Total HP and Torque?

[Darnon]

More typically the electric motor only tops out around 25-30 HP. There is the exceptional mode where right after starting with a near full HVB charge it can output ~50+ HP. So the 126hp number is mostly theoretical.

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[Woodhawg]

As you can imagine, it’s quite complicated. It has to do with the torque output of the ICE vs electric motor at different rpm’s, and how that torque is actually applied to the wheels.

With that being said - if you do some research on how these power split transmissions operate from a mechanical perspective it might help you understand.

OK I have watched this video several times anti got me to thinking. Found the attached graph of torque of DC motor. Max it at zero speed and it goes to about nothing at max rpms. So every one is correct that the higher the truck speed to more the ICE has to take over the work of moving the truck. Now is makes more sense to me.

 

[Automate]

OK I have watched this video several times anti got me to thinking. Found the attached graph of torque of DC motor. Max it at zero speed and it goes to about nothing at max rpms. So every one is correct that the higher the truck speed to more the ICE has to take over the work of moving the truck. Now is makes more sense to me.

Except the Maverick eCVT does not use DC motors. The DC voltage from the battery goes through an inverter that converts the DC to AC voltage to drive the three phase AC motors.

 

[K5Blazer]

It FEELS powerful in traffic on those occasions when I need to safely accelerate. It’s more like a naturally aspirated engine, no lag, just immediate torque, especially in the 20-50 mph area.

We need a Dino test.

 

[GPSMan]

Just watched a video on youtube and it stated that the ICE in the Maverick makes 162 HP and 155 #ft, and Electric drive motor does 126 HP and 173 #ft. Yet Ford says HP is 191 and no info on torque. Done some searches here and find little or nothing. Can someone explain why the HP is not 162 +126 or 288 instead of 191. Computer limited for some reason?

Peak Combined Torque is 267 lb/ft and is achieved at 20 mph.

https://www.mavericktruckclub.com/forum/threads/tested-hybrid-maverick-peak-torque-267-lb-ft.27776/

 

[AutobahnSHO]

It FEELS powerful in traffic on those occasions when I need to safely accelerate. It’s more like a naturally aspirated engine, no lag, just immediate torque, especially in the 20-50 mph area.

We need a Dino test.

Answer= Stegosaurus

 

[Woodhawg]

Peak Combined Torque is 267 lb/ft and is achieved at 20 mph.

https://www.mavericktruckclub.com/forum/threads/tested-hybrid-maverick-peak-torque-267-lb-ft.27776/

Thanks. Read al;l 7 pages of your post. Great info

 

[Chicolini]

This is a short 8 minute video with excellent graphics showing how the electric motors and ICE motor are connected. It cleared up a few misconceptions for me. I have new respect for Ford engineers.

2022 Ford Maverick: Hybrid Explained - YouTube

 

[GPSMan]

This is a short 8 minute video with excellent graphics showing how the electric motors and ICE motor are connected. It cleared up a few misconceptions for me. I have new respect for Ford engineers.

2022 Ford Maverick: Hybrid Explained - YouTube

Mostly a good video with MOSTLY good information. Sam is a "general automotive" reviewer & commentator.

While I have less overall automotive knowledge and have "reviewed" much fewer makes and models, I am a subject matter expert when it comes to Ford hybrids, including the Ford Maverick.

I like the video overall. But there are TWO errors in the video.

#1 Regeneration "Regen" braking that recharges the battery comes from THE TRACTION MOTOR. The larger motor. The same one that makes the truck go. The video states the power comes from the generator. This is not correct.

#2 the friction brakes "are not the same as any other vehicle" and you don't change them "just like any other vehicle." Let me clarifiy:

The physical brake components ARE the same as any other vehicle and the process is MUCH the same as any other vehicle. But because the brakes are electrically actuated you MUST disconnect the battery, wait a certain length of time, then begin removing / replacing the brake pads. Not disconnecting the battery first may make it impossible to get the old brakes off, or it could cause injury as the calipers COULD move while your hands are on them since they are electrically controlled. In industry disconnecting the battery is called "lockout - tagout". In a traditional (old school) vehicle with brakes powered by engine belt on a hydraulic pump, you did not need to disconnect the battery.

Hope that helps.

