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Test Drive: 2021 Ford F-150 PowerBoost Hybrid

Posted on March 26, 2021 11:32 pm by

2021 Ford F-150 XLT PowerBoost Hybrid in Velocity Blue

2021 Ford F-150 XLT 4×4 PowerBoost

Class: Large Pickup Truck

Miles Driven: 211.7

Fuel Used: 11.2 gallons

Real-world fuel economy: 18.9 mpg

Driving mix: 70% city, 20% highway

EPA-estimated fuel economy: 24/24/24 (city/highway/combined)

Fuel type: Regular gas

CG Report Card


Room and Comfort	A
Power and Performance	B+
Fit and Finish	B
Fuel Economy	B+
Value	A-

Report-card grades are derived from a consensus of test-driver evaluations. All grades are versus other vehicles in the same class. Value grade is for specific trim level evaluated, and may not reflect Consumer Guide’s impressions of the entire model lineup.

Big & Tall Comfort

Big Guy	A
Tall Guy	A

Big & Tall comfort ratings are for front seats only. “Big” rating based on male tester weighing approximately 350 pounds, “Tall” rating based on 6’6″-tall male tester.

Drivetrain
Engine Specs	430-hp 3.5L
Engine Type	V6 hybrid
Transmission	10-speed automatic
Drive Wheels	4WD

Base price: $43,805 (not including $1695 destination charge)

Options on test car: Equipment Group 302A ($5730), 3.5-liter PowerBoost full hybrid powertrain ($4495), 6-foot extended accent running boards ($225), Ford Co-Pilot360 2.0 ($655), twin-panel moonroof ($1495), power-sliding rear window ($350), all-weather rubber and carpet mats ($200), Pro Power OnBoard generator ($750), Interior Work Surface ($165), Trailer Tow Package ($1090), Boxlink ($80), Bang and Olufsen Sound System ($610), partitioned lockable storage ($215), tailgate step ($430), 20-inch 6-spoke dark-alloy wheels ($1395), 360-Degree Camera Package ($796), XLT Sport Appearance Package ($300), wheel-well liner ($180), spray-in bedliner ($595)

Price as tested: $65,256

Quick Hits

The great: Outstanding range of options and innovative new features; high-tech infotainment system; unmatched capability from onboard power generator

The good: Spacious interior; composed road manners

The not so good: Steep option prices drive up the bottom line; doesn’t ride quite as smoothly as Ram 1500 rivals; observed fuel economy fell short of EPA numbers during our cold-weather test

More F-150 price and availability information

John Biel

If you’ve seen the television advertising for the redesigned 2021 Ford F-150, you know it is capable of doing one thing no other vehicle ever mentioned on this blog site could do: help build its own garage.

This is the F-150 with the new hybrid PowerBoost V6 and Pro Power Onboard mobile-generator functionality that can operate power tools—even arc welders, Ford claims. The 2021 F-150 kicks off generation 14 of this solidly popular half-ton pickup. Though every body panel is new, styling is a close-to-the-vest evolution of the design that bowed for 2015 with much-discussed (and debated) aluminum body panels. While the new truck retains aluminum-alloy construction, it rides on an all-new high-strength-steel frame.

The Ford F-150 is redesigned for 2021. Overall dimensions and passenger/pickup-bed capacities stay about the same as the previous-gen model, but the body panels are all-new and a hybrid powertrain is available for the first time.

Consumer Guide’s XLT test truck was plucked from a lower branch of the F-150 family tree than media-fleet trucks usually occupy—of the six trim levels available, only the XL is more basic. Still, bestowed with a crew-cab body, it was eligible to be ordered with the PowerBoost engine. The powerplant is available in any F-150 with the full four-door cab, at prices that vary with trim level. In this case, it added $4495 to the $45,500 starting price (with delivery) of our 4-wheel-drive Velocity Blue test truck.

