakebitten]

You already know how I feel about that drivetrain. So much potential! It could be lightly massaged and easily become Powerboost V.2

The 3.0 can easily be better than the 2.7 and 3.5 in so many ways.
Add the bigger traction motor and battery in the appropriate packaging for the F150.

I don't know what Ford would have to do with the 10r80 though, since it's just about tapped out for the 5/60k factory warranty with the Torque that Powerboost V.1 is putting out.

I still personally believe the 10r80 is plenty stout and has ample headroom. It's weaknesses are far more lousy quality control and very compromised software.

Tuners can almost effortlessly improve the way the 10r80 behaves, at this point. It's been around for 8 years now and the tricks of the trade are well known.

Anyways, the Powerboost is so ripe for further development. The competition is making it way too easy for Ford to make us wait even longer.

 

[Eskram]

Some additional whining - I want my truck back and fuck CDK for their shitty software delaying it's return.

I semi-like the column-shifter. I do miss all my creature-comforts like auto ac and auto hold. And electric AC. And torque. And tint. And 360 cams, and probably 253 other things I can't think of at the moment.

No dragy action either - it's been too wet to think about getting a good time.

 

[Snakebitten]

There are 2 belts. One for the water pump, and one for the Generator

I see that troublemaker @Samson16 has had my back already, so I must continue to support his tomfoolery. ?

Yes, I was referencing the 2024 Powerboost, when I stated the one belt Ecoboost.
And as he mentioned, the BISG is/was a BIS only on the Powerboost.

Although no amount of evidence will ever convince some. ???

The DC/DC converter on the Ecoboost is not new technology in the Hybrid world. And although it would be kinda cool if Ford had the BISG as a redundant generator to a faulty DC/DC converter, they didn't.

The irony is that a faulty BISG on a Powerboost will leave a Powerboost stranded, which is crazy since there's 2 other methods to crank up the ICE. I suspect it is only because of the software, since Ford claims making software changes is what they did to remove the need for the BISG altogether.

 

[HammaMan]

The irony is that a faulty BISG on a Powerboost will leave a Powerboost stranded, which is crazy since there's 2 other methods to crank up the ICE. I suspect it is only because of the software, since Ford claims making software changes is what they did to remove the need for the BISG altogether.

There was so much that could have been done better in the PB. BISG being allowed to produce its power would have allowed not only the truck to run if the DC/DC failed, but had it been made bidirectional, the truck could have been able to run if something happened to the traction motor as well, with working AC (BISG > bidirectional DC/DC > AC compressor). Instead we have a truck that refuses to work if there's any type of HV issue outside of the PPOB or AC. That's just shitty engineering on ford's part. At the very least an issue with the traction motor should have the truck be able to revert to, I dunno, the 3.5 EB that it is. Any hope of that philosophy vanished in 24MY with the deletion of the BISG.

Granted odds of a HV issue is very rare (not counting ford's poor early software snafus, that's not component failure), there's no reason for the system to be able to be ignored with supplemental 12v generation. No competent engineer is just going to ignore a usable failure mode unless they have really poor management barring them from such. There's still some really dumb logic present needlessly like pretending the HVB is just dead when 35% SOC is reached (they best patch that out if they haven't).

As for the 10r80, given it's in the raptor R, there's still some meat on the bone for it to get a proper PHEV solution connected to it. The powerboost already gets a torque nerf given that e-motor is 200+ftlbs of torque capable and the 3.5 is 500ftlbs by itself. The frustrating part really is that ford goes like 95% into things they should just take to 99.8%. Like the aviator's motor is ~70kW. Should have been able to do 110kW in that size. Same for F150 when they PHEV it (or current PB, it should be 70kW w/ a 4kW batt). The goal should be to hold 82MPH on battery alone for a PHEV, or in the case of the current PB, be able to comfortably get up to speed on batt alone while driving a mile or two. Just a little bit more would really make the platform that much better especially with hefty regen eating up inertia instead of the brakes. Little things that'd yield huge benefits.

It's funny now that just about auto MFG has realized that the PHEV is the way to go for the next decade+ despite all signs clearly signaling such for years now. Ford wants to sell more of them, but then they halfass it. @Ford Motor Company I'll let you in on a secret, make hybrids badass and they'll sell themselves. Not some shitty econobox fugly prius looking thing (or 24 XL/XLT F150 refresh), I'm talking factory performance that rivals your blown V8s by combining a 3.5 with an electric motor that's got some real balls attached. Don't gate it behind some bloated $20k package like you did with the PHEV aviator, put them everywhere and eat the competition's sales.

 

[SilverPigeon]

Fun fact: the Thai-built 23/24 Ranger raptor has a 2.7EB, bored to 3.0, mated to a 10R60. Goes hard; had one on order before my KR came through ?

 

[SilverPigeon]

Fun fact #2: if you're wondering where the '21 F-150 PowerStroke went, it's in the Thai-built '22-'24 Ranger V6 (all trims except Raptor), mated to the 10R80. I had one for a few months, it's all the donk you need in that platform ?

Just a side note on Raptors: if you haven't jumped your Raptor, you're a pussy ??

Apologies to the OP for these latest hijacks; I'm in a strange mood tomight?

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