Question on Powerboost
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Joined: Aug 2018
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I’m putting together my order for a 22 F150 Lariat 4x4 with the Powerboost and the 502A pkg., trailer tow, 360 camera, trailer tow mirrors, 20” wheels, power deployed running boards, retractable tonneau cover, B&O unleashed system, bed utility pkg, and the 360 Co-pilot assist 2.0.
I’ve never driven a Powerboost and am now wondering how it drives. By that I mean how does the engine transfer to battery and when and can you tell inside the cab when the transfer happens? The auto start/stop feature I couldn’t deal with. But does the Powerboost constantly go between battery and engine and can you hear/feel it? Those of you with the Powerboost, how do you like it and would you do it again or just go with the 3.5 twin turbo or 5.0 ?
I read in one of the car magazine reviews that the brakes on the Powerboost were not as good as the other ICE models. Anyone experiencing that ? Finally, does anyone know if they come with the power steering assist that is standard in the Limited models ? I just want to make sure I am covering all the bases and understand the various options and what they provide. As always thanks for the assistance all.
I’ve never driven a Powerboost and am now wondering how it drives. By that I mean how does the engine transfer to battery and when and can you tell inside the cab when the transfer happens? The auto start/stop feature I couldn’t deal with. But does the Powerboost constantly go between battery and engine and can you hear/feel it? Those of you with the Powerboost, how do you like it and would you do it again or just go with the 3.5 twin turbo or 5.0 ?
I read in one of the car magazine reviews that the brakes on the Powerboost were not as good as the other ICE models. Anyone experiencing that ? Finally, does anyone know if they come with the power steering assist that is standard in the Limited models ? I just want to make sure I am covering all the bases and understand the various options and what they provide. As always thanks for the assistance all.
It does not constantly go back and forth. It does so often, but, if it's doing it often, it's a situation where you can't tell.
Auto stop sucked because you lost accessory power, and the starter had to restart the engine. In the Powerboost you keep all power to everything, and the hybrid system turns the engine not the starter (starter only does it when you park and shut it off and then start fresh)
IDK about the brakes not sure how to test that, but the Powerboost model is several hundred pounds heavier so I could see that being a factor maybe?
Adaptive steering is an option unless Limited. IDK what power steering assist is
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Joined: Nov 2021
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From: Houston, Texas
The double gearshifts in ECO mode are far more noticeable than the ICE kicking in, which is so smooth that I sometimes need to look at the tach to notice. There are some not so intuitive rules for getting the most mileage from it, and if you just drive it like you'd drive a pure ICE vehicle, you'll be EXTREMELY disappointed on mileage. However, once you know the rules, you'll get amazing mileage. Today on a 3 hour ride home, I got about 25 overall, with one stretch at 30 MPG and another at 27. In contrast, during one spell where I was making very short trips to and from the hospital I got 6.5 MPG.
The name of the game is 1) mitigating drag and 2) getting the ICE to cycle off as often as possible. 1 occurs when you keep your speed at or below 65 MPH and get behind big trucks (one tick on the ACC is plenty close). 2 occurs by keeping your speed under 60 and babying the accelerator at low speed (there is a specific instrument cluster feature to help with this).
Finally, the diesel 3.0l gets better highway mileage, but it is a markedly weaker powerplant (440 vs 570 ft lbs with 3.55 vs 3.73 gears for 36% more torque at the wheel: that's a bigger difference than the 2.7 and 3.5L)
The name of the game is 1) mitigating drag and 2) getting the ICE to cycle off as often as possible. 1 occurs when you keep your speed at or below 65 MPH and get behind big trucks (one tick on the ACC is plenty close). 2 occurs by keeping your speed under 60 and babying the accelerator at low speed (there is a specific instrument cluster feature to help with this).
Finally, the diesel 3.0l gets better highway mileage, but it is a markedly weaker powerplant (440 vs 570 ft lbs with 3.55 vs 3.73 gears for 36% more torque at the wheel: that's a bigger difference than the 2.7 and 3.5L)
Senior Member
Joined: Aug 2018
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The double gearshifts in ECO mode are far more noticeable than the ICE kicking in, which is so smooth that I sometimes need to look at the tach to notice. There are some not so intuitive rules for getting the most mileage from it, and if you just drive it like you'd drive a pure ICE vehicle, you'll be EXTREMELY disappointed on mileage. However, once you know the rules, you'll get amazing mileage. Today on a 3 hour ride home, I got about 25 overall, with one stretch at 30 MPG and another at 27. In contrast, during one spell where I was making very short trips to and from the hospital I got 6.5 MPG.
The name of the game is 1) mitigating drag and 2) getting the ICE to cycle off as often as possible. 1 occurs when you keep your speed at or below 65 MPH and get behind big trucks (one tick on the ACC is plenty close). 2 occurs by keeping your speed under 60 and babying the accelerator at low speed (there is a specific instrument cluster feature to help with this).
Finally, the diesel 3.0l gets better highway mileage, but it is a markedly weaker powerplant (440 vs 570 ft lbs with 3.55 vs 3.73 gears for 36% more torque at the wheel: that's a bigger difference than the 2.7 and 3.5L)
The name of the game is 1) mitigating drag and 2) getting the ICE to cycle off as often as possible. 1 occurs when you keep your speed at or below 65 MPH and get behind big trucks (one tick on the ACC is plenty close). 2 occurs by keeping your speed under 60 and babying the accelerator at low speed (there is a specific instrument cluster feature to help with this).
Finally, the diesel 3.0l gets better highway mileage, but it is a markedly weaker powerplant (440 vs 570 ft lbs with 3.55 vs 3.73 gears for 36% more torque at the wheel: that's a bigger difference than the 2.7 and 3.5L)
That said, strictly from an economic standpoint, regarding mileage, the 2.7 makes the most sense. But, it's not available on the higher trim levels and it doesn't have the Powerboosts power or generator. I'll wager that most will spend less money overall in purchase price + gas price with a 2.7 though. If that's all you consider. And that 2.7 is plenty powerful
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Joined: Nov 2021
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From: Houston, Texas
And horsepower is even more disparate between the discontinued diesel and the Powerboost. Also diesel costs + DEF + maintenance of things like the particulate filter.
That said, strictly from an economic standpoint, regarding mileage, the 2.7 makes the most sense. But, it's not available on the higher trim levels and it doesn't have the Powerboosts power or generator. I'll wager that most will spend less money overall in purchase price + gas price with a 2.7 though. If that's all you consider. And that 2.7 is plenty powerful
That said, strictly from an economic standpoint, regarding mileage, the 2.7 makes the most sense. But, it's not available on the higher trim levels and it doesn't have the Powerboosts power or generator. I'll wager that most will spend less money overall in purchase price + gas price with a 2.7 though. If that's all you consider. And that 2.7 is plenty powerful
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I think the ideal powerplant for the F150 would be the Powerboost system paired with the 2.3L I4 and the ideal for the Superduty the 3.0L Powerstroke paired with the 10R140 and a little bigger electric motor. The 3.5L paired with an electric motor has more power than the frame/suspension/brakes on the F150 can back up, but it's still a screamer.
3.0 in the super duty? Hard no, lack of power is a notable complaint on it in the f150