5 Cool Things About the Toyota Tundra

The new dashboard is logically arranged, and most controls are easy to use. The lengthy list of high-tech available features includes a full-digital gauge cluster, Active Drive Assist hands-free lane-centering adaptive cruise control system, Active Park Assist 2.0 self-parking system, and over-the-air updates for the infotainment system.

With a 33kW electric motor that’s tucked into the well-behaved 10-speed automatic transmission to aid the 3.5-liter twin-turbocharger gas V6, the PowerBoost Full Hybrid (no 48-volt “mild hybrid” for the blue-oval folks, thank you) makes 430 system horsepower and 570 lb-ft of torque, the most of either commodity available from any F-150 engine. Without a load, it hastens the truck along smartly almost all the time, though more than one driver noted an odd dead spot in acceleration right after getting away from full stops. If you have to put it to work, there’s enough oats to tow up to 12,700 pounds with the Max Trailer Tow Package option installed.

Test Drive: 2020 Nissan Titan PRO-4X Crew Cab

The new Sync 4 infotainment system boasts excellent graphics and is packed with features. Included are a power-delivery display for the hybrid powertrain and a slick graphic control panel for the F-150’s neat Zone Lighting feature.

While the hybrid is the series’ power leader, the next line on its resume is fuel saver. With straight 24s in EPA city/highway/combined estimates for 4-wheel-drive F-150s, the PowerBoost is the mileage leader in city and combined projections compared to the other Ford engines. Indeed, its city figure is 6 mpg better than the rating for the all-gas 3.5-liter EcoBoost engine, and 4 mpg higher for combined operation. Drivers get lots of feedback to help them run efficiently, with things like a trip odometer to track miles driven under electric power and a “braking coach” that reports the percentage of regenerative power sent back into the system at each full stop. This driver posted 19.1 mpg after driving 83.7 miles (20.7 of them electrically) in 58 percent city-type conditions—a disappointing number relative to the EPA estimates, but the frigid weather during our test period likely played a role in bringing our fuel economy down.

First Look: 2021 Ford F-150

The clever Interior Work Surface feature is a $165 option. The shift lever powers down into the console, and the center-console armrest flips out to form a smooth work surface that can be used for signing papers, working on a laptop computer, or what have you. There’s still a traditional center-console bin as well (bottom-right photo).

PowerBoost-equipped trucks automatically come with a 2.4kW version of Pro Power Onboard, accessed through a panel in the left side of the cargo bed. A 2.0kW variant is available with any of the optional gas engines, and the hybrid can be outfitted with a $750 upgrade to 7.2kW that adds two 120-volt plugs and a 240-volt input to the two 120 plugs already provided with the lower-power types. With the benefit of a full tank of gas, the 7.2kW one can do its stuff for up to 32 hours. Pro Power energy levels can be monitored on the truck’s touchscreen or even remotely through the FordPass app.

Quick Spin: 2020 Ram 1500 Rebel EcoDiesel

The XLT trim is one step up from the entry-level XL in the F-150’s model roster, so its cabin ambiance isn’t particularly ritzy. As expected, there’s generous room for big-and-tall adults in the front and rear seats.

That touchscreen is the face of a new standard Sync 4 infotainment system. It comes with a digital owner’s manual with how-to videos, wireless Apple CarPlay and Android Auto smartphone connectivity, and over-the-air software updates. An 8-inch display is standard in the XLT, but the test truck was equipped with a 12-inch screen that was part of the Equipment Group 302A option. The bigger unit has split-screen capability. Happily, Sync 4 remains as easy to understand and use as its predecessor. Regardless of size, the screen fits in a redesigned instrument panel, and there’s a new steering-wheel design.

The cabin is bestowed with big storage spaces throughout, including pockets cut into the sides of the console. CG’s test truck was gifted with the Interior Work Surface option with a panel that flips out from the console to make a level surface handy for mobile office functions. To make room for the platform when it’s in use, the shift lever folds into the center console at the press of a button.