 

[GPSMan]

Wow. Did anyone catch the instrument cluster in Sam's video was either a pre-production vehicle or not in a Maverick?

Ya all see that Easter Egg in there?

The "Power Meter" is labeled "kW x 10".

Not %.

Very interesting!

Keep in mind horsepower and kW are two measures of the same thing. The battery is not going to output 180 kW of power. Well, maybe it could once.

 

[Jman79]

Not a hybrid guy here, but could be in the future if my vehicle usage changes.

My biggest worry with the hybrid and discussions around HP / torque would be the transmission's ability to handle it. Historically CVTs are efficient but not robust .

So even if I found out my vehicle produces more power than its rated for, I'd likely not try to exploit it. As a whole its engineered for economy and you're likely to get the best longevity treating it that way.

This is also akin to the ecoboost. The 4cyl is pushing hard to make the HP it does, hence the turbo. Impressive, but by that very nature I wont push it the same way I did my old V6 which makes that power likely under tolerances. I'll enjoy having it when needed, bit otherwise baby it and reap the econo benefits.

 

[GPSMan]

Not a hybrid guy here, but could be in the future if my vehicle usage changes.

My biggest worry with the hybrid and discussions around HP / torque would be the transmission's ability to handle it. Historically CVTs are efficient but not robust .

So even if I found out my vehicle produces more power than its rated for, I'd likely not try to exploit it. As a whole its engineered for economy and you're likely to get the best longevity treating it that way.

This is also akin to the ecoboost. The 4cyl is pushing hard to make the HP it does, hence the turbo. Impressive, but by that very nature I wont push it the same way I did my old V6 which makes that power likely under tolerances. I'll enjoy having it when needed, bit otherwise baby it and reap the econo benefits.

You didn't watch the video did you.
The hybrid transmission style is probably the best money can buy.
Some supercars go hybrid to boost performance.

 

[Jman79]

You didn't watch the video did you.
The hybrid transmission style is probably the best money can buy.

Why do you seem to think I said it isn't good value? What I stated was more along the lines of... if you think its well engineered then why not also trust the duty guidelines/specs Ford engineers put forth. Aka, dont push your luck and operate it beyond tolerances.

Why, did I say that?

Because that seemed to be the way this thread was leaning. The OP's question boiled down to "why isn't my hybrid considered 288hp?"

Which led me to wonder, why a person would care to ask such a thing? Maybe they are looking for some justification to boast or maybe they are looking for justification to attempt towing more?

So it was just of a word of caution.

Some supercars go hybrid to boost performance.

Totally irrelevant. There are also many ICE supercars but there is absolutely no reason to compare them to a truck. Again, trying not to embolden someone to think their sensible truck should be used in insensible ways.

 

[GPSMan]

Because of this:

A) you said you're not a hybrid guy

(and I get that from your lack of understanding the Hybrid Maverick Transmission does not contain a CVT, but an eCVT it is evidence of your not watching the short video suggested above.)

CVT is a gazelle. Light and nimble.

eCVT is a lion. Massive and strong.

You can have your opinions of each but one eats the other for breakfast.

Not a hybrid guy here, but could be in the future if my vehicle usage changes.

My biggest worry with the hybrid and discussions around HP / torque would be the transmission's ability to handle it. Historically CVTs are efficient but not robust .

 

[Jman79]

So you like to find arguments on the internet where there aren't any? Cause you're picking pieces of what I said and convincing yourself they fit an argument. None of your points are evidence to go against engineered specs.

The "I'm not a hybrid guy" wasn't an invitation to arguing about one or the other or saying I'm anti-hybrid. It was a little heads up that I'm not overly pro hybrid, I'm just reminding people specs exist for a reason.

I actually leaned hybrid entering my order eval. Who wouldn't want the extra mileage, but its not that simple, there are negatives to weigh out. (<- not an invitation to irrationally argue hybrid is best for everything)

But again you'll read that as me saying yours is weak or something.

Then make some weird analogy that hints all this is tied ego or bolstering self worth in some weird way .

Forget I said anything and go drive your car hard, tow heavy and often. Enjoy your super, lion, Voltron, transformer, awesomeness 2x over when you have to have it rebuilt.

CVT is a gazelle. Light and nimble.

eCVT is a lion. Massive and strong.

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