New video & photos: Ford Fathom in the Wild (Las Vegas detour during hot weather testing)

[oldman_74]

If the hood is as high as it appears then aerodynamics went out the window with visibility from a driver perspective. It looks like a sized down Lightning.

 

[onuiebvbevnulib]

One thing I'm not concerned with is the ability for Ford's electrified (High Voltage) cold air generation.

I own and have owned 2 of their vehicles that are sans a belt driven ac compressor. And not only do they keep the cabin at 68F in the brutal Texas Heat, but they do so sitting parked for hours while I work from the laptop.

The only negative that I can think of is I bet the price of that 240V compressor is steeper? And they have it buried somewhere more difficult to get to than bolted up on the engine block.

The AC Compressor in the Maverick Hybrid is 450 volts (same as battery pack voltage)

The Ford Maverick Hybrid AC compressor operates on a high-voltage system of approximately 450 volts DC.

Key Details

• Power Source: Unlike traditional gas-powered vehicles with belt-driven compressors, the hybrid Maverick uses an electric scroll compressor powered directly by the high-voltage hybrid battery pack.
• Operation: An integrated inverter converts the high-voltage DC current into a three-phase AC current to drive the internal electric motor, allowing the air conditioning to run even when the gasoline engine is shut off at a stop.

I expect the Heat Pump Compressor in the Fathom will also run at the battery pack voltage around 400 volts converted to three phase AC voltage.

Current price for a new Ford Maverick Hybrid AC compressor YCC-680 is $680.90 at FairwayFordParts.net

YCC-680

An EV will have a Heat Pump instead of just an AC one as an EV has no ICE engine for heating.

I would have expected the Heat Pump compressor to cost more because Heating in sub-zero temperatures creates extreme pressure ratios and high discharge temperatures, requiring stronger internal components than a standard cooling-only compressor. But as seen below the F-150 Lightning Heat Pump Compressor costs between $510 and $580. Since the Fathom will not be a heavy tower that should be the price range.

For a F-150 Lightning the cost ranges from $510-$970 for Ford OEM parts:

Breakdown of Costs

• OEM Compressor Part: $510 to $970depending on whether your truck has the Max Tow package.
  • Without Max Tow (Part NL3Z-19703-B): Around $510 – $580.
  • With Max Tow (Part NL3Z-19703-D / YCC-690): Around $950 – $970

An EV heat pump compressor and a standard AC compressor use the same basic electric-driven hardware, but a heat pump system adds reversing valves and specialized internal tolerances to run the refrigeration cycle backward for cabin heating.

Core Similarities

• Electric Power: Both run on high-voltage electricity directly from the EV battery instead of a mechanical belt connected to an engine.
• Scroll Design: Both typically use an electric scroll compressor to squeeze and pressurize refrigerant gas.
• Cooling Ability: Both can cool the car cabin and chill the high-voltage battery pack.

Key Differences

• Direction of Flow: A standard AC system only moves heat from inside the car to the outside. A heat pump system uses valves to reverse the refrigerant flow and pull heat from the outside air into the cabin.
• Speed Range: Heat pump compressors must operate across a much wider speed range (often 600 to 8,000 RPM) to manage varying heating and cooling demands.
• Lubrication Oil: Heat pump compressors require a higher ratio of lubricating oil mixed with the refrigerant (up to 10%, compared to under 2% for standard AC) to survive heavy workloads in freezing weather.
• Pressure and Heat: Heating in sub-zero temperatures creates extreme pressure ratios and high discharge temperatures, requiring stronger internal components than a standard cooling-only compressor.

 

[thum]

If the hood is as high as it appears then aerodynamics went out the window with visibility from a driver perspective. It looks like a sized down Lightning.

It’s not that high.

 

[Lytning]

We need a photograph of a 6 foot tall person ... not Danny DeVito ... standing beside the vehicle.

 

[rileyfromford]

I chatted with engineering to get a little extra detail for y'all. The team was in the desert around Las Vegas and Palm Springs doing hot weather testing. They tested in temperatures up to 115 degrees to make sure the HVAC system can reliably cool the truck even when it's blazing hot in the cabin (it hits almost 150 degrees after baking in the sun!), while ensuring the rest of the vehicle systems get the cooling they need.

 

[onuiebvbevnulib]

I chatted with engineering to get a little extra detail for y'all. The team was in the desert around Las Vegas and Palm Springs doing hot weather testing. They tested in temperatures up to 115 degrees to make sure the HVAC system can reliably cool the truck even when it's blazing hot in the cabin (it hits almost 150 degrees after baking in the sun!), while ensuring the rest of the vehicle systems get the cooling they need.

That's good to know. Thanks for the update.

My Hybrid Maverick gets baked sitting here in Texas.

After lunch even with reflective sun screens covering the front windshield the inside temperature measured around 120 degrees near the bottom of the front console (temp gauge plugged into the 12v acc port). Outside temp was 108.

I had to run on Max Cool for a few minutes to get the inside temp bearable.

 

[ScooterAsheville]

My favorite Maverick feature on a hot day (mine sits in the NC sun outside my garage) is...

Remote start from Ford Pass.

 

[onuiebvbevnulib]

My favorite Maverick feature on a hot day (mine sits in the NC sun outside my garage) is...

Remote start from Ford Pass.

I have to remember that again.

Until I replaced the 12v battery with an H5 AGM battery I couldn't do remote start because of deep sleep happening constantly over the last 3-4 months.

Now I have to rewire my brain to remember to do the remote start a few minutes before I leave the restaurant.

