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JAMMAN
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One thing I noticed when I was playing around with the builder program was that the starting base price for a Maverick is about $8,000 than a Bronco Sport. I may have to dig into that more to find out why that may be. One would thing it would be the other way around.
The BS base comes with 4wd, copilot 360, and some other stuff that’s optional on the Maverick. If you build a Maverick to base BS specs it will be about $25k.
3.5L EcoBoost. 
PoBoi850
Active member
... or the 2.3 from a Focus RS
RonD
Member
Oh please.................you guys are so last generation
Electric surpassed internal combustion(ICE) a few years ago in street cars, so "an upgrade" would be an all electric
"They" won't even let EVs compete with ICE on race tracks, that's how poor ICE performance is now in comparison
There IS now "a replacement for displacement", if you want to go fast
If you just want to plod along for 300miles then sure get an ICE, the "old guys" will be really impressed, lol
Electric surpassed internal combustion(ICE) a few years ago in street cars, so "an upgrade" would be an all electric
"They" won't even let EVs compete with ICE on race tracks, that's how poor ICE performance is now in comparison
There IS now "a replacement for displacement", if you want to go fast
If you just want to plod along for 300miles then sure get an ICE, the "old guys" will be really impressed, lol
Too bad they attached a CVT to the hybrid power plant. Hard pass.
I think they’re using the HF35 CVT... They’ve been using that since 2013.
RonD
Member
Actually Ford used eCVT which is quite different than CTV transmissions
JAMMAN
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CVT's get a bad rap, probably because of the GM failures. They don't bother me any more it's just weird driving one. Bought the wife a 2017 CRV in december of 2016. CVT works flawlessly. Wish I could say that about the radio....
PoBoi850
Active member
I just asked the web if @RonD is right.
Guess What?
He is
Copied from http://www.winnipegsynthetics.ca/articles/cvt-and-ecvt.html
How Transmissions Are Changing
CVTs take a different approach to managing rpm. Instead of gears, the most common CVTs use a metal belt or chain running between two pulleys. These pulleys are designed to spread open or squeeze closed under hydraulic pressure, forcing the belt or chain to ride higher or lower in them. The advantage of this system is the vehicle’s computer can quickly and continuously adjust the pulleys to whatever ratio is required for peak efficiency because it isn’t physically limited by gears. When driving a CVT-equipped vehicle the driver pushes on the gas pedal and the CVT adjusts to keep the engine at its most efficient rpm through the entire acceleration process. There are no bumps or rpm increases felt by the driver. This is even true when climbing a grade. The engine stays at its most efficient rpm and the CVT adjusts to allow the car to get over the hill.
The eCVT found on the Toyota Prius and other hybrids differs from CVTs found in other vehicles, such as the 2013 Nissan Altima or 2012 Scion iQ, because it does not use a belt or chain connected to a pair of variable pulleys. Instead, an eCVT uses electric motor/ generators to control the speeds of planetary gearset components. This allows the eCVT to continuously change the gear ratio, keeping the engine’s rpm in the sweet spot. Just like when driving other CVT-equipped vehicles, drivers of vehicles with eCVTs don’t feel the step change common to traditional automatic transmissions, yet the mechanisms (planetary gears) to achieve acceleration are largely the same.
Guess What?
He is
Copied from http://www.winnipegsynthetics.ca/articles/cvt-and-ecvt.html
How Transmissions Are Changing
CVTs take a different approach to managing rpm. Instead of gears, the most common CVTs use a metal belt or chain running between two pulleys. These pulleys are designed to spread open or squeeze closed under hydraulic pressure, forcing the belt or chain to ride higher or lower in them. The advantage of this system is the vehicle’s computer can quickly and continuously adjust the pulleys to whatever ratio is required for peak efficiency because it isn’t physically limited by gears. When driving a CVT-equipped vehicle the driver pushes on the gas pedal and the CVT adjusts to keep the engine at its most efficient rpm through the entire acceleration process. There are no bumps or rpm increases felt by the driver. This is even true when climbing a grade. The engine stays at its most efficient rpm and the CVT adjusts to allow the car to get over the hill.
The eCVT found on the Toyota Prius and other hybrids differs from CVTs found in other vehicles, such as the 2013 Nissan Altima or 2012 Scion iQ, because it does not use a belt or chain connected to a pair of variable pulleys. Instead, an eCVT uses electric motor/ generators to control the speeds of planetary gearset components. This allows the eCVT to continuously change the gear ratio, keeping the engine’s rpm in the sweet spot. Just like when driving other CVT-equipped vehicles, drivers of vehicles with eCVTs don’t feel the step change common to traditional automatic transmissions, yet the mechanisms (planetary gears) to achieve acceleration are largely the same.
That might make a difference then and manufacturers might want to make more emphasis on the difference. Many only know the traditional CVT and their spotty reputation. I’ve no experience with Honda or Ford’s CVTs but I have with Nissan’s and it’s a P.O.S. The CVT in general doesn’t have a good reputation.
RonD
Member
I remember my first CVT........................mini-bike with CVT "clutch" I though that was the coolest thing
The old Briggs and Stratton engine could idle without moving the bike forward
Then when you gave it some gas the RPMs would go up which squeezed the belt and away you went and the cone shape squeezing change so ratio changed
I was 9 years old and was impressed at how that worked
I get using gears, but that still doesn't take away the coolness of CVT, lol
Torque converts also impressed me, I guess technically the mini-bike was using a torque converter, but still cool
The old Briggs and Stratton engine could idle without moving the bike forward
Then when you gave it some gas the RPMs would go up which squeezed the belt and away you went and the cone shape squeezing change so ratio changed
I was 9 years old and was impressed at how that worked
I get using gears, but that still doesn't take away the coolness of CVT, lol
Torque converts also impressed me, I guess technically the mini-bike was using a torque converter, but still cool