Quick Spin: 2020 GMC Sierra 1500 AT4 Diesel

Since contractors and construction workers often make use of their pickups’ open tailgates as work surfaces, the F-150’s Tailgate Work Surface feature includes handy aids such as integrated ruler markings, pencil holders, and clamp pockets. Check out our photo gallery below for a close-up picture of the Pro Power OnBoard generator’s power-socket panel, which is located in the driver’s side rear of the pickup bed.

In addition to previously mentioned items, XLT standards include fog lamps, a power tailgate lock, 60/40-split fold-up rear bench seat, illuminated entry, tilt-telescoping steering column, trailer sway control, dynamic hitch assist, 4G Wi-Fi hotspot, blind-spot and rear cross-traffic alerts, lane-keeping assist, and front automatic emergency braking. Group 302A added things like automatic dual-zone climate control (in place of manual single-zone air conditioning), satellite radio, and remote starting. The XLT Sport Appearance Package presented body-color bumpers and door handles, chrome exhaust tips, dark-accent grille, and sport-cloth upholstery. With a host of individual options that included such things as 20-inch alloy wheels, a twin-panel moonroof, 360-degree camera, and spray-in bedliner the test truck came to $65,256.

Quick Spin: 2019 Chevrolet Silverado 4-Cylinder

The 3.5-liter PowerBoost full-hybrid V6 powertrain tacks on a hefty $4495 to the bottom line, but it also delivers a muscular 430 hp in addition to its 24-mpg EPA rating. Twenty-inch dark-alloy wheels are a $1395 option.

The redesign has done nothing to adversely affect F-150’s exceptional leg- and headroom in either row. A wide rear seat and flat floor welcome 3-across seating for adults, and doors open wide to make entries and exits easy. Seating position and comfort are very good. We found that finely rippled highway pavement set up a steady vibration through the steering wheel. Otherwise, it rode and drove quite well on expressways and snowy city streets—even with a leaf-spring rear suspension that will make old-timers nostalgic.

Ford appears to have successfully reinvented its perpetual money machine. It can use this one to build its own bank.

Future Car: 2025 Ram Dakota

The Ford F-150 has long held the title of America’s best-selling vehicle, and the redesigned-for-2021 model brings an impressive roster of headline-grabbing new features that should help this popular truck retain its sales crown.

Follow John on Twitter

Listen to the very entertaining Consumer Guide Car Stuff Podcast

2021 Ford F-150 PowerBoost Hybrid Gallery

(Click below for enlarged images)

Meet the 2021 Consumer Guide Best Buys

Written by: The Daily Drive staff on March 26, 2021.

For GREAT deals on a new or used Chevrolet check out Express Chevrolet TODAY!

Test Drive: 2021 Mini Cooper SE Countryman ALL4 PHEV

Posted on March 9, 2021 5:03 am by

2021 Mini Cooper SE Countryman ALL4 PHEV in White Silver Metallic

2021 Mini Cooper SE Countryman ALL4 PHEV

Miles driven: 187

Fuel used: 5.5 gallons

CG Report Card


Room and Comfort	B
Power and Performance	B+
Fit and Finish	A
Fuel Economy	A-
Value	B-

Report-card grades are derived from a consensus of test-driver evaluations. All grades are versus other vehicles in the same class. Value grade is for specific trim level evaluated, and may not reflect Consumer Guide’s impressions of the entire model lineup.

Big & Tall Comfort

Big Guy	B
Tall Guy	B+

Big & Tall comfort ratings are for front seats only. “Big” rating based on male tester weighing approximately 350 pounds, “Tall” rating based on 6’6″-tall male tester.

