- Joined
- Jul 16, 2020
- Messages
- 244
Ford electrified a 1978 F-100 pickup
- Thread starter kschauweker
- Start date
Just curious if you live in a really cold Climate how good do the heater work on these EV's?
I like it, great PR. What's not to like about a $3,900 motor with triple the horsepower of the stock engine. A lot of folks dump $10k+ in an engine to make that kind of horsepower out of old detroit V8s. Unfortunately the motor doesn't do much good without batteries, wiring and all the other doodads you need to make it work. Hopefully they can turn these into packages for popular older models, I can't see it selling well until then.
I’m at SEMA as well. Saw it today. As c502cid said, lots of electric stuff here and lots of new Broncos.
From what I can see and guess at, the EV hardware they installed in that F100 is a front-wheel drive assembly subframe that includes HVAC and electric power steering. That would leave lots of room for batteries under the cab and bed.
That's really cool. it just takes a lot of power to charge the batteries and the range wouldn't be enough for towing a boat-long distance. It would be really exciting in a sand rail if the battery pack wasn't so heavy that it would make the rail a pig.
That's what you do when you're desperate.
No vision forward, appealing to an intangible marketing driven idealized nostalgia.
Mass market junk.
How about a successful product launch instead?
Rank amateurs.
No vision forward, appealing to an intangible marketing driven idealized nostalgia.
Mass market junk.
How about a successful product launch instead?
Rank amateurs.
On watching SEMA and Ford videos it's clear that it uses a drive system on both axles and looks like a very professional effort from the underside view.
Guy i work with's brother started a company in CA that does classic conversions
(can a preposition be possessive?)
https://www.zerolabs.com/gallery
https://www.zerolabs.com/platform
I get the general consensus on these would be "bring your checkbook"
(can a preposition be possessive?)
https://www.zerolabs.com/gallery
https://www.zerolabs.com/platform
I get the general consensus on these would be "bring your checkbook"
- Joined
- Jul 16, 2020
- Messages
- 244
You can have the car nice and warm when you leave the house in the morning still with a fully charged battery. What’s not to like about that. No de-icing too!
Ah, thanks, that's the post I was looking to comment on.
The setup in the current Model 3/Y is more complex and interesting than any other EV that I'm aware of. It uses a heat pump of course but does not transfer heat directly to and from the environment using a condenser/evaporator, but instead uses an intermediate coolant circuit to pick and choose between the various sources and sinks available, depending on the outside ambient temperature and the needs of the motor/inverter/battery systems. This is the "octo-valve" Sandy Munro raves about but can't seem to explain properly.
There are a couple of videos on YouTube that explain the system concisely but with a moderate level of detail and focusing on below -10°C (14°F) ambient, the critical region for heat pumps.
In short, the cabin warming mostly relies on the heat pump but is minimally supplemented by a pair of "low voltage" (meaning 12V) heaters (presumably one for each side). The heat pump exploits various heat sources such as the motor/inverter/battery or conventional radiator as available over -10°C, but more intriguingly, rather than shut down if no useful heat source is available, it can also run itself in a dehumidifier mode.
That latter mode thermally short-circuits the heat pump as done in a refrigerant-type dehumidifier, using only the cabin's internal condenser and evaporator in the same cabin air flow. The net output to the cabin is confined to the power drawn by the compressor, so essentially the COP is 1 instead of 4 or 5, same as a resistive heater. But rather than shut down and defer heating to a large resistive heater it adds the considerable bonus of "free" dehumidification. That's almost more important than just sensible heat, "sensible" as in the thermodynamic definition. I think my own Hyundai EV does this as well but still has a large PTC heater as a supplement.
Another cool feature is that it apparently can use the battery mass as thermal storage so that it can add and draw from that to pre-warm the cabin. I'm unsure though how it would know when to start this process without being privy to the driver's schedule.
The Ford setup would use a resistance heater as in the Mach-e. That's not an ideal use of battery capacity but works. Guessing it might be in the region of 5 kW.
The setup in the current Model 3/Y is more complex and interesting than any other EV that I'm aware of. It uses a heat pump of course but does not transfer heat directly to and from the environment using a condenser/evaporator, but instead uses an intermediate coolant circuit to pick and choose between the various sources and sinks available, depending on the outside ambient temperature and the needs of the motor/inverter/battery systems. This is the "octo-valve" Sandy Munro raves about but can't seem to explain properly.
There are a couple of videos on YouTube that explain the system concisely but with a moderate level of detail and focusing on below -10°C (14°F) ambient, the critical region for heat pumps.
