There will probably be some around that were abandoned orders or where big dealers forced Ford's hand and got ahead of reservation holders. Going from the Mach-e experience, you can expect to pay a significant ADM ($10k+) on those.
I have a Lightning reserved it will be my wife’s the range isn’t where I would trade my PowerBoost in for the EV truck. But my wife drives locally and we will use my truck for trips and towing the camper. The dealer I ordered through has assured me in writing that they will not be adding any fees or upcharges to the deal. Hopefully they are speaking the truth or I will walk away from the purchase.
True. I think the rivalry is healthy (and necessary because it's going to be a long time before battery energy density and charge time equal a tank of the dinosaur droppings.) If anything I want to see the Hybrid benefitting from the technology in the Lightning and the Hybrid joined by a plug-in hybrid, etc. Ford has the technology (shared under the Lincoln sub-brand) and clearly sees the motivation to bring these cash cows to market.
Best comment I’ve seen for a long time.?
Exactly what we are doing as well and I suppose we’re not alone. I can’t imagine trading our PB, but we plan to save a ton of money as fuel prices rise using the Lightning Pro SR as our daily driver.
I wonder if they're planning on doing a PHEV for the F150 (and maybe even 250) to address those workloads that can't be done with current battery tech. That'd be the next logical step until we can get higher range and quicker charge times with BEVs.
The biggest obstacle I see to Ford adding a plugin Hybrid F150 is that there would be no purpose for plugging in unless you were charging a battery much different than what is currently in the Powerboost. Afterall, that's a tiny battery by typical Hybrid standards. Of course Ford was BRILLIANT in the way they leveraged what at first glance might have you wondering why did they even bother?
The specs of the Lincoln PHEVs could be applied to the F-150 and F-250. While the "ten times bigger" capacity of the Aviator PHEV might seem impossible, it's about 700lbs all-up for the Aviator phev drive-train and as noted, well within the design of the F-150 to change the suspension to handle this weight and maintain payload and towing specs. Round figures, I'd say adding 10kWh to the 1.5kWh in the F-150 Hybrid would add 200lbs. A bigger electric motor and adequate cooling could be another 50lbs. A 1 minute survey of the caverns of space between the frame rails of the Hybrid, and taking Ford's knowledge of the Lightning and Lincoln products, the decision to go with a 1.5kWh battery instead of say a 30 kWh battery was a marketing and product planning decision to create a road map of upgrades as the market responds (as it has done) to the proposition of a Hybrid pickup. I only wish they'd gone with a V8 instead of the V6.The biggest obstacle I see to Ford adding a plugin Hybrid F150 is that there would be no purpose for plugging in unless you were charging a battery much different than what is currently in the Powerboost. Afterall, that's a tiny battery by typical Hybrid standards. Of course Ford was BRILLIANT in the way they leveraged what at first glance might have you wondering why did they even bother?
It's now obvious to those of us with a Powerboost that Ford thought outside of the Hybrid box and used the Hybrid technology to build a very unique truck. Sure, they get you a little more fuel economy over a 3.5 Ecoboost truck, but they also give you the most powerful (HP/Tq) F150 equipped with that brilliant 7.2KW onboard rolling power grid.
But why the little battery? Because it's a pickup truck and if they had sacrificed all the Payload capacity of a truck to carry around it huge heavy battery, we'd be calling it a poser-truck.
Sure, you could get 30mpg (or more), but a cargo capacity of 800lbs would set the press on fire!
In my opinion, the only way they can put a battery worthy of us having our cake and eating it too is for Ford to make the HDPP frame available to the Powerboost. I still scratch my head why it's not an option because the Powerboost is the ULTIMATE RV boondocking platform ever. Imagine it with 2600 or 2700lbs of Cargo Capacity.
And even if they used the HDPP platform to offer a BIG battery Powerboost, we would then have a Plug in F150 without having embarrassing Payload.
I'm still holding out hope that Ford considers the electrification of the F150 (Powerboost and Lightning) to be successful enough for them to expand on it. That just beggs for them to leverage the HDPP chassis for either a towing monster of a Powerboost OR a battery monster version of a Hybrid.
I've got Payload envy! My '18 Ecoboost Platinum has 1512 lbs payload, the one '21 Powerboost Platinum I looked at earlier this year only had a 1279 lb payload capacity.I like your viewpoint.
But what were you saying your weight increase would be for the battery size and motor size required to meet your desires of a PHEV? (I mean increase over existing Powerboost battery/motor)
Keep in mind that once Cargo Capacity drops below ~1500lbs, the crying begins amongst the folks that choose a 1/2 ton for towing loads with a WDH. Basically RV towing. The current Powerboost is already barely hanging on to 1500lbs, unless you start with a stripped XL trim. That'll give you 1900lbs in 2WD. But few purchase XL's to sit in for 1000 mile weekend and summer adventure.
Again, with the additional ~800-1000lbs of Cargo Capacity afforded with the HDPP F150 chassis, your wishes would be possible today! But at this point Ford will not allow the HDPP option for the Powerboost or any trim above XLT.
Here's my brother's XLT 3.5 Ecoboost HDPP F150's Payload capacity. He can drop ONE THOUSAND POUNDS on his truck and STILL have more Cargo Capacity/Payload left to use than my Powerboost starts with. Simply amazing, if you think about it.
250lbs as a rough guess googling, 1 kWh of battery is 9 kg (call it 10lbs) so 10kWh is roughly 200lbs and I'm adding 50lbs for better cooling and a bigger motor as well as the cabling and connector for the plug receptacle.
I think the PowerBoost is a little shy on max payload, but it's not a dealbreaker for me or I imagine most luxury pickup buyers (some luxury pickups have very low tow and haul specs as a compromise for off road suspension.) Anyway, adding 250lbs dead weight between the chassis rails and a stiffer leaf and maybe the max tow brakes would be the simple solution. As someone else posted, I'd like to see them do some melding of the Hybrid and the Lightning to get the interesting rear suspension that enables the weight of the Lightning to drive nicely around an autocross course.
The parts bin of the HDPP seems like the easy way to make the PHEV (and the Hybrid) haul and tow as much as anyone would normally want with a 150 (and more than I've ever put in a diesel Super Duty.
I assume HDPP rides better than an empty Super Duty and definitely provides a lot of weight rating.Here's my brother's XLT 3.5 Ecoboost HDPP F150's Payload capacity. He can drop ONE THOUSAND POUNDS on his truck and STILL have more Cargo Capacity/Payload left to use than my Powerboost starts with. Simply amazing, if you think about it.
