PHEV Ford F-150 Coming Soon From XL Hybrids

Ford F-150 PHEV

MAR 3 2017 BY MARK KANE 24

XL Hybrids Announces First XLP™ Plug-In Hybrid Upfit to be Installed on Ford F-150 Pickup Trucks

Ford F-150 Pickup Truck PHEV By XL Hybrids

Ford doesn’t offer its F-150 pickup trucks as a plug-in hybrid, but that doesn’t mean you can’t have one. Thanks to XL Hybrids, a F-150 PHEV can be yours. XL Hybrids recently announced the XLP Plug-In Hybrid Upfit for the F-150, which can improve fuel economy by up to 50 percent. Installation is supposed to only take a few hours, and it maintains the OEM powertrain warranty.

The package includes a more-than-10-kWh battery, which can be recharged in less than an hour. Total weight is about 700 lbs (318 kg). The modified truck’s all-electric range wasn’t mentioned but deliveries are expected to begin in the fourth quarter of 2017.

The first fleet customers have already confirmed their intentions to purchase. SG&E alone wants 110 units:

“NV Energy® and DTE Energy® are among the newest utility and municipal fleets who say they intend to purchase XL Hybrids’ XLP PHEV system, which delivers a 50 percent improvement in miles driven per gallon, as well as significant reduction in C02 emissions. They join previously-announced fleets San Diego Gas & Electric Company® — which recently signed a memorandum of understanding to purchase 110 units — Liberty Utilities®, Hawaiian Electric Company®, Montgomery County Maryland and the City of Newton, Mass., looking forward to accepting XLP ship-thru deliveries beginning fourth quarter 2017.

The XLP technology will be installed in MY17 Ford F-150 pickups with the 2.7L EcoBoost engine and Ford’s Auto Stop-Start technology. The XLP will also be available for the upcoming MY18 Ford F-150 pickup with the 2.7L EcoBoost engine and the new 3.3L base engine, both featuring Ford’s Auto Stop-Start technology. XLP will be compatible with a range of wheelbases, cab and bed configurations.

Installation of the XLP PHEV system can be completed in just hours on half-ton pickup trucks as a ship-thru upfit. Featuring a volume-production ready high voltage lithium battery pack, XLP will accommodate full charging overnight with Level 1 and less than three hours for Level 2 charging using an industry-standard J1772 plug interface. The XLP technology leaves the original equipment manufacturer’s (OEM) engine, transmission, fuel system and exhaust system completely intact. Fleets will maintain the complete OEM warranty, and get a three-year, 75,000 mile warranty from XL Hybrids on the XLP powertrain. The XLP system will have no special maintenance requirements.

XLP will also include the XL Link™ cloud-based big data analytics system, which measures MPG performance and reports carbon dioxide emissions reductions. The proprietary XL Link vehicle connectivity is a continuous data link from every vehicle, collecting millions of operational data points, allowing analysis and reports on key performance indicators.”

Clay Siegert, XL Hybrids’ co-founder and chief operating officer said:

“After securing order commitments from our leading fleet customers, we made the decision to begin production on the popular and versatile Ford F-150. Already, major fleets are placing orders to be among the first to get the PHEV on the road to positively impact their sustainability initiatives while saving on fuel costs.”

Here is video presentation of XL Hybrids system installationin other model:

Categories: Ford, Trucks

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24 Comments on "PHEV Ford F-150 Coming Soon From XL Hybrids"

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(⌐■_■) Trollnonymous

“Total weight is about 70 lbs (318 kg).”

Hmmm……is there a missing digit somewhere in there?

Lol yes, that should convert to a little over 700 lbs.

I wish Ford and Chevy would just announce their own PHEV trucks already. But at least there are a few options on the way outside of Via motors (who still will not sell to the public).

GM did that once and very few people wanted it. A huge boondoggle and waste of money for them. I’m sure they are very leery of doing that again. Still, I’m sure they have their eye on it.

They are likely waiting for truck buyer’s attitudes to be more accepting of hybrids. Currently, if a truck buyer wants better gas mileage, they just buy the diesel version. Truck buyers are a very, very conservative (not just political) bunch when it comes to new things in a truck.

If I remember correctly, the GM versions were too rushed. They developed a bad reputation very quickly. Notice the Volt has been a much quieter and more successful platform. You have to do your homework & GM learned the hard way.

Did they? I know that GM’s hybrid trucks were a failure but they were practically useless. I don’t think they’ve ever released a PHEV truck (or an EV truck since the S-10 in the 1990s)

I just know my father is a truck owner who loves our Volt – and keeps asking me when a PHEV truck will finally come to market. Truck owners love gadgets and tech more than the average buyer… give them a practical reason to buy a plug-in and they will go out of their way to justify it to themselves lol. 🙂

There were several versions of hybrid GM trucks, including mild-hybrids but no plug-ins. I don’t think any where capable of running on electric at highway speed, but that is the norm for non-plug-ins.

The Dual Mode Hybrid worked well (don’t know about reliability) – I saw someone with a Tahoe pull a decent size boat through a camp on electric mode only.

GM and Ford are Done, as you can see from their Stock Prices.

The New Wave:

Just wait for the Bollinger Motors EV Truck.

Bollinger who? No decent commercial solution is going to come from a startup, unless they have serious financial backing.