 

[commadorebob]

I chatted with engineering to get a little extra detail for y'all. The team was in the desert around Las Vegas and Palm Springs doing hot weather testing. They tested in temperatures up to 115 degrees to make sure the HVAC system can reliably cool the truck even when it's blazing hot in the cabin (it hits almost 150 degrees after baking in the sun!), while ensuring the rest of the vehicle systems get the cooling they need.

"But it's a dry heat." I want to see the same conditions in 90% humidity as we get in the Deep South. Dew point plays a huge role in cooling efficiency.

 

[thum]

We need a photograph of a 6 foot tall person ... not Danny DeVito ... standing beside the vehicle.

Yeah. They guys looks to be around 5’6. I threw it into photoshop and based on a 29” tire height the truck is going to be around 63” tall, with a belt line around 46”.

 

[gzebrick]

The AC Compressor in the Maverick Hybrid is 450 volts (same as battery pack voltage)



I expect the Heat Pump Compressor in the Fathom will also run at the battery pack voltage around 400 volts converted to three phase AC voltage.

Current price for a new Ford Maverick Hybrid AC compressor YCC-680 is $680.90 at FairwayFordParts.net

YCC-680

An EV will have a Heat Pump instead of just an AC one as an EV has no ICE engine for heating.

I would have expected the Heat Pump compressor to cost more because Heating in sub-zero temperatures creates extreme pressure ratios and high discharge temperatures, requiring stronger internal components than a standard cooling-only compressor. But as seen below the F-150 Lightning Heat Pump Compressor costs between $510 and $580. Since the Fathom will not be a heavy tower that should be the price range.

For a F-150 Lightning the cost ranges from $510-$970 for Ford OEM parts:

According to the carscanner I have on my hybrid MAV, the EV battery is 220 volts or there-abouts.

 

[onuiebvbevnulib]

According to the carscanner I have on my hybrid MAV, the EV battery is 220 volts or there-abouts.

The high-voltage (HV) hybrid battery pack in the Ford Maverick Hybrid operates at a total nominal voltage of up to approximately 450 volts DC.

Key Details of the Maverick Hybrid HV Battery

• Capacity: 1.1 kWh lithium-ion battery pack.
• Location: Mounted underneath the vehicle/floorboard area.
• Function: Powers the electric traction motor, enables low-speed electric-only driving, and works with the eCVT motor/generator to crank and start the gasoline engine.
• Safety: High-voltage cables and components are wrapped in orange insulation and marked with warning labels; service procedures require proper depowering to avoid severe electrical shock.

2022-2023 Maverick Hybrid HV Battery Removal Guide (PDF)

To prevent the risk of high-voltage shock, always follow precisely all warnings and service instructions, including instructions to depower the system. The high-voltage system utilizes approximately 450 volts DC, provided through high-voltage cables to its components and modules. The high-voltage cables and wiring are identified by orange harness tape or orange wire covering. All high-voltage components are marked with high-voltage warning labels with a high-voltage symbol. Failure to follow these instructions may result in serious personal injury or death.

 

[Snakebitten]

From my understanding, the vast majority of EV classified as "400V" are actually less than 400V.

My Mach-E is classified as 400V, and was ~360V

My GMC Sierra Denali is classified as 400V and is actually ~330V
(Although during DCFC, if it senses the charger supports 800V charging, it will connect the 2 packs in series and thus raise the voltage to 660V (Anything over 400 is marketed at 800V architecture. Just like 300V batteries are marketed at 400V)

I thought I read somewhere that Maverick Hybrid HV battery voltage was around 220V. But it was a couple of years ago.

 

[chl]

HVB Voltage changes depending on how full the battery is. It reaches its highest voltage when fully charged (near 500V) and drops lower as the energy depletes (closer to 300V).

400V Battery Architecture
Although the term might suggest otherwise, a 400-volt architecture doesn’t have a fixed battery voltage of 400V. Its voltage range is between 300 and 500 volts. The voltage will change depending on the battery’s state of charge (SoC), temperature, age, and operational conditions. Anything within this range is considered 400-volt architecture.

400V systems have long been the standard in EV technology, powering electric vehicles. They cost less than 800V systems thanks to well-established manufacturing and high-volume components, making 400V EVs more affordable for consumers.

EVs with 400V battery systems power their electric motors and work with both 400V and 800V DC fast chargers. However, when connected to an 800V charger, they’re limited to 400V output, which may slow charging depending on the charger’s current.

https://www.power-sonic.com/400v-vs-800v-charging/

 

[Snakebitten]

I agree that pack voltage changes as the SOC changes. I actually monitor the PID for both voltage and SOC of the HV battery in the Powerboost, Mach-E, and Sierra EV while I drive.

All are so called "400V" high voltage batteries. But none of them, at 100% SOC, reach 400V.
Obviously, the maximum voltage for the pack is determined by how many cells are in a module, and how many modules are then connected in series.

I have not built a PID dashboard in my daughter's Maverick, admittedly. So I don't personally know for sure what voltage the pack is at or near 70% SOC. The Maverick Hybrid battery is similar to the F150 Powerboost battery, in that it is "small", by EV standards. And Ford protects that battery health by limiting its operating SOC between ~30%-70%, based on a quick Google search. (very similar to the Powerboost, which I do have 5 years of monitoring)

If I had to guess, Ford has the Maverick battery assembled into a fashion that has the battery voltage in the 220-240V range, just as the PID in an earlier post image showed.