Drivetrain
Engine Specs	221-hp 1.5-liter
Engine Type	Turbo 3-cylinder plug-in hybrid
Transmission	6-speed automatic
Drive Wheels	AWD

Real-world fuel economy: 34.0 mpg

Driving mix: 65% city, 35% highway

EPA-estimated fuel economy: 73 MPGe/29 mpg city/highway combined

Fuel type: Premium gas recommended

Base price: $41,500 (not including $850 destination charge)

Options on test vehicle: Premium Package ($2500), Signature Upholstery Package ($1000), black bonnet stripes ($100), privacy glass ($500)

Price as tested: $46,450

Quick Hits

The great: Zippy acceleration; nimble handling; upscale look and feel; enhanced economy and versatility of plug-in-hybrid powertrain

The good: Fun, expressive styling inside and out; lots of options for personalization

The not so good: Pricey for its class; not as much cargo room as most competitors

More Mini price and availability information

John Biel

Color us surprised. In 2018, when we last tested a Mini Cooper Countryman plug-in hybrid, we noted that it was the only gas/electric vehicle in the extensive subcompact crossover-SUV segment. Three years later, in an automotive world increasingly coming to terms with electrification, that still holds true.

Like all Minis, the Countryman PHEV offers plenty of options for customization. Our tester was outfitted with a black roof and mirror caps in addition to black hood stripes (a $100 option). Taillight lenses with a molded-in “Union Jack” British-flag pattern are among the styling updates for the 2021 model year.

Technically, at least. We acknowledge the pure-electric Hyundai Kona Electric but point out that its sale is limited to 10 states with the strictest emissions regulations. Also, moving up in class to the premium-subcompact group finds a mild-hybrid Range Rover Evoque, conventional-hybrid Lexus UX 250h, and a full-electric Volvo XC40 Recharge.

Quick Spin: 2021 Toyota Venza Limited

A fully digital instrument cluster (which replaces the previous analog-speedometer unit) is among the Countryman’s updates for 2021. Mini’s dashboard styling sometimes prioritizes whimsy over traditional ergonomics, but most controls become familiar after a bit of practice. The start/stop control is the yellow toggle switch just above the shifter.

Perhaps the Countryman SE’s “isolation” has something to do with the cost associated with going electric, even partially. Hybrids and EVs just cost more than their fully fossil-fueled twins. Indeed, the Signature-trim hybrid Countryman that Consumer Guide sampled had a starting price $9400 higher than the gas-engine job of the same grade. Manufacturers in the “value” end of the segment may be leery of issuing models that sticker for lots more than their nameplates suggest. But Mini, already positioned at the high end of this price class (as CG defines it), might be more willing to run the risk of raising eyebrows for the chance to offer something unique.

Test Drive: 2021 Toyota RAV4 Prime SE

The center console houses dual cupholders, shifter, infotainment control interface, and electronic parking brake switch.

The Countryman SE, which as a Signature starts for $42,350 including delivery, is the only plug-in hybrid subcompact SUV regardless of class. For 2020, a 31.6-percent boost in battery capacity raised its pure-electric operating range from 12 to 16 miles. An “eDrive” button allows drivers to tailor how and when the juice gets loose, helpful for short hops that could conceivably be run without need of the internal-combustion engine. When this reviewer hooked up to CG’s 240-volt charger on a day with air temperatures in the mid teens Fahrenheit, the vehicle-information display reported it would take about three hours to charge fully from the 6-percent reserve still left in the battery.

While the 10-kWh lithium-ion battery extends all-electric range, it doesn’t change overall power. Maximum system output is the same 221 horsepower and 284 lb-ft of torque as ever. The gas part of the equation is a turbocharged 1.5-liter 3-cylinder engine of 134 horsepower and 162 lb-ft. The transmission is a 6-speed automatic. Of course, even without full EV capability the Countryman SE operates as a conventional hybrid in low-power situations. Transitions between the electric and gas powerplants are pretty seamless, but the gas engine is a little grumbly. Drivers can select “Mid,” “Sport,” or “Green” modes to tweak fuel delivery. The hybrid shows fairly snappy acceleration and easy highway cruising in Mid or in Sport. There can be a moment’s delay when the pedal is tromped from rest or in a slow rolling start, but then acceleration builds quickly. Green mode tamps this down somewhat.

Quick Spin: 2020 Volvo XC90 T8 Inscription

Our test vehicle was equipped with the Signature Upholstery Package, which added a Mini Yours steering wheel, sport seats, and Shaded Silver trim. Chesterfield Leather upholstery in Indigo adds personality without being overpowering.

