Ford and Toyota both now have hybrid truck engines. The way there was a strange


Akio Toyoda, the grandson of Toyota founder Kiichiro Toyoda, became president of Toyota in June 2009. Thanks to the Great Recession, he had to recover from Toyota’s biggest loss in its history: 4.4 billion dollars for the year. . Before he could make a dent in that staggering number, he faced a public relations storm that began when a 2009 Lexus sedan sped up uncontrollably and crashed, killing all four people in it. inside.

Toyota’s unintentional acceleration crisis and the related tragedies that followed resulted in the recall of millions of vehicles. Emerging from its ashes, Toyota has decided to “stop everything” and reduce fixed costs, including R&D expenses, according to the Toyota time in 2020. A partnership opportunity with Ford took shape and in August 2011, Ford and Toyota triumphantly announced a collaboration to develop a new hybrid system for light trucks and SUVs.

Today, both companies have 3.5-liter V6 hybrid truck engines. But not thanks to this team. Let’s unpack how it happened.

Kristin shaw

Presented as an equal partnership, the stated goal was to speed up the process and provide better fuel efficiency for rear-wheel drive vehicles. It made sense because Toyota was the undisputed king of hybrid technology and Ford was fighting its own battles after the recession. Perhaps these two behemoths could ride the wave of a recovering economy by pooling their resources and knowledge. At first, it seemed like a winning strategy that would benefit customers first and foremost. On the outside, it looked a bit like a “show me yours and I’ll show you mine” exchange; indeed, once each player has compared their scores, the partnership saw the beginning of the end.

At the start of the flirtation, then Ford President and CEO Alan Mulally said, “By working together we will be able to serve our customers with the best, advanced and affordable powertrains, delivering cost-saving. even better fuel. This is the kind of collaborative effort that is needed to address the major global challenges of energy independence and environmental sustainability. “

Kristin shaw

For his part, Akio Toyoda said, “Toyota is extremely proud to join Ford in developing a hybrid system for pickup trucks and SUVs. Not only is this merger clearly aimed at making automobiles ever better, but it should also become an important part of future mobility in the United States. As we build a long-term, global relationship with Ford, our desire is to be able to continue to provide people in America with cars that exceed their expectations.

Eighteen months later, the breakup was official. In July 2013, Toyota announced in a press release that it had completed its feasibility study for a collaboration with Ford on the development of a new hybrid system for light trucks and SUVs, and that it had agreed to develop hybrid systems individually. It’s a bit murky which manufacturer has benefited the most or whether they walked away from each other with new ideas.

What is clear is that at the end of the brief banter, each company took their toys and went home. Now, with the launch of the 2022 Tundra, people are talking about the 2021 F-150 having a twin-turbo hybrid V6 just like the 2022 Tundra. Coincidence? In fact, yes.


Tundra’s new iForce Max V6 hybrid

Ford’s 2021 F-150 Hybrid combines a 44-horsepower (and 221 pound-feet of torque) electric motor with its 394-horsepower, 492 pound-feet 3.5-liter twin-turbo EcoBoost V6 engine. In total, the power reaches 430 hp and 570 lb-ft of power. In contrast, Toyota’s all-new 2022 Tundra outperforms Ford with seven additional horsepower for a total of 437 generated by its 3.5-liter twin-turbo hybrid V6 and outperforms the F-150 in torque by 13 for a total of 583 lb-ft. . .

When it comes to towing, Ford has the advantage: With the maximum towing package, the 2021 F-150 with a 3.5L EcoBoost V6 can tow up to 14,000 pounds. Toyota’s iForce Max peaks at 12,000; and by the way, that’s a jump of 2,000 pounds more than the previous generation.

Comparing battery power, the F-150 mounted a 1.5 kWh lithium-ion battery under the bed, while Toyota opted for a 1.5 kWh nickel-metal hydride battery stored under the rear seat. . Ford marketed the 2021 F-150’s generator specs and its ability to power multiple power tools or even an entire house.

Even the displacement is different: the F-150’s EcoBoost V6 is 3,497 cubic centimeters and the Tundra’s iForce Max V6 is 3,445 cubic centimeters. The compression ratio of the EcoBoost is 10.5: 1; iForce Max is 10.4: 1.

Kevin McCauley / capture the

For those who claim Toyota is copying Ford’s engine, Toyota executives have set the record straight.

“The i-Force and i-Force Max share a base architecture with the Lexus LS 500 twin-turbo V6, but the engineering team had to make significant changes in order for it to withstand the demands of Higher average duty cycles imposed on truck powertrains. “said Josh Burns, senior analyst at Toyota Product Communications.” This means things like more cooling capacity, more oil cooling capacity, and even greater oil volume will help support a full-size truck application and its payload and towing requirements.The basic concept was to increase performance and efficiency over the previous generation, but ultimately it has to be an engine without compromise, our engineers responded to this request brilliantly.

Toyota’s Joe Moses said company data shows Tundra buyers tend to be more active types of outdoor enthusiasts than customers of Ford’s F-150 work trucks, and they s ‘move away from any similarity. For example, Toyota’s chief engineer for the Tundra, Mike Sweers, told me that they discovered that their customers didn’t want the extra cost of adding a generator to the truck (like Ford does for its full truck. size). For less money, he said, Toyota customers can buy their own generator and use it whenever and wherever they want.

Kevin McCauley / capture the

If the brand reads the coin correctly, it should have a decent adoption of the hybrid V6, but expect more truck buyers to choose the gas-only iForce V6 for now.

Either way, both engines have greater towing capacity and the gas-only V6 has better fuel economy than before, so they seem to be on the right track. Just days ago, Toyota put an exclamation mark on its electrification pledge by announcing that it will invest around $ 3.4 billion in automotive batteries in the United States through 2030.


Currently, electrified vehicles represent nearly 25% of Toyota’s sales volume in the United States. The company expects that number to reach nearly 70% by 2030. To meet growing demand, Toyota continues to steadily expand its line of electrified vehicles (including hybrid vehicles, plug-in hybrids, to fuel cell and battery electric) from 55 models. to around 70 models by 2025.

“Look at the market and where it’s going,” Burns said. “We are all moving in the same direction when it comes to emissions and fuel economy. “

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