Hybrid Trailer Tow pseudo Shift points

[MetalsGeek]

The sound speaker is behind the driver's side "fog light".

It is on only when the gas engine is off, the selector is something other than Park, and then, only under 20 mph.

Do you know if this also produces the cowbell sound in reverse? I might like to mute that speaker when I'm backing into my driveway at 3am because the neighbor's bedroom is close by. I would not be surprised if I had to switch in a resistor in place of the speaker to keep the computer happy in "stealth" mode.

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[GPSMan]

Do you know if this also produces the cowbell sound in reverse? I might like to mute that speaker when I'm backing into my driveway at 3am because the neighbor's bedroom is close by. I would not be surprised if I had to switch in a resistor in place of the speaker to keep the computer happy in "stealth" mode.

Same.

 

[Rowboat]

The CVT may be a great thing since lots of mfr using them. I don’t have one, but did research on them, since my son’s Nissan has one. What I found out was couple of things I informed my son about his CVT -
1. Never shift the tranny when car is in motion. Like when backing out of a parking spot, always let vehicle come to full stop before shifting into Drive.
2. If the CVT requires servicing, like fluid change, always let the dealer service it. Due to the structure of the CVT, with weird CV pulleys and a belt/chain, a special lube oil is required. From what understand, in early stage of CVT, lots of issues then, however with minor design and lube change, the CVT turned to better function.

For that reason, I opt for a 2.0 engine with the 8 spd tranny, drivetrain setup, for 4,000# towing. Perhaps a robust setup?

Now, I’m not knocking the CVT type transmission, given what today’s technologies evolved to, but just being aware of what the product is, how functions and prior histories.

I had the same misunderstanding of the CVT.... until I researched the eCVT, which is the 'tranny' in the hybrid Maverick. The comparison between the old CVT and the eCVT is pretty much limited to 3 letters from the alphabet. The rest is totally different.
The old CVT were belt or chain and sheaves. They employed friction based drive linkage offering variable ratio using changing diameters between complementary drive/driven sheaves.. The eCVT is a multiple input/output source planetary gear system which is comprised of an electric motor, a gas engine and an output shaft coupled through a planetary gearset. Depending on the RPM and direction of the electric motor in relation to the RPM of the gas motor, the output shaft can be driven at infinite speeds (within RPM limits) and in both directions. The gas engine can drive the electric motor to operate as a battery charging generator or allow the electric motor to augment gas engine torque.
I'll try to find and post a link to a video I have watched on the eCVT.

 

[CajunMick]

Thanks for info. I did find a video of explanation of the eCVT tranny, or the various generational changes. Interesting stuff. Word is Ford doing in house design/manufacturing of ”their” eCVT, although the design copy cats from another transmission mfr with improvements thereof.
interesting to see 2 electric motors, with one being the generator to charge battery pack. Cool technology stuff.

Clearly, no belt or adjusting sheaves to “shift” the transmission.

 

[710-oil-614]

Fake shifting is the dumbest thing ever next to the fake engine noises from a Tesla.

So the fake engine noises from the Maverick aren't dumb as well?

 

[Saltwater Cowboys]

So the fake engine noises from the Maverick aren't dumb as well?

I've only noticed real engine noises, but yes, fake engine noises would be dumb. I get the backup alarm and I actually like it. Some job sites I go to require one.

 

[710-oil-614]

I've only noticed real engine noises, but yes, fake engine noises would be dumb. I get the backup alarm and I actually like it. Some job sites I go to require one.

Ford has been piping in fake engine noises to vehicles for years.

 

[fossil]

In 2011, the Volkswagen Golf GTI was the first car to use a system called “Soundaktor” to simulate engine noise

 

[CajunMick]

Further into my research about the eCVT transmission, found a bit of info here. Although my truck has 2.0 EB engine with 8 spd transmission, I’m intrigued by anything called CVT.

I watched an excellent video about the Ford eCVT, going up from various generations, did see where earliest model did have a form sprag unit, which was later dropped. The planetary gears a key part of the eCVT drive setup.
https://www.sae.org/news/2022/04/engineering-fords-new-hf45-hybrid-transmission

I probably resign myself to not look further into this eCVT tranny, just leave it to you hybrid owners to deal with. Meanwhile I keep watch, good or bad, of any concerns of the 2.0 EB model.

 

[NedF]

Be aware that the ECVT in the Mav (like the "hybrid Synergy" drive in a Prius) is a COMPLETELY different beast from the typical CVT you find ICE cars. It has a really simple planetary gear train that mechanically combines the engine, a motor/generator (starter), and the wheels (other motor). All the various drive ratios are synthesized by spinning the first MG in different directions and speeds. It has no clutches or a torque converter like a traditional automatic transmission, and none of the cheesy chain drive or tapered pulleys of the typical CVT. It's so simple and clean that it should last a very long time.

