Texasota

Here is a fantastic video on ProPower Onboard. One of the best I have found in my research: https://m.youtube.com/watch?v=0RKOSCdwxeQ&ra=m

Do you have the 2.4 kW or 7.2 kW ProPower system? The 2.4 system is marginal in how much it can run. Lots of information on various F-150 forums on how they have setup sub panels for their house or hooked up to the main panel to allow most things to be selected (obviously you must be careful to not overload the 7.2 kW ProPower system). The ProPower system has lots of advantages over a portable system. Much quieter, very fuel efficient and much lower exhaust emissions.

Like Father Mulcahy, l love a little jocularity. It’s a good thing and makes a forum more fun.

I think it might break new ground with the “symmetrical body design”. That unique feature may bring in a lot of customers. Not sure why mainstream manufacturers have not pursued that.

I knew it would tug at your heartstrings!

Ha! When pigs fly! 😁 My F-100 Powerboost will be able to do the same and tow much better.

Glad you guys were prepared. I’m fairly sure our power supplies in the USA are going to be less and less reliable in the future. This is because of the intermittent nature of renewable energy and the ever increasing demands on our power grids (data centers, EV charging etc). I want a Ford pickup with Pro Power onboard to power my essentials. This will be my future backup plan. It’s much better than a portable generator but certainly not as robust as a whole house standby generator.

I’m assuming at 8 MPG for your diesel it is a heavy camper trailer. Your highway EV range with that trailer driving the RAM REV is likely going to be 40-50ish miles at best. It’s good to be optimistic, but it would be a good idea to talk your RAM dealer into letting you try pulling your camper to your campsite before you buy. If it is a good experience for you, then I will take back everything I have said and happily eat a plate of crow.

I think the use case for this truck is urban usage. I can see contractors using it to haul a Bob Cat skid loader for short distances between job sites. That makes sense. Long distance driving even without a trailer will result in disappointing MPGs (the opposite of being green). An F-150 Powerboost or Ecoboost is a far more sensible solution. I predict EREV trucks are only going to sell in low numbers comparable to full size BEV trucks.

This is an interesting read even though it is about 1.5 years old. https://www.greencarreports.com/news/1145851_2026-ram-ramcharger-plug-in-hybrid-how-it-works-specs

Me too. At best it will have to be at reduced speeds and likely operating on only the rear motor. I haven't seen anywhere where RAM describes the implications for it's 14,000 lb tow limit with a depleted battery. At best this is disingenuous marketing and at worst an outright scam. Agreed, and gasoline prices are coming back down now in the USA. But, I've still got my heart set on my Aussie friends designing/engineering an F-100 Powerboost for me.

The automotive press states that when the gas tank reaches empty you need to find a charging station or refill the gas tank at a gas station. This implies that it can continue to operate which would be similar to a conventional PHEV. I could not find anything from RAM directly stating this. I did find on the RAM REV website that the onboard generator can bypass the battery and deliver electricity directly to the electric motor(s) when needed in high power demand situations. In addition, RAM states that the front electric motor can be decoupled when necessary (implying low battery situations).

RAM has stated that the RAM REV will strive to keep the battery SOC at least at 30% (a reserve) to address the issues as you describe. But it’s not hard to see how maintaining adequate towing speeds (over long distances) while simultaneously maintaining battery SOC places impossible demands on a small displacement naturally aspirated ICE. The only way around this “design failure” is a more powerful ICE.

That is a fair argument but a very different one than what I was responding to. The Powerboost EPA numbers are significantly better than the 2.7 Ecoboost numbers.

Well, that would make an EREV laughable. EREVs are being hyped as the solution to range anxiety. And RAM is boasting in its marketing that it can tow 14,000 pounds. If the truth is that it can only move a 14,000 lb trailer when the battery has adequate SOC, then the RAM EREV is a massive failure. The RAM REV will have adequate torque to get the truck/trailer moving but it will be very constrained in how fast it can move it. It is the same principle that my boat dealer leverages. He uses a lawn tractor with a hitch ball mounted on the front. He easily moves very large/heavy boats from the parking lot to the service bay but is limited to extremely slow speed. This works because of the gear reduction multiplying the engine’s torque. An electric motor’s max torque is available even at low rpm but it still has the same speed restraints. Torque is the rotational force that twists an engine's crankshaft, while horsepower measures how quickly that force is used to perform work. In simple terms: Torque is the raw muscle that gets a heavy vehicle moving, and horsepower is the speed that keeps it going fast.