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In the Escape, it's ported into the fender cavity. Similar small driver enclosure, but note there's a rectangular passage to the lower left. That leads into a substantial volume between the wheel well and the inner/outer body panels. It's a nice bump in the 30-80Hz range. If it doesn't RATTLE of...

That's why I post here. As noted, folks have conflated HYBRID with PLUG-IN HYBRID. They are completely different in how they treat the HVB, buffer vs. source. There is very little to be learned about the Maverick by looking at plug-ins, or obsolete battery technologies, or how other...

Anyone notice that Ford is getting the most pre-orders from the states with the most people?

First gear is the same across the 8-speed transmissions. The axel ratios vary among the various models and engines. Highest I see is 3.81:1 with trailer towing package. Nothing like the 3:1 transfer case multiplier in 4L in the Bronco, to go with 4.71 first and differential ratios.

... really need a portable office. These hybrids make ideal field offices. AC or heat will run the ICE a couple minutes a few times/hour. If the seats are comfortable, the boss will want one.

The Escape Hybrid in my sig?

This makes sense. Li-ion batteries store very well at 50% charge, and disconnecting 12v keeps the HVB disconnected.

True, but the load limit with a sunroof is 0.

That's very true. My question is if we know Li-ion life expectancy. I don't think mature Li-ion technology has existed long enough to have any idea what the intrinsic life might be. We have a collection of failure modes that all contain a pathologically element, the absence of which eliminated...

I agree. The problem is combining power from two sources whose speeds (and so output) are independent of one another. The acceleration model is ICE rising to a steady RPM for the duration, while the motor speed, tied to the wheels, rises from zero. You get the low-RPM motor torque (limited by...

In the FWIW column, I'm spending $0.071/mile on fuel, exclusively using the most expensive fuel available, mostly E0 but a couple 93E10s. What's your fuel cost? I see mine rising.

Start providing the context that makes your statements true, and I'll stop pointing it out. Based on the models you've mentioned, you have experience with NiMH batteries. These batteries have a known life expectancy and will need replacement. Do you have experience with Li-ion technology...

My first car was a blue 1970 Maverick, purchased in 1973. 200 cu. in. in-line 6 with 3-on-the-tree and a bench front seat.

Not sure how data from 2009 has any bearing on the present discussion. Batteries are different, motors are different, control systems are different, engines are different. A lot has changed in the last 10-15 years. This data is obsolete.

That's this chart. Same 15.3 mile route, morning and evening, from a cold start. There's a difference in driving style between the Baseline period and the following year, when I just went lighter on the throttle, for a longer time, so I gained more HVB charge. As to whether weather...

I don't see any data that fire is more likely. It's more a matter of not stopping one if a Li-ion HVB gets holed.

You're wrong. When we inherited the C-Max, I read forums, and did what they said (baseline)for good mileage. The next year, I'd learned a little and found an even better way. This data is a 15.3 mile commute, all cold start. The Baseline period started a month after I got the car, so I had some...

Yep, the 12v is different. You'll have to replace it. The HVB is different, too. Life of car part. You'll never replace it in these Ford hybrids. Stop comparing battery technologies without stating the specifics of your comparison. It's just garbage-in otherwise.

Here's what I've seen in an Escape Hybrid. These are all my tanks. The two lowest was a 700 mile, 70+ mph round trip for pizza on Pi day, 3/14. No one knew we'd close down the next week.

How does that compare with the 70 pounds of carbon in the tank of your car? I get about 700 miles out of mine.