With expanded EV capability, the EPA combined fuel-economy estimate rose to 73 MPGe, with 29 mpg projected for gas-engine operation. After this driver went 72 miles in the test vehicle with 42 percent city-style operation, he recorded 30.4 mpg.

Test Drive: Toyota Prius XLE AWD-e

The Countryman PHEV offers 17.4 cubic feet of cargo space behind the rear seats, and 47.4 cu. ft. with the rear seat backs folded, which puts it on the less-capacious end of the subcompact SUV class.

Standard ALL4 all-wheel drive puts all four wheels in play when both power sources are working simultaneously. When operating as an EV, the rear wheels do the driving; when the gas engine is at work by itself, it powers the front wheels. Ride is firm, steering is direct (and sharper in Sport mode), and cornering lean is nicely controlled. There is some of the indifferent pedal feel endemic to hybrids with regenerative braking that contributes to battery recharging, but ultimate stopping power is still quite good.

Test Drive: 2020 Honda CR-V Hybrid Touring

The Countryman PHEV’s charge port is hidden behind this driver’s side trim panel (scroll down to the gallery to see a pic of the charge door open).

Much of what is new for the ’21 Countryman hybrid is cosmetic: two new exterior colors; optional piano black exterior trim; restyled headlights, grille, and front bumper; taillights with Union-Jack surface detailing; and new wheel options. Inside are changed surfaces and upholstery, a digital instrument cluster (that no longer tilts with the steering column), and a new design for the central instrument display. The redone central display retains a large, round screen in the center of the dash for audio, navigation, and other things like hybrid-system monitoring, however for the available space, some of the wording is small and not easy to read—an issue that also affects the more-compact cluster of driving gauges. “Busy” console-controlled infotainment is still utilized, but convenient rotating dials remain to set temperatures and fan speed for the dual-zone automatic climate system.

Other Signature-level standard features include heated leather seats, keyless entry and starting, forward-collision warning and emergency braking, Harman Kardon audio system, satellite radio, Apple CarPlay compatibility, 18-inch alloy wheels in a choice of styles, power liftgate, and two-panel panoramic moonroof. Another $3400 buys a Countryman SE Iconic with things like upgraded navigation, power seats, head-up display, 19-inch wheels, and more.

Quick Spin: 2020 Chrysler Pacifica Hybrid Limited

The Countryman PHEV’s powertrain is a turbocharged 1.5-liter 3-cylinder paired with a 87-hp electric motor for a total output of 221 hp. Eighteen-inch wheels are standard; ours were the “Pin Spoke” design finished in black.

The hybrid infrastructure robs the plug-in Countryman of a little rear-seat headroom and rear cargo space, but it appears that folks up to maybe 6 feet tall will clear the roof—and find enough legroom to enjoy the ride. The front sport seats, included on the test car as part of the Signature Upholstery Package option, provide added side grip for aggressive driving, but they’re firmer than some folks might prefer. Cargo room isn’t bad with the rear 40/20/40 seats up, and there’s an underfloor bin handy for holding the 120-volt home charger and maybe other small items. The rear seats fold almost flat but leave a gap between them and the cargo floor. Storage for personal items is handled by a large glove box, big door pockets with bottle holders, an open bin under the flip-up armrest, a small covered bin within the armrest, and pouches on the backs of the front seats. Two exposed cup holders are in the console.

Buyers may qualify for up to $5002 in one-time federal tax credits, beyond any local incentives that might exist. That can take some of the sting out of the price required for the Countryman SE’s individuality.

Test Drive: 2020 Lexus UX 250h Luxury

The Mini Cooper Countryman is the most premium–and priciest–member of the subcompact SUV category. You’ll pay an additional premium for the ALL4 PHEV trim level, but gain plug-in-hybrid capability for better all-around fuel economy and pure-electric driving for short trips… with little compromise to the Countryman’s fun-to-drive character.

