Perhaps the American manufacturers shouldn’t have allowed their technology transfer when they originally entered the Chinese market and partnered with Chinese companies as required by the Chinese government in order to do so. Much easier to focus on developing one aspect of a vehicle, when you don’t have to focus on developing any other aspect of it, because you stole the rest of the technology. Talk about shooting yourself in the foot.
A more advanced suspension system for the ST, and Platinum for that matter, such as magneride or a selectable system that allows you to go between stiff and soft.
Better styling differentiation between the higher models, such as the platinum and ST versus the entry level models.
More powerful engine option for the timberline.
More power for the ST.
The Chinese dash.
Black wheels for the ST, instead of the garbage that’s on the updated model.
Hybridized.
Maybe.
If Its cheaper to charge a battery with a plug than with the onboard generator, why have an oversized onboard generator just to charge the battery?
The challenge with a large ICE powerpack is packaging, they take up more space than increasing the size of the battery. Its also alot of dead weight to carry around. A compact Range extender powerpack, would be preferable, because for the majority of the use cases the battery should meet most consumer needs.
In my scenario the ICE engine would feed enough power to e-motor to maintain vehicle speed under moderate load conditions (level ground, steady speeds), without depleting the battery. When load increases (climbing hills, merging, passing) the battery supplies the required power. The battery would be recharged during braking, recovering the energy used while under load. This way ICE engine extends range not by charging the battery but by not depleting the battery.
I’m not surprised by this. I’m seeing a ton of Tundras in my area. They are a decent looking truck and the interiors seem better than past Toyota efforts. This seems like a crisis for Ram.
You don't need a direct connection to the wheels, you simply use the ICE to spin the generator to power the electric motor. Just like a diesel electric locomotive. This avoids the mechanical losses and weight of a driveline.
Correct.
As I see it, the 100 hp motor that replaces the torque converter in the 10R is probably too small to work
properly in a Super Duty application which is exactly why Ford went for the motor generator set up.
part of the issue with the rumoured EREV Super Duty is the too small battery and range but understandable
considering that the larger the battery, the smaller the freight component of the GWR and GCWR. I really feel for
fleet owners trying to do the right thing here but if they’re offered a vehicle that’s hopelessly compromised,
then what are they to do?
Bottom line should be improved fuel / energy efficiency, if that means a smaller more fuel efficient diesel must take
the bulk of the load with supporting HEV or PHEV, then perhaps that’s a better solution for Super Duty applications.
But I accept that everyone is entitled to their own opinion on this, maybe smaller engines and diesel are not the answer.
Do you recall there was also a boat engine built by taking half of a Ford pushrod 460 V8 (7.5L)? Maybe some company could do the same but based on newer Godzilla 7.3L V8 design. IIRC they used the head and a few other production parts but utilized custom or aftermarket block, crank, cam, etc.
Ford gave us a $6,000 transition cash offer when we picked up our 2024 F-450 for the unfilled 2022 order that rolled to a 2023, also unfilled order. It stacked with a $2,000 Exclusive Cash offer I had plus we bought it with discounted. X-Plan pricing.
if your 2024 order rolls to a 2025 ask if there’s any transition offers in your name.
I believe Ford is pretty much out of the industrial engine business. Most the engines listed on that site have been out of production for some time. Ford was supplying Generac but Generac has gone 'in house' with their own engines, an 8.8L based on the old Chevy Big Block and a new 4.5L 4 cylinder that's basically 1/2 of the 8.8L.
Probably the largest supplier of industrial engines presently is Powertrain Solutions International. They market GM supplied and GM based engines they build in their own plant.
Ford could probably make a go of marketing the 7.3L as an industrial engine.
Isn’t this a distinction without a difference for the most part? Unless I’m missing your differentiation, the engine/generator does both — charges reported 80 kWh battery so truck doesn’t need 400 to 500 kWh. By continuously charging relatively small battery (by Super Duty standards) it eliminates over 300 ~ 400 kWh.