May go back to the 5.7

you can run it on max mpg mode, it just takes work watching the gauges and your speed. I can run almost all electric if i try for running errands. problem is the system needs to recharge itself

 

Why didn't they make the hybrid a plug in? Just limited battery capacity?

 

Maybe because it won't sound 'manly'. When you see hybrid, your brain thinks prius.

Now that is cool! Only using electric if easy on the gas is ultimate excellent! Imagine if rear bed was big solar panel and all you do is park front end in garage and let rear stick out to recharge. Or maybe even solar tonneau cover!

 

Ok, this is good to know they do have a max mpg setting. Your probably running into a limitation of the battery packs used. In max mpg mode, what is the combined mpg (about)

 

I doubt the “all electric” mode is useful at all. The wife’s Highlander Hybrid has this as well and it’s completely useless. I’ve tried it a few times and it never works because not enough battery juice. The Prime versions of the Prius and RAV4 have additional batteries for up to 25 miles of electric only

 

Haven’t thought about it like that before but that’s % correct statement. Way too many upgrades with ‘22.

 

Btw, I've heard it's not lithium battery, but rather nicad. Why is that? Lithium has a lot more energy density!

 

He owned a V8 and traded up to the TTV6. What is your point?

 

You are correct, lithium is a much better option. However, I believe it had more to do with availability during these supply chain problems.

 

It's a tough call on whether the suspension was worth it and I'd say it really depends on your use and desires. One plus for me is that it's a couple of inches taller than the non-Pro suspension and I was able to fit larger tires on 18's under it, which I think contributed more to a smoother ride than the suspension itself. My OEM platinum 20's with the small sidewall tires were rough. I previously had a 2017 SR5 TRD Off Road with 18's and a little larger tires than stock, and the on road ride difference between it and my current Fox setup is negligible. Shoot, the SR5 TRD Off Road may have even been smoother. If I predominately used my truck on paved roads, I do not think the Pro suspension would be worth it. I think I would have been happy just switching out my wheels and tires for something smoother. However, the TRD Pro setup does ride smoother on washboard roads and is better off road. I spend a good amount of time on dirt roads, so it will hopefully be worth it in the long run.

 

Almost all manufacturers going to a turbo engine hoping to cheat..gain a fraction of a mpg for CAFE. In reality these turboed engines, when driven in the real world get the same or worse than their non-turbo counterparts. That coupled with the direct injection is the death of longevity we all know and love.

 

I believe you. There’s quite a few who argue that point and are saying 25 percent gains.

 

What's wrong with direct injection?

 

Carbon buildup on the intake valves due to them not being cleaned by the fuel. Many manufacturers started adding an extra injector at each cylinder that sprays fuel on the intake valves to help keep them clean. It’s also why a catch can/oil separator is very beneficial on DI engines.

 

Thank you.

So, it got me thinking. How much throttle do you need for the turbos to spool? If you are gentle on gas and turbos don't spool, that means engine is basically naturally aspirated? I'm just having a hard time understanding how turbo engine can be more economical. More power for the same size? Yew, but more economy? I don't know.

Slight confusion settling in during evening hours. Thank you in advance for clearing.

 

When you want the turbos to spool, you have to make these noises with you mouth. My elementary understanding is I think the ECU is looking at a lot of variables for controlling the boost such as throttle position, load %, air temp, RPM, current gear, etc. There are many tables and calculations being utilized in the ECU tuning. Under the right circumstances which are determined by how the ECU is tuned, the electronically actuated waste gates can either bypass the exhaust gases so they don’t go through the turbo or they can force the gases to go through the turbo to build boost. Bear in mind, there is others in here better versed in the science of suckin and blowin.

 

That’s the other part of the of the longevity problem. They took a mechanical part and turned it into a electrical part. Now just about everything in that engine is controlled by some sensor/actuator.

 

Well, I think electrical is better. Flip it open, flip it closed. Easy, like apartment lights! Probably issue with comouter..