Follow John on Twitter

Listen to the very entertaining Consumer Guide Car Stuff Podcast

2021 Mini Cooper SE Countryman ALL4 PHEV Gallery

(Click below for enlarged images)

2021 Mini Cooper SE Countryman

Test Drive: 2020 Volvo S60 T8

Written by: The Daily Drive staff on March 8, 2021.

For GREAT deals on a new or used Toyota check out Toyota of Orange TODAY!

News: Ford Pumps Up the Electric Volume on its Crown Jewel

Posted on June 27, 2020 9:21 am by admin
2021 F-150 Adds Hybrid, Confirms Full Electric Version

It’s only been five years since the last major redesign of the Ford F-150, not a long time historically in the truck world, but with competition heating up both in the traditional competitors and newcomers, Ford is pushing forward with the introduction of the all-new 2021 F-150, a remake of its best-selling and most lucrative model.

A new look for the F-150 (1 of 11)

The goal of the introduction this week, hosted by Ford spokesperson Dennis Leary and featuring a variety of Ford employees and F-150 customers, was to show that Ford is well-aware that its industry-leading position (best-selling truck for the past 43 years) is not something assumed, but an achievement to be re-earned every year. The 2021 Ford F-150 has a very simple goal—maintain and expand that market lead for another year or two.

Highlights of the introduction (some detail below) included the presentation of a new full hybrid model and confirmation that a full-electric version is coming. The other big takeaway is that electrification in a pickup take a significantly different form that in a sedan. In a truck application, the emphasis of a large battery is less on propulsion and zero emission miles than on providing a mobile power source for tools and toys.

Next year’s F-150, which will go on sale this fall, follows the typical pickup mold of offering a dizzying number of options in an attempt to provide a potential pickup for every possible buyer. The completely redesigned truck (every one of the aluminum exterior panel is new) will offer six engines, 13 different wheels and 11 grille options in a half-dozen trim levels.

Fuel Economy Focus

Aerodynamics & tough pickups don’t always go together

Although no official fuel economy numbers are available, Ford pointed out that it was the most aerodynamic pickup the company has ever designed, employing grille shutters, a new automatically deploying air dam and new cab and tailgate geometry to reduce drag and reduce fuel consumption on all models.

The new hybrid F-150 will use an all-new 3.5-liter EcoBoost V6, augmented by a 35-kW/47-horsepower electric motor. A 10-speed transmission and 1.5 kilowatt-hour lithium-ion battery (mounted between the frame rails so it doesn’t take up any passenger or cargo space) complete the powertrain.

The all-electric F-150 will come in 2022, according to Ford COO Jim Farley. When it arrives, it will likely face several competitors, including the Rivian R1T, GMC Hummer, Tesla Cybertruck, Lordstown Endeavor and Nikola Badger.

Electrification on the Job

Back to the present, Ford sees electric power as another tool for the job. The 2021 F-150 will come up with up to 7.2 kilowatts (kW) of exportable power, enough to run a generator and a variety of power tools through 120-volt and/or 240-volt outlets.

Plugs for all your jobs

Inside Ford has added a variety of high-tech features that point out how mainstream the modern pickup has become. One clever addition is that, with a few quick shifts of hardware, the center console can become a desk big enough to hold a laptop. Above that center console half of the F-150 lineup will have 12.0-inch touchscreen displays, matching what’s becoming the standard for the segment. The display will come equipped with Sync4, the latest version of Ford’s infotainment system. Ten new advanced driver assistance systems (ADAS) are going to be available.

Recognizing the variety of uses a truck might undergo, Ford has designed the front seats to recline 180 degrees, so not only is the pickup and office, but also a bedroom. Under the backseat is a lockable storage unit for stashing away valuables or expensive tools.

The Most List

What a pickup needs is a most list and Ford has drawn up a long one. The stated goal of the 2021 F-150 is to be able to tow the biggest load in its class, carry the heaviest payload, have the most horsepower and torque and also have the longest range.

