Hybrid AWD technology?

[inline_five]

Ummmm not exactly. Please re-read the descriptions of packages.

I wonder if one would install an aux transmission cooler on the FWD hybrid and maybe an aux fan over it, if you could reasonably tow 3000 pounds over most roads (ie not the Rockies or out west).

Also unsure about trailer brakes, as trailers would need to have them, and the four pin won't offer it. Not sure how to retrofit that.

Basically, I'm wondering what effect it would have on longevity of the vehicle. Since the 4k towable Maverick hybrid has the same power, and it does not use the battery/electric motor to tow, it uses the ICE, I can't imagine this is an issue on the motor or even the eCVT. Its possible they beefed up the HF55 however.

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[Greendesert]

You know what, the issue is the tranny.
BTW, I was looking for info whether there is a separate motor for rear wheels or a shaft going from the tranny to rear differential like old school..

 

[Onceforall]

BTW, I was looking for info whether there is a separate motor for rear wheels or a shaft going from the tranny to rear differential like old school..

The rear axle configuration is the same as the EB AWD. Conclusion is a rear pumpkin and old school driveshaft.

 

[The Real Maverick]

The rear axle configuration is the same as the EB AWD. Conclusion is a rear pumpkin and old school driveshaft.

If there was a second rear electric motor it would have been spelled out in the specifications / capacities chart. It's absence implies if not guarantees this is a mechanical connection to the rear. It may not be exactly the same as EcoBoost, but could be, if not remarkably similar.

 

[The Real Maverick]

I wonder if one would install an aux transmission cooler on the FWD hybrid and maybe an aux fan over it, if you could reasonably tow 3000 pounds over most roads (ie not the Rockies or out west).

Also unsure about trailer brakes, as trailers would need to have them, and the four pin won't offer it. Not sure how to retrofit that.

Basically, I'm wondering what effect it would have on longevity of the vehicle. Since the 4k towable Maverick hybrid has the same power, and it does not use the battery/electric motor to tow, it uses the ICE, I can't imagine this is an issue on the motor or even the eCVT. Its possible they beefed up the HF55 however.

The hybrid transmission doesn't get hot. Not the gear sets. There's no slippage in the hybrid's eCVT.

The generator, which is a part of the "transmission" did get warm in mine towing not quite 4k up 6% on a hot day.
No alarms, bells, or warning messages because I backed off by 10 mph (60mph down to 50mph) and it cooled rapidly. These devices have their own liquid coolant loop. Slowing 10 mph for 2 minutes allowed the system to "catch up". Like a 50 degree F swing in 2 minutes.

Having a ScanGauge should be standard equipment along with the brake controller (that I added myself).

People don't "get" why I'm so confident.
It's because I monitor EVERYTHING in my truck's engine compartment.

 

[The Real Maverick]

Towing ~ 1500 lbs, Interstate Speeds
108°F day
Undulating hills between 1000' ASL to about 5000' ASL

No problems; no warnings, no derating of the power. I've not yet found the upper temperature when the battery starts to decrease output. That was my only (pleasant) surprise. I had to move an OHV this day.

 

[MakinDoForNow]

I saw that and figured that something was missing from the information sheet. It’s the same engine and transmission how did it suddenly become a viable tow vehicle?

They figured out how to handle the cooling or find time to implement the additional electric motor production. Might have been just the additional chips needed.

 

[MakinDoForNow]

Towing ~ 1500 lbs, Interstate Speeds
108°F day
Undulating hills between 1000' ASL to about 5000' ASL

No problems; no warnings, no derating of the power. I've not yet found the upper temperature when the battery starts to decrease output. That was my only (pleasant) surprise. I had to move an OHV this day.

I remember someone posting that about 113°F ambient temp his HVB usage was restricted.

 

[rivermaverick]

Towing ~ 1500 lbs, Interstate Speeds
108°F day
Undulating hills between 1000' ASL to about 5000' ASL

No problems; no warnings, no derating of the power. I've not yet found the upper temperature when the battery starts to decrease output. That was my only (pleasant) surprise. I had to move an OHV this day.

'Hybrid Batt Temp' a bit concerning - Li-ion battery tend to degrade at temps over 95º.

 

[johnny99]

I guess you've never been to a sled pull competition.

So many hot August weekends every year at the Bowling Green National Championships.

 

[MakinDoForNow]

'Hybrid Batt Temp' a bit concerning - Li-ion battery tend to degrade at temps over 95º.

Depends on rate of charge.
Your maverick I believe charges only between 41°F and 113°F at rate of 1C with 2C & 3C rates at narrower ranges. Notice that when you ready to drive at around 41-44°F ice will immediately start to warm battery. Also at 113°F the ice will run constantly to enable engine braking and Regen braking will cease. 113°F ambient is (standard) max lithium charge rate at 1C. Regen braking drops off rapidly when HVB soc reaches about 72%. (I expect the drop off to be adjusted downward as the HVB reaches it's warranted life, maybe even sooner depending on condition of it.,,).
Edit to add: the HVB will be warmed to mid 40's rapidly and it's temp will be adjusted up or down to 72°F target).

 

[jonathan1994]

The hybrid transmission doesn't get hot. Not the gear sets. There's no slippage in the hybrid's eCVT.

The generator, which is a part of the "transmission" did get warm in mine towing not quite 4k up 6% on a hot day.
No alarms, bells, or warning messages because I backed off by 10 mph (60mph down to 50mph) and it cooled rapidly. These devices have their own liquid coolant loop. Slowing 10 mph for 2 minutes allowed the system to "catch up". Like a 50 degree F swing in 2 minutes.

Having a ScanGauge should be standard equipment along with the brake controller (that I added myself).

People don't "get" why I'm so confident.
It's because I monitor EVERYTHING in my truck's engine compartment.

What % power were you at when it was getting hot and when it was cooling?

 

[TomD]

I wonder if one would install an aux transmission cooler on the FWD hybrid and maybe an aux fan over it, if you could reasonably tow 3000 pounds over most roads (ie not the Rockies or out west).

Also unsure about trailer brakes, as trailers would need to have them, and the four pin won't offer it. Not sure how to retrofit that.

Basically, I'm wondering what effect it would have on longevity of the vehicle. Since the 4k towable Maverick hybrid has the same power, and it does not use the battery/electric motor to tow, it uses the ICE, I can't imagine this is an issue on the motor or even the eCVT. Its possible they beefed up the HF55 however.

 

[TomD]

The son of a friend has a Chrysler miniivan with the hybrid engine. (Gas electric).
I don’t know he did it because he doesn’t live close however he installed some sort of airflow system that provides cooling air to the battery. Again I don’t know how he did it but he claims that the fresh air at system will help cool the battery and make it last longer..
The guy is an electrical engineer and has been messing with these for a while.

 

[Onceforall]

If there was a second rear electric motor it would have been spelled out in the specifications / capacities chart. It's absence implies if not guarantees this is a mechanical connection to the rear. It may not be exactly the same as EcoBoost, but could be, if not remarkably similar.

The trick engineering is likely in eCVT. Questions such as how, when, and how much power gets transferred to the rear. My curiosity is regarding the center diff. This is a significant addition to the tranny. When I had a Subaru, the mechanical vs electronic controls and specs made the AWD very different for the automatic tranny vs the manual.

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