In short, the cabin warming mostly relies on the heat pump but is minimally supplemented by a pair of "low voltage" (meaning 12V) heaters (presumably one for each side). The heat pump exploits various heat sources such as the motor/inverter/battery or conventional radiator as available over -10°C, but more intriguingly, rather than shut down if no useful heat source is available, it can also run itself in a dehumidifier mode.
That latter mode thermally short-circuits the heat pump as done in a refrigerant-type dehumidifier, using only the cabin's internal condenser and evaporator in the same cabin air flow. The net output to the cabin is confined to the power drawn by the compressor, so essentially the COP is 1 instead of 4 or 5, same as a resistive heater. But rather than shut down and defer heating to a large resistive heater it adds the considerable bonus of "free" dehumidification. That's almost more important than just sensible heat, "sensible" as in the thermodynamic definition. I think my own Hyundai EV does this as well but still has a large PTC heater as a supplement.
Another cool feature is that it apparently can use the battery mass as thermal storage so that it can add and draw from that to pre-warm the cabin. I'm unsure though how it would know when to start this process without being privy to the driver's schedule.
Last edited:
One motor per axle is what I read for the F 100 resto-mod
JHZR2
Staff member
I can’t imagine adding eV tech to collector vehicles. Ive driven some fast kit eV cars (e.g., cobra with a lot of torque), but for the people who have an old vehicle, keep it parked, and pull it out once every once in a while, it’s a recipe for $10k errors and never ending maintenance far worse than the fluids changes on an engine.
Leave your eV unplugged? Nope. At best the bms will lose track of SOC, at worst, the cells will overdischarge,potentially damaging them permanently by dissolving copper current collectors.
Keep original stuff? Nope, the batteries will age out at some point, and in many cases with very few miles on them…
While a fun niche thing, the actual cost of ownership in this mind of scenario is going to be huge for the long-timer.
For others that want to tinker, the availability of parts is a nice idea..
Leave your eV unplugged? Nope. At best the bms will lose track of SOC, at worst, the cells will overdischarge,potentially damaging them permanently by dissolving copper current collectors.
Keep original stuff? Nope, the batteries will age out at some point, and in many cases with very few miles on them…
While a fun niche thing, the actual cost of ownership in this mind of scenario is going to be huge for the long-timer.
For others that want to tinker, the availability of parts is a nice idea..
Doing a lot of highway driving lately. 1354 miles in one leg a week ago, then 800 on Friday, another 400 today. I'm seeing Dead EV's are on the side of the highway in far greater per-capita percentages than other vehicles. I'm not retrofitting my pickup trucks until they can go 500 highway miles per charge at 85mph, and charge in 10 minutes. Even then, that falls short of my 2018 F150 which will easily do 600 miles per tank, at 90 mph and refill in 5 minutes.
Watching that video of the VW EV do a cross country trip was downright painful. Despite the incredibly upbeat presentation, I'd be angry enough to push the thing into the ditch, rent a conventional car and go on my way. What a colossal waste of time, sitting and charging, and babysitting cantankerous chargers.
But I guess the DIY EV builder can fill the bed of his classic pickup truck with 2000 pounds and $20,000 worth of batteries and call it a win.....
Watching that video of the VW EV do a cross country trip was downright painful. Despite the incredibly upbeat presentation, I'd be angry enough to push the thing into the ditch, rent a conventional car and go on my way. What a colossal waste of time, sitting and charging, and babysitting cantankerous chargers.
But I guess the DIY EV builder can fill the bed of his classic pickup truck with 2000 pounds and $20,000 worth of batteries and call it a win.....
Last edited:
I think once battery technology improves and the batteries can become more compact, retrofits will be easier to do.
I'd actually love to convert my 97 Explorer to electric once the SOHC 4.0 takes a dump. I wouldn't do it with the 94 "collector's edition," but on the daily workhorse that is mostly just driven locally, I'd rather dump the money into that than another SOHC within reason. And I'd want it to be a kit, not piecing it together myself. The Ranger EV was good enough that lesees took Ford to court to try to keep them, even with no service support, and those are 20 year old trucks.
I'd actually love to convert my 97 Explorer to electric once the SOHC 4.0 takes a dump. I wouldn't do it with the 94 "collector's edition," but on the daily workhorse that is mostly just driven locally, I'd rather dump the money into that than another SOHC within reason. And I'd want it to be a kit, not piecing it together myself. The Ranger EV was good enough that lesees took Ford to court to try to keep them, even with no service support, and those are 20 year old trucks.
