Recently (last year some time) Ford filed a patent on an in-bed range extender for BEV trucks. Doing quick and dirty math, it looks like a ~30kW generator would extend the range of the Lightning indefinitely, with a larger unit necessary for towing.

Does Ford have plans to offer this for the first generation of the BEV Lightning?

300 miles of range is simply too short for my needs. I routinely make a monthly 360-mile roundtrip, usually with a trailer in tow. (Texas is big!) I got on the waiting list 2 hours after it opened, so I should be near the front of the line when orders open. I want the 300-mile version, but simply won't be able to justify it if I cannot get a much longer range. (My 2013 SCrew 5.0L will make the trip without refueling, but just barely.)

Charging while towing will be more than a simple inconvenience. We will likely have to drop the trailer, charge for close to an hour (a quick partial charge won't do because you don't want to charge again), hook up the trailer and check lights again, then get back on the road. Most charging stalls I've seen are essentially parking spaces, and won't accommodate a trailer.

The option of burning gas to extend range will make the Lightning the superior BEV truck, with no compromises. Limiting the range extender setup to the 300-mile version will also ensure Ford doesn't have customers opting for the cheaper truck. (Conversely, limiting it to the 230-mile version could alleviate supply-chain demands by allowing more trucks to be built using smaller batteries). Cross-marketing the range extender as a home backup generator (even better if it can be used while mounted in the bed or while sitting in the garage) also adds to its value.

Even if it's not available at launch, promising an availability date and compatibility of an OEM aftermarket option would help increase sales of the truck.

 

I don't see a 30kw in bed unit becoming a reality. It would take up the whole bed. Aside from cost how do you plan on loading and unloading?

 

Admittedly, 30kW is a lot. That would be a 40HP constant load, so would probably require a 50HP+ motor. I got the 30kW number by assuming 500W/mile and 60mph. If providing less than 100% of use, it can be smaller. If also used to charge the battery while driving, it would have to be larger.

Honestly, I'd prefer a range extender in place of the frunk, with the rest of the drivetrain all-electric. Unfortunately, I don't think that would be in the works, so I asked about the bed-mounted system they've already patented.

 

Maybe this is the 1,000 lb. payload they have calculated into their recharge range figures.

 

Given the cost of new vehicles (and insurance) fuel cost in the US is almost irrelevant. I am never an early adopter of vehicles or electronics preferring to let rich folk work out the first year bugs.
If range proves to be an issue it won't be a surprise if you don't buy early, and while I love power generation in general those options will also evolve.

Loading and unloading a range extender could be done by liftgate (every truck carrying serious loads benefits from one and if ya have new truck play money a liftgate (available in aluminum) is a fine addition for loading cargo, some motorcycles, quads and more.

BEVs are developing as fast as early personal computers so why get stuck with a Pentium II when Xeons will arrive shortly unless you positively confirm that model meets your needs? Range will be a big selling point as the market gets competitive and future customers can take advantage. Everyone who wants one now should go for it since that supports development, but if there is any question one can painlessly wait. If towing a bed mounted range extender puts more weight on the rear wheels, but if easy detach is wanted it would be simple enough to carry that genset on a trailer instead. It might (I've not looked into specs) also provide jobsite power thus pulling dual duty, or an engine driven welder (they make great generators too) could serve some users. Engine driven welders can be rented via your local welding supply if you suddenly need the power or want to experiment without committing to buy.

 

Why can’t Ford just install a “reserve” battery good for let’s say 50 miles? I’m seriously considering a Lightning, but already have reservations making it my primary truck because I tow a 6,000# travel trailer. If I only get 100 miles out of a 300 mile battery when towing, I’m not sure I can make it my primary and only vehicle. Will I need to carry a small generator to charge just in case I run low? I can’t be stranded.

 

If you tow like that all the time, then this isn't the truck for you.

 

No, no, no, no, no. I only pull a travel trailer 10-12x a summer. The rest of the time it’s me without a trailer, or a family of 4 adults on the other weekends. I’d just like to get comfortable with how it tows, and possibly camp “locally” until I’m comfortable with towing range.

 

Fair enough. Given what you want to do, I would wait to see what the "real world" results are, unless you want to be the one giving reviews.

I am a lot of short trips, but when we go on a long trip, chances are it's 400 miles and an altitude gain of 6000 feet. I'll stick with gas for now.