More tech than seen in a pickup before

Don’t expect the competition to take this lying down, but Ford also had other news last week that went well beyond the news about the redesign of its best-selling product. The company laid out a goal of becoming of becoming carbon neutral by 2050 with three areas of focus that account for 95 peercent of the companies CO₂ emissions:
- Vehicle use
- Supply base
- Facilities
On the vehicle side, it’s putting $11.5 billion through 2022 into the Mustang Mach-E, Transit Commercial and fully electric F-150. It expects all of its manufacturing plants to use 100 percent locally sourced renewable energy by 2035.

Story by Michael Coates

Make sure to opt-in to the Clean Fleet Report newsletter (top right of page) to be notified of all new stories and vehicle reviews.

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Tech: Vonnen Shadow Drive—Innovative Hybrid Power for Your Porsche

Posted on May 28, 2020 5:48 am by admin

Powerful Inline Electric Hybrid System Adds HP To Our Favorite Sports Car

Since the first automobile, enthusiasts have always clamored for ways to hot-rod their cars to go faster. Over the years, carburetors, camshafts, turbochargers, superchargers, nitrous-oxide injection and exotic fuels have been the way to satisfy that go-fast itch.

With the current move to electrification of vehicle powertrains, hybrid battery-electric systems have become the newest method of gaining an edge. In racing, hybridization is now becoming the must-have technology to win.

Realizing the advantages of hybrid powertrains, Vonnen Performance, based in the heart of Silicon Valley, has developed an innovative aftermarket, bolt-on hybrid system that takes a regular Porsche 911 and adds an electric motor between the engine and transmission, along with a battery and control unit.

The Vonnen Shadow Drive (VSD)

A slim addition

The VSD electric motor is a thin-profile unit, about the thickness of a pizza box, that is sandwiched between the 911’s gasoline engine and the transmission, and replaces the stock flywheel and starter. The motor is tucked in the transmission’s bell housing, adding only about an inch to the powertrain’s length. With the hybridized powertrain installed, it’s impossible to see any changes to it looking into the engine bay from above or below. Despite its small size, the VSD motor adds 150 horsepower (hp) and 150 pound-feet (lb.-ft.) of torque to the 911’s powerplant.

Because the VSD is before the transmission, it benefits from the same torque multiplication that the engine does. It works with both manual and PDK transmissions, and both all-wheel and rear-wheel drive Porsches. VSD cannot power the car on its own, it’s purely an assist system, the mildest of all hybrid types, but it is still a wolf in sheep’s clothing. Unlike Turbos or superchargers, PSD generates no parasitic loss; its power is entirely self-contained, and its energy comes altogether from recaptured waste energy.

The VSD is a snug fit

The VSD is powered by a specially designed and built 1-kilowatt-hour Li-ion battery that sits at the bottom of the 911’s frunk and only takes up a few inches, so there is room for some luggage. The battery consists of six modules that are of unique chemistry for fast discharge and recharge. Its characteristics translate into having the speed of an ultracapacitor and the storage capacity of a battery. This design means that the battery can dump its entire capacity in less than a half a minute, and recharge by regeneration again almost as fast. Because the battery design is very resilient, it can do it over and over all day long.

The battery system and the VSD motor generate a lot of heat, so each has an independent coolant loop with additional radiators that sit in front of the stock 911 engine radiators.

The added battery is in the frunk

Controlling everything is the Vonnen Control Unit (VCU), a combination of a DC-to-AC inverter and a microcontroller. This part of the system is ingenious because it pulls vehicle data like throttle position, vehicle speed and other data from the 911’s CAN-Bus. It uses this data to calculate how much power the electric motor should produce, and when and how much regenerative energy to charge the battery during coasting or braking. But this is a one-way data transfer. Adding a VSD requires no reprogramming of the 911’s engine control unit, and the VSD is entirely invisible to it. The modified 911 is still 100 percent compliant with state and federal emission regulations.

A VSD adds 210 pounds to a 911, but, by removing the dual-mass flywheel, starter and adding a smaller 12V battery, the total weight gain is only 170 pounds or the weight of a typical passenger.