Aluminum in the F150 cut 600 pounds, adding that back with hybrid and much better mileage could be OK.

VIA Motors was supposed to be the Chevy equivalent — they actually have EPA-certified vehicle , get the drivetrain-less vehicles from Chevy officially, and even have a servicing agreement with Chevy dealers.

So why aren’t they producing or selling, or even made any announcement for nearly 2 years? No idea . Nothing’s changed since this InsideEVs story 4 years ago…

700 Lbs and only 10kWh? Are they using lead acid batteries?

I checked their site, it seems they may be able to do my Ford E-350 cargo van I have, but it costs $11,000!! That’s a lot of gas and at the rate we use this van, it would be decades to break even. Oh well…

This will be great when it can be purchased for retrofit. I have a 2016 F-150 and would love to get one of these installed as it is almost exclusively used for short trips.

Practical trucks will have to wait for those solid state batteries. As Tesla’s X shows, big utility vehicles are too inefficient for affordable battery power yet.

Au contraire, Warren, PHEVs are in service in utility truck fleets and full battery electric buses are rolling in transit districts throughout California, and moving elsewhere. The rEVolution is coming to a town near you!

This is nice. But Via’s 40 mile AER, 24 kwh battery set the minimum for this type of vehicle. 15 miles AER just isn’t really enough to get anyone interested. But its a start….

I think GM should take 2 of their 60 kwh/200 hp drive trains made in agreement with LG, for an easy all wheel drive truck or Large body-on-frame SUV like an Expedition or Suburban ‘ext’, and have a very large family sized vehicle with plenty of power (400 hp with plenty of pep – for those who still insist its not enough) 120 kwh battery (easy 300 mile range even in a large vehicle, and if necessary, a somewhat premium price tag.

Hey Tesla seems to have no problem at this price point.

And put a 12 kw charger in it for daily use (yes I know a 48 amp wallbox is somewhat rare, but ClipperCreek makes an inexpensive one). When I said the Bolt may survive on a smaller charger – I realize I was mistaken – the 7200 watt unit in the car is DEFINITELY needed at public charging facilities.

Drove to Syracuse today in my new BOLT, (300 miles round trip), and the thing was constantly charging at a 6 kw public charger for 5 hours. Wind was blowing too hard on the way home so no heat, and had to drive 50 mph to make sure I got home (with 10 miles to spare only).

Even though some BOLT customers with charge at home at 120 only (due to not wanting to bother with 220 complications), on the road being able to add 20 mph to the battery is ESSENTIAL – therefore a large level 2 facility is necessary in the car. Getting back to a large truck/SUV with two of these power trains – it follows that a 12-14 kw level 2 is also the minimum required once LARGE vehicles start becoming BEV’s.

Isn’t that what the CCS DCFC is for? People need to start being realistic, L1/L2 (~13/26mi-hr) is destination or overnight charging, eg: you got plenty of time to “slow” charge. L3 (~136mi-hr) is DCFC for relatively fast charging during trips. We need charge companies to be putting in DCFC along travel routes so you can confidantely charge for about 30mins and get a decent range extension. While probably not directly on your route, it looks like there are lots of CCS DCFC stations near Syracuse.
Did you purchase the CCS DCFC with your Bolt? I agree with some other posters, the DCFC should be included. You can’t put it in later and most people who are first time EV owners will not realise how useful it is and most likely regret not getting it. That in turn gives a negative image to the whole EV experience which GM could have negated by including it. The cost would be less than $750 if it was included in every vehicle as scales of economy kick in and more efficient manufacturing process because there is only one process line required.

Per Brian and Clarkson who live there, there are none. Neither on route or off route. The nearest to me is Southern NY state in Ithaca (Diane’s Auto – and it doesn’t consistently work for reasons I’ve previously given. Since it is so unreliable, and since there is only ONE PLUG in all of Western NY State, I can’t depend on it working the time I’d be there, plus it is 80 miles out of the way each way. Thats like another trip! There is a Tesla Supercharger, but those work only on S’s and X’s.

Just verified PLUGSHARE. The “Must be Plenty of CCS chargers in Syracuse” are in fact exactly 3 orange pins. 1 in Buffalo, which does me no good, and 1 in Syracuse, but both of those are Teslas which don’t work for Chevys.

The way out of the way Ithaca one if you check the comments (the ‘one’ plug one for all of western-central NY) currently is inoperational.

So I’ve spent my $750 plus tax, let us say. Ok Geniuses, now what do I do?

I can hear it now : “You should have waited for a 3”. Except I didn’t want to spend that much cash – the initial BOLT ev’s are much much cheaper than the first loaded 3’s will be.

I’m curious how this little “pass-thru” style motor on the axle works. Does it just supplement the power from the engine? Or does it allow EV only driving? If so, there must be some other gears and stuff in there.

They use a hollow shaft – the thing is very space efficient, like a pocket watch of old.

The 200 hp motor goes through two stages of helical reduction gearing – Not sure about the efficiency on the bolt, but those things can be made to run up to 95% efficiency, which isn’t bad. The overall ratio I believe is 7-8 slowdown. Then it goes through the standard differential – half shafts like any other front wheel drive car.

The one little motor does both; all motoring and the various levels of regenerative braking.

Oh oh oh I’m sorry David Murray – you’re talking about the TRUCK. I was thinking someone was asking a question re: the BOLT. SOrry.