Diesel is for international marketsNew Ranger gets a hybrid and a DIESEL
Sponsored
Diesel is for international marketsNew Ranger gets a hybrid and a DIESEL
Yep, talking about the f-150 Powerboost.when he used the term PowerBoost I thought he was talking about the PowerBoost F150, which is the only vehicle I have seen that term used on. The PowerBoost F150 a very different powertrain setup vs what the Maverick has. If all he is talking about is a PHEV, then yea bigger battery and slap some motors on the rear wheels for AWD.
What is it about the power boost design (a mild parallel hybrid) that you'd prefer over the Maverick's design (power split)?Yep, talking about the f-150 Powerboost.
The only reason to want that setup is more outright power, seems simple enough. If the electric motor and the gas motor always worked together (no Atkinson cycle) it would deliver more horses, no doubt about it.What is it about the power boost design (a mild parallel hybrid) that you'd prefer over the Maverick's design (power split)?
There's nothing stopping the power split from doing that (delivering more HP). Simply changing the battery capacity and output to maximize the current electric motor should produce max/combined 300hp. That's pretty much what the RAV4 prime does (plus adding rear motor/AWD).The only reason to want that setup is more outright power, seems simple enough. If the electric motor and the gas motor always worked together (no Atkinson cycle) it would deliver more horses, no doubt about it.
PowerBoost is a "torque converter replacement" hybrid. An electric motor is placed between the engine and transmission, where you'd normally find a lock-up TC. It's a conventional drivetrain with a novel advancement to the lock-up torque converter. Conventional engine, conventional transmission. Uses the motor mostly to start from a stop, and may be able to go slow/downhill under EV. No mileage benefit, and usually a towing hit for the added weight.What is it about the power boost design (a mild parallel hybrid) that you'd prefer over the Maverick's design (power split)?
Yep,The only reason to want that setup is more outright power, seems simple enough. If the electric motor and the gas motor always worked together (no Atkinson cycle) it would deliver more horses, no doubt about it.
Two things....There's nothing stopping the power split from doing that (delivering more HP). Simply changing the battery capacity and output to maximize the current electric motor should produce max/combined 300hp. That's pretty much what the RAV4 prime does (plus adding rear motor/AWD).
Stupid. Kind of negates the whole reason for the hybrid, efficiency.Screw the gas mileage, give me a powerboost hybrid. How amazing would that be?
There's a reason these are rare. Electric motors have good low speed performance and poor high speed, and the diesel is the same. Gobs of low RPM torque is just harder on a transmission, and while eCVTs are the most efficient, you wouldn't really benefit from its ability to hold high RPMs since neither the electric motor or diesel are helping much held up high. Turbo diesels also generally cost more, as do hybrids (at least compared to just naturally aspirated engines alone), so that would likely be a pretty expensive powertrain.Just make it a hybrid diesel and be done with it. Imagine the torque output, while you get 60mpg!
Both diesel engines and electric motors can be tuned for various output RPMs, while providing more efficiency and torque than their regular gas counterparts. You are right though, a diesel electric hybrid would be expensive.There's a reason these are rare. Electric motors have good low speed performance and poor high speed, and the diesel is the same. Gobs of low RPM torque is just harder on a transmission, and while eCVTs are the most efficient, you wouldn't really benefit from its ability to hold high RPMs since neither the electric motor or diesel are helping much held up high. Turbo diesels also generally cost more, as do hybrids (at least compared to just naturally aspirated engines alone), so that would likely be a pretty expensive powertrain.
Getting 37mpg out of cheap 87 regular octane is generally high enough economy that fuel usage becomes a very minor part of the ownership expense already.
People often forget for example that while 10mpg vs 20mpg is a huge difference, 40mpg vs 50mpg isn't, even though both are a 10mpg improvement.
Going from 10->20 would reduce fuel cost over 50K miles by $7,500, but 40->50 reduces fuel cost only $750, and going from 50->60 is only a $500 difference so you can see the diminishing returns.
So, if you ordered a Mav hybrid, and mpg doesn't interest you, then the question: Why'd you order one?Screw the gas mileage, give me a powerboost hybrid. How amazing would that be?
My 2019 Ranger got around 22 in mixed driving. The Maverick I ordered will reportedly get 37mpg. That's a big mpg difference and a big savings.There's a reason these are rare. Electric motors have good low speed performance and poor high speed, and the diesel is the same. Gobs of low RPM torque is just harder on a transmission, and while eCVTs are the most efficient, you wouldn't really benefit from its ability to hold high RPMs since neither the electric motor or diesel are helping much held up high. Turbo diesels also generally cost more, as do hybrids (at least compared to just naturally aspirated engines alone), so that would likely be a pretty expensive powertrain.
Getting 37mpg out of cheap 87 regular octane is generally high enough economy that fuel usage becomes a very minor part of the ownership expense already.
People often forget for example that while 10mpg vs 20mpg is a huge difference, 40mpg vs 50mpg isn't, even though both are a 10mpg improvement.
Going from 10->20 would reduce fuel cost over 50K miles by $7,500, but 40->50 reduces fuel cost only $750, and going from 50->60 is only a $500 difference so you can see the diminishing returns.
I did say capacity and output. To effectively get the HP that the Maverick's motor is capable (IIRC, about 135hp), the battery would need greater power output (to reach peak power) and greater capacity (so it could run for more than a few seconds). Literally, just doing that could get the current Maverick hybrid to approach 300 peak combined hp.Two things....
Battery capacity has nothing to do with motor power. It has a lot to do with how long you can provide power, but not how much you can get.
Electric motors are great at low RPM, but torque falls off quickly past the current-limited plateau. Since power is torque x RPM, a motor's power, be it HP or kW, is not its strong suit. The ICE is the opposite; no torque below idle speed, but gobs of power in the upper 1/3 of the RPM range.
Since the traction motor is connected to the road, it's RPM is constrained. You can't run it at low RPM if the car is going fast enough for the ICE to put out much power. RAV4 uses the Corsair approach.
For the size mostly, but a powerboost version would still get better mpg than the powerboost F150.So, if you ordered a Mav hybrid, and mpg doesn't interest you, then the question: Why'd you order one?