 

Yeah, there is no point. My travel trailer has 3.5x the battery capacity of the Tundra.

If the put in a larger battery for that the truck had a 30-50 mile all electric range then it would make more sense to make it a PHEV.

 

from what I understand the nimh batteries (prius, rav, tundra) are more tollerant of hot/cold then the lithium ones. They will also tollerate the constant charge/discharge cycles that a hybrid inflicts.
This could also be total bs.

 

So I'm guessing the torque and HP advantage of the hybrid in the Tundra wouldn't last long in a scenario where you are doing extended assents at elevation?

 

I guess we won’t know till someone really puts it through a true test.

 

TFL truck influential YouTube channel gang did some tests at IKEA gauntlet and it looked good. Although a full electric Ford didn't do very well in another test of GMC vs Ford lightning. It got half the estimated mileage, I think 87miles on a charge.

 

I don’t think TFLTruck has tested the iForce Max yet on the Ike Gauntlet.

The regular iForce in their 2022 Tundra Limited did a pretty damn good job though. Noticeably superior performance over the old 5.7L, both in power and fuel economy.

The question is whether the 1.87KwH battery could sustain assisting 100% effort on that grade with TFLTruck’s 8500lb test trailer? I suspect it will not, but depending on how the system is programmed I’m not sure the truck will “need” all that electric motor assist all the time. My guess is that under towing conditions the electric motor is going to help with acceleration, and intermittent torque additions to allow holding a higher gear for most hills or longer on long ones. Maybe there will be some assist thrown in when the system thinks it has enough charge to allow less fueling on the V35A, but I would suspect that will be on flat ground. Another possible benefit is using the electric motor to assist with engine braking, and recapture energy for the battery. We will see how well the hybrid system is able to do that.

Added up over the course of a trip, especially on undulating roads there should be the potential for improved towing performance and economy. Even on the Ike Gauntlet test if the electric motor allows the iForce Max equipped truck to turn lower RPM and push a taller gear for say 1/2 the run, that is still going to likely result in better mileage.

 

Shhhhhhhh. The Lightning is the best truck ever built. It's short supply and very high demand. Everyone should want to buy and own this sought after truck.

 

The Tundra has both DI and PI. Im pretty sure most DI Toyota's have had port injectors since the dawn of time. I think even the 1UR FSE dating back to 2006 had it.

 

Not really. The battery is 1.87 kwh. Even if you completely drained it from 100% to 0% it would only allow for 3.5 minutes of continuous maximum output.

I am guessing they don't let you full drain the battery, nor is the battery ever at 100%. So reality is that it probably only allows for 1 minute total of contiuous output in any given situation. Its max output is something like 40 hp so, not a tremendous amount.

 

I don't buy this. I almost never lift off the throttle towing my 5500 lb travel trailer at freeway speeds unless its a legit 6 or 7% grade, which is rare, even here in UT. Most downhills I am still slightly on the throttle to drag that brick through the air.

The only time I could see this being beneficial towing is on a lower speed road with very steep descents or a very aerodynamic trailer.

This is why the Ford Lightining did so poorly on the range test. It was mostly flat driving through Denver to Colorado Springs so the truck was never able to regen. When it does the IKE, literally 50% of its miles are regen because it goes down a 7% grade of 8 miles and then goes back up, which is not real world.

i mean, it is real world, but most peoples miles consist of more than just a 16 mile loop up and down a 7% grade. Had they thrown a 50 mile flat section in between the decent and the climb, it would have been significantly less efficient.

 

Towing a travel trailer is ridiculously difficult unless conditions are perfect. The aerodynamic drag is so high that it just bleeds your truck dry.

The lightning suffers towing a TT even more than just a regular trailer because the aero drag results in it achieving virtually zero regen.

 

We will see what pans out. I know you seem to really dislike hybrids, so don’t buy one.