 

Ive been Fords beta tester many times without issue. Including the bantered 6.0L and 6.4L Powerstrokes. This step will take a lot of forethought and consideration before I’ll jump in. I’m concerned that minimal information will be available before the order banks open this fall for us reservation holders. I think I’m in the front, and wonder if I’ll be forced to take it or leave it.

 

Really hope they make their Range Extender a reality...

The rumor is that the engineers/designers envisioned a system that would look like a bed mounted tool box that could be installed with 4 folks... Unless they rekindled a partnership with Mazda and were able to utilize the rotary engine - those four folks would have to be pretty buff... The rotary engine would be the ideal choice in this use case scenario - very compact, high performance to weight ratio, occasional use (rotary engines were never known for long service intervals or reliability?). Even if it weighed in over 500 lbs (time to get a hoist at harbor freight) - I would still want to get one for occasional use...or better yet if it was rent-able....

The range extender wouldn't necessarily need to even provide 40kw/hr - if it could do 25kw/hr - it would effectively make the the range of the truck (assuming it wasn't towing anything) limited by the fuel capacity/refueling -- - assumptions - 60mph at 230 miles range (standard battery) = approx 4 hours driving ---so roughly 25kw used per hour (the battery capacity is thought to be around 100kwh for the standard range)... of course folks will drive faster/have terrain challenges/towing stuff,etc -so the range extender will be lower than a 1:1 recharge rate - but I would suspect, even at 15-20kwh, though the battery would be depleting while the range extender was working - it would deplete a much slower rate, most likely allowing easily 2-3x range of the battery alone.

The proposition for a range extender deal gets even better:
- Assuming the truck was parked in a well ventilated area, it could fully charge the battery while parked in four hours. (assuming 25kwh output and the standard range battery) - Due to ZEV rules integrated range extenders in Electric Vehicles cannot do this - but since this a modular add-on, this limitation probably wouldn't apply.
- It being used in conjunction with the truck's battery system as a huge inverter generator - charging the battery at a lower/quieter rpm when the truck is feeding power to a house at 10kwh - the battery will handle the surges (AC compressor, microwave use, well pumps, etc) and the range extender could just charge the battery as slower/quieter consistent rate whenever it hit a threshold (30-50%) then turn off at 90%. Would reduce maintenance hours if you only had to maintain this range extender that sees occasional use, vs most generators that most are seldom used (less than once a year) that you have to do quarterly checkup/maintenance one because it isn't turned on enough...
- A huge plus of having a modular range extender - if there are issues with the range extender - it would be nice to just drop off the box to a ford dealership and continuing my day instead of dropping off the vehicle and wait a week to get it serviced by a very limited supply of certified EV techs...Coming from a BMW i3 REx (Range Extender is integrated into the electric vehicle) this would save so much time and inconvenience.

Keeping fingers crossed!

 

So I have just ONE MAIN question for this forum:

1) Will the motor/Drive system allow direct transfer of power will in use. AKA will the generator have to charge the battery and be pulled or can it follow directly to the motor drainage.

Because with all this talk. This is the biggest problem. People have suitcase generators, carted/wheeled generators, and even 5th wheel campers with generators on board, that could produce a min of 50 AMP's with 6.5 kw But if it has to be converted, instead of direct flow. The math is way out there.

 

The battery pack and motors are direct current, just like any other battery powered device you may have encountered.

 

I would go with the 80 amp 240 volt service. Look at your destination and find out if you can add 240 volt service there to handle your round trip needs. Pulse Width Modulation came in to use many years ago as the control unit to conserve and evenly put drive power to the motors. It has gradually advanced over time. I would get info from ford when you get serious about this. The Production is years away most likely before it gets caught up on orders.

 

I'm sorry, but I don't follow.

There are two ways to charge an EV battery. Level 1/2 chargers use an A/C power supply connected to a charge port that's stepped up through the onboard charger to the roughly 400v pack voltage to charge the battery. Level 3 DC fast chargers use circuitry that bypasses the onboard charger altogether to push ~400V DC directly from the plug through to the pack. DC power is only storage; it then goes from the pack to the inverter to be modulated to AC to drive the motors at a specific frequency that's speed and load dependent.

I'm sorry, that's not correct. Modern EVs use much more sophisticated AC motors driven by an inverter that converts ~400v DC to AC to drive the motors. The Lightning uses permanent-magnet AC motors that couldn't run without these sophisticated inverters.