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.
Wow, I have contacted Ford Marketing and have a super nice gal that now gives me weekly up dates. We will see how that pans out. Next week when the 2025 banks open I hope to order one. As I said to Ford, a early 25 would be nice at this point. Whats funny is I am not mad at Ford or anyone. Its part of life. Now I would like some compinsation on the price after all and all and all. I am a Ford Guy. And plan on two F250 KR s for future. This F450 will be my 11th Ford that I have owned. Do not have to many left in my life. But do have family that will hopefuly be pro Ford...
But that requires transmissions, driveshafts, differentials and axles and compromises EV packaging and performance. It’s essentially just a large PHEV.
This has all the hallmarks of the first time that Ecosport went global, it entered the North American market
as an urban subcompact but ran up against the Chevrolet Trax that was pretty much better in every department.
Fast forward to the 2020s and Ford Europe has a lovely Puma that’s significantly better subcompact on the same
patform as the outgoing Ecosport. The problem for places like Australia is the delay in introducing Euro 6 compliant
fuels until the end of 2025 which means, Puma is off the table after Europe stops making the Euro 5 version.
I do hope that Ford is successful with the Ecosport but my fear is that the bar has been raised so much by Puma.
If it’s just another low cost vehicle, it will get eaten alive by much better competition. At a minimum, it needs
a hybrid version, just selling it s an ICE in a commodity based market will be a quick way to the poor house.
Lots of good points in your above post, Jpd. But, the 10R modular transmission in the Ranger PHEV houses an electric motor that produces just over 100 HP which and produces gobs of torque. I was thinking of a Super Duty HEV or PHEV with the same ICE that they currently offer in the Super Duty (just like the Ranger PHEV utilizes the same 2.3 Ecoboost). That implementation would eliminate any concerns with large load up the Ike Gauntlet but also allows for some EV only driving for a Super Duty PHEV in urban/city conditions. It also would have Pro Power Onboard which customers love.
Absolutely agree, Farley is keeping Ford on safe ground with smaller battery compact/Mid Sized BEV development
but remember that CE1 was developed in silence as a separate side bet, Ford could deny it project was a bust..
Again agree but for the moment, Ford has to recognise and accept the things it cannot do economically instead
of blindly forging ahead hoping something changes to make its larger vehicles somehow more cost effective.
The biggest fear Ford has is that its next Gen TE1 F Truck gets laughed off stage and doesn’t sell worth a lick.
It may as well keep evolving Lightning with better batteries, motors and control systems, use it as the test bed
until battery technology evolves to a point where it becomes more economical and a direct replacement for ICE.
I think the real answer is a next Gen solid state battery with much higher energy density, smaller size and weight.
Everything hinges on that more so than incremental efficiency gains and cost reductions in motors transmissions
and control systems, those are important bu to a less degree than the battery.
That’s a great innovation but the problem remains with actual charging stations, the quick high capacity power draw
required for public charge stations will be an huge ongoing challenge for power utilities and their distribution networks.
Fine to perfect the onboard power charging systems but the power supply has to be able to deliver maximum required.