While this isn't F150 specific per-se, these video's provide Ford-specific extremely-detailed mechanical and electrical operating principles found in most Ford Hybrid systems which I believe translate directly to the all new 14 Gen PowerBoost F150's.

I haven't been able to locate better explained, throughly detailed information of Ford's hybrid systems than these videos from Professor John D. Kelly at WSU. I would appreciate if anyone else who eventually tears down an 14 Gen F150 Hybrid System can add their information to this thread over time so that all members can have a resource of these incredibly complex systems along with relevant TSB's and SSM's.

I've been trying to learn as much about Ford's implementation of these systems as possible to determine if I want to buy a Powerboost. I do not want my subjective opinions to persuade a potential buyer one way or the other, so I'll leave my final decision out of this; every Ford Powertrain has its own set of issues and this thread is not intended to be this vs that. These videos helped my decision making process while also completely satisfying my inner child curiosity. For example, I didn't know Toshiba provides Ford and Toyota with the same Print Circuit Boards, degradation of critical component thermal paste buried deep inside the non-serviceable SOBDMC is a real possibility, 'features' like integrated non-serviceable oil filters exist and so do electrical openings that easily collect rain water. These are the details I wanted to see before blindly jumping into a Ford Hybrid vehicle. Ford clearly uses designs nearly identical to Toyota and sources from the same suppliers which isn't a bad thing.

 

I appreciate the research you’ve done, but I don’t think any of this is relevant to the F150. The system in the F150 uses an entirely different drivetrain layout. It uses a nearly identical 10R80 transmission from the regular truck, with a hybrid motor and clutch system between that and the engine. There’s absolutely no commonality in principle or operation with the Fusion Hybrid.

I haven’t found a good teardown video or article on this system, but given the new-generation electrical architecture(sharing almost nothing in common with 2020) of the 2021, I’d be surprised if it’s shared a single part that you see in the videos you mentioned. I’ve spent a lot of time watching the Weber Auto YouTube channel, and he does some fantastic stuff. I really hope he tears into an F150 sometime soon.

 

I somewhat disagree, but I'm still trying to learn as much as possible about these systems. Sure, some parts are new, but they're not all major changes. I expect the 2021 F150 to operate in principle very close to the same way as older Ford Hybrids for a few reasons. TFL quoted Ford Communication Director Mike Leven's when he said the F150 Hybrid shares 90 percent of the same components as the 2020 Explorer Hybrid so I wouldn't call that an all new architecture. Ford's supplier for the F150 hybrid generator is Schaeffler Auto Motive Group and their information is in line with this. A Weber Auto teardown of this new system would be exciting to learn from. Still, I belive the current information he has posted for older Ford Hybrid vehicles translates to the new F150 hybrid system especially in regards to the operation of liquid-cooled SOBDMC which you can see mounted to the frame of the 2021 F150 in Ford's own media release.

 

I purchased a used 2021 Ford Limited Hybrid in April 2023 because at the time all the new 2022 and 2023 had parts missing from the part shortage so I defaulted to the next lower year 2021 to find my Hybrid truck. I expected it to run on electric from a dead stop up to 30mph then the engine turned on, however I learned different, and the Hybrid has never functioned like expected. I drove mainly in 2wd except in bad weather then full time 4X4 and not Auto 4x4. The hybrid functioning just upset me, it never ever seemed to work correctly and led me to believe something was wrong with it, until today 1yr and 4mths later it was wet out after a big storm and driving home I used Auto 4x4 all the way home. I turned a corner off a highway and all the sudden at 30-40mph the hybrid kicked in turned off the gas motor and I was driving electric up a grade over railroad tracks then up another slight grade for about 1 mile I drove in electric and never ever has this happened. I already learned that to get the hybrid to work in 2wd I would speed up 5mph over the speed I wanted to cruise at and hit the break firmly and let up then the hybrid would begin. I tried this with the Auto 4x4 engaged and yes at all speeds the hybrid engaged, and I drove short distances but much longer than i ever experienced before. This functionality seems odd to me and still leads me to think something is broken with my Hybrid system even though there are no error messages.

Who with a Hybrid F150 can explain how there's functions while there driving?

 

I've got a '23 Powerboost with ~20k miles. With LIGHT throttle (and this depends on the temperature of the battery as well- warmer weather is easier to maintain) I can stay in electric only until 5-10 MPH typically, lest my Granny like acceleration irritate drivers behind me. So this seems typical to what you experience. At speeds up to about 50-55 MPH (on level ground) the Hybrid drive will often kick in with just me lifting on the throttle while cruising (again, this behavior is much more consistent in warmer weather- above say, 60F). HOWEVER, often times it won't kick in but I can easily engage it by LIGHTLY feathering the brakes- at which point I can sometimes cruise for a mile or more (no more than 1.5 typically) in full electric mode. This type of in town driving can easily lead to me getting 23-27 MPG for however long I can maintain this type of behavior (infrequent stops- traveling between 25-55 MPH).....And I have heavier 34" tires that aren't helping (though they don't hurt too much as they are SL's). 2WD/4WD- or 4 Auto (which basically behaves like AWD) doesn't seem to effect any of the above scenarios for me.

What is your combined MPG (hand calculated)? That might be the best data whether your PB is operating as designed. You should be getting at least 22-25 MPG (combined)- unless you do a lot of highway driving at elevated speeds (above 75 MPH). My MPG at 80 MPH is pretty dismal (as to be expected for a 6,000 pound paperweight, I guess) at 18-19 MPG at best.

Hope this helps!

 

Thanks for your response and sharing your experience with your 2023 Power Boost Hybrid, nice ride, is appreciated. FYI, Ford came out with updated electronics and I'm not sure what year that happened, but I guess maybe 2024 and Ford addressed whatever issues. It's leading me to think about researching that more and replacing all the electronics in my 2021 to the newer version.

 

My 2023 goes full electric only under light acceleration and flat level surfaces. Any incline and the motor kicks in. You can also feel it assist with the acceleration. If you punch it at say 50 MPH it will take off like a bat out he--. I have done trips of about 15 to 20 miles driving easy and through small towns and with stops and starts and gotten as high as 30 MPG. I seem to average 1 out of every 3 miles being all electric. I do not do much long highway driving but mostly short trips into tow or out to eat. Even on a mostly level highway I can get 25 to maybe 26 MPG. I do use the cruise control nearly all the time. It definitely saves fuel and seems to work pretty good. It makes a lot more sense then the stupid stop / start system on non hybrids. This system stops the motor when you start to decelerate and the entire time you are stopped a light instead of just a few quick seconds like the normal system. So far I am a believer.

 

Yes, the PowerBoost system is completely different than the hybrid system in the Escape or Maverick. The PowerBoost is for larger, high-torque applications like pickup trucks and large SUVs. Powerboost has an electric motor/generator package sandwiched between the gas engine flywheel and the torque converter of the 10 speed automatic transmission. The MG set will assist with acceleration and high torque needs and also recover some electrical energy during deceleration or going downhill. The Powerboost system is similar to the iForce system in the Toyota Tundra and Land Cruiser.

The Escape and Maveric use a custom transmission that has planetary gears to merge the torque output from the gas engine and the electric motor. Ether the gas engine or electric motor can run individually or in combination to deliver the output to the wheels depending on the driving needs. This transmission is infinitely variable so there are no set "gear" ratios. It is in that regard a "CVT" or continuously variable transmission BUT it does NOT have any belts of clutches that can wear out like the CVTs in some small cars. Toyota calls their transmission an eCVT and is used in the RAV4 and Camry.