I have to admit I made the same mistake (thinking the eCVT was simular to the CVT). I was not aware of the pitfalls of a CVT until after I ordered my hybrid Mav and for a short time I thought maybe I made a mistake. Thankfully I read posts similar to yours and then started doing my own research about the eCVT. Now I can't wait to drive mine (probably in mid March). They seem to be well designed and should last a long time if properly maintained.

I made some notes (my understanding) that may help other understand how the eCVT works.

Modes

• “Ready” On (Vehicle Stopped)
  • If the High Voltage Battery (HVB) is charged enough the “Ready” light will be on but the Internal Combustion Engine (ICE) will not start.
• Charging While Stopped
  • If the HVB does not have the desired charge Motor Generator 1 (MG1) will start the ICE, and while powered by the crank shaft MG1 will charge the HVB.
  • The ICE will cycle on/ off as needed as long as it is “Ready”
• Starting Off with Low Load
  • If the HVB charge is high enough Motor Generator 2 (MG2) will start to propel the vehicle (without the ICE).
  • Depending on the load and the HVB charge state you will stay in electric mode until one of these other two conditions change requiring the ICE to start.
• Starting Off with Low HVB Charge
  • MG1 will start the ICE.
  • MG1 will start charging the HVB and power MG2.
  • MG2 and the ICE will propel the vehicle.
• Constant Speed Cruising
  • MG1 (using the Sun and Planetary Gears) will move at a speed that will allow the ICE RPM to be the most efficient but keeping the wheels rotating at the required speed.
  • The rotation of MG1 in relation to the rotation of the ICE crank shaft controls (via the Sun and Planetary Gears) will cause the ‘under drive’, ‘direct drive’, and ‘overdrive’ gear ratios of the propulsion.
  • If MG1 rotates faster than the crank shaft the vehicle’s wheels move slower (under drive).
  • If MG1 rotates at the same speed as the crank shaft the vehicle’s wheels are at the same speed (direct drive).
  • If MG1 rotates slower than (or in the opposite direction) to the crank shaft the vehicle’s wheels go faster (over drive).
• Constant Speed Cruising with the HVB in a Low State of Charge
  • The ICE speeds up to spin MG1 faster. MG1 charges the HVB. MG2 (powered by MG1) and the ICE propel the vehicle.
• Full Throttle Acceleration
  • MG2 (using power from the HVB) and the ICE both propel vehicle while MG1 controls the gear ratio.
• Deceleration
  • MG2 switches to a generator and helps recharge the HVB and causes regenerative breaking.
• Reverse
  • MG2 powered by the HVB and/ or the ICE & MG1) runs backwards which moves the vehicle in reverse.

Note: The 12V battery under the back seat is used to run accessories and is charged by the HVB using an inverter. MG1 and MG2 (while braking) charges HVB

 

[Pstewone]

I just completed a 3000 towing trip. When climbing demanding mountains I too experienced this RPM change. It is different than "fake shifting" I found this info below that explains it. "
The increase in RPM during uphill climbs is a normal characteristic of this system as it works to deliver the necessary power and torque to overcome the incline"


The Ford Maverick's eCVT and uphill climbs: Understanding the RPM increase
The 2025 Ford Maverick 2.5L hybrid utilizes an eCVT (electronic Continuously Variable Transmission) which operates differently than a traditional CVT that uses belts and pulleys.
Here's why you might observe the engine RPM going up on extreme uphill climbs even though the eCVT doesn't "shift" in the conventional sense:

1. Optimized Power Delivery: The eCVT is designed to allow the engine to operate at its most efficient RPM to provide power to the wheels, regardless of the vehicle's speed. On a steep climb, the engine needs to produce more power to overcome the increased load. To achieve this, the eCVT system will electronically adjust the "gear ratio" to allow the engine to rev higher, reaching a RPM range where it can generate more torque.
2. Torque Multiplication from the Electric Motor: Unlike a traditional CVT, the Maverick's eCVT uses an electric motor to assist the gasoline engine with torque delivery, particularly at lower speeds or when facing increased loads. When climbing a steep hill, the electric motor can work in conjunction with the gasoline engine to provide additional power and potentially reduce the need for the engine to reach its absolute maximum RPMs.
3. Load and Throttle Input: The engine RPM will directly correspond to the load on the engine and the amount of throttle applied. As the vehicle faces a significant incline, the driver will naturally press the accelerator further to maintain speed, increasing the engine's workload and consequently its RPM.
4. No Fixed Gear Ratios: Because the eCVT doesn't have fixed gear ratios like a traditional automatic transmission, there are no "shifts" in the sense of the engine RPM dropping and then picking up again as a gear engages. Instead, the system continuously adjusts the ratio, which can result in a constant or steadily increasing RPM as the vehicle climbs.

In essence
The Ford Maverick's eCVT is designed to keep the engine operating in its optimal power band to handle varying loads, including steep inclines. The increase in RPM during uphill climbs is a normal characteristic of this system as it works to deliver the necessary power and torque to overcome the incline.

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