The handling characteristics of a VSD-equipped 911 is more balanced, too, because of the placement of the battery-inverter in the frunk.

The controller unit is ingenious

A smartphone app controls the VSD and is pretty easy to use. There are three buttons, Stealth, Sport and Overboost (think of Overboost as a Ludicrous Mode). There is even a fourth mode called Off. I never actually used this mode, but it could be thought of as a valet mode. Vonnen VSD software is updated through the smartphone app.

How Does It Drive?

To find out, Vonnen threw me the keys of its demo 911, a 2013 PDK-equipped base 911, and said enjoy yourself! This 911 is one that I am familiar with, having driven an almost identical one through Germany and Europe a few years ago. It’s a reasonably fast car, with 350 hp, 287 lb.-ft. of torque and a 0-60 in about 5.0 seconds, but it gets a little winded at over 130 mph on the Autobahn. I was keen on experiencing how this VSD-equipped 911 differed from stock.

An app to change your mode

The first two modes, Stealth and Sport, are what most drivers will use most of the time. They both add 150 hp and 100 lb.-ft. to the base 911’s 350 hp/287 lb.-ft., but they differ in their application.

Stealth is your daily-driver mode, with the power applied in the low- to mid-range, which adds just enough power for around town and that extra kick to show Teslas who is still the boss.

The whole package

Sport is my favorite because it applies more substantial power to the mid and upper ranges. This mode is for twisty roads and perfect for a Northern California backroad like Skyline Blvd. The VSD-equipped 911 also had a Porsche Sports Exhaust (PSE) with muffler bypass baffles on it that open when your right foot goes to the floor. This setup, combined with the electric motor and inverter whine, made for a loud, unmatched, perfect symphony. Of course, fuel economy is unchanged from the stock 911 and is dependent on the driver’s foot. The midrange power is entirely different from stock with an instant rush. Most times, the engine/VSD and PDK transmission were utterly smooth and unobtrusive, except when you got into it, and then the transmission shifts went from invisible to forceful, quick and deliberate.

Lastly is Overboost mode, which puts the VSD at full power. Horsepower stays at 150, but torque gets boosted up to 150 lb.-ft. zero-to-60 times drop from the stock 911’s 5.0 seconds to about 3.6 seconds. In Overboost, the exhaust is screaming with that distinctive sound that racing Porsches make and the electric motor and inverter whine sounds like killer bees behind you and, all the while, your eyeballs are crammed into the back of your skull. Like a fine wine, Overboost is something that is a treat, savored for special occasions. Overboost is suitable for about three or four runs before the VSD system dials back its power until its thermal management system cools itself down, which happened quite quickly.

The Bottom Line

The one significant consideration for the Vonnen VSD is the price, and it is a big one. Currently, the Vonnen Shadow Drive costs about $75,000 installed in your 991-series Porsche 911 (2012-2019) or 981-series Cayman or Boxster. Write Vonnen a check and in a few weeks, you get back a faster, cooler hybridized Porsche that is faster than any Porsche that your buddies have. The VSD is compatible with the entire 991 and 981 series, including the Carrera, Targa, Turbo and GT3. The exciting thing about the VSD is that you can move it from one compatible Carrera, Boxster or Cayman to another because it is a non-destructive installation mod.

Taking it out on the road proves the technology works

The current version of VSD is not for everyone, given it costs as much as some Porsches do today. Still, Vonnen is in development to support older generation Boxsters, Caymans and 996/997 Porsches. They are even working on a VSD for air-cooled 911s.

Beyond Porsche, Vonnen is looking at offering a VSD for other marques, too, but that is all they would reveal. Vonnen expects that with an expanded application catalog and cost reduction efficiencies for the VSD components, future versions of VSD will be more affordable. With Vonnen’s Silicon Valley ethos of constant innovation and ruthless cost reduction, it is only a matter of time before a VSD will be within reach of mere mortals like myself.

What impressed me the most is that with automobiles becoming more and more digital and emission systems becoming more complicated, the choices for vehicle performance mods have become much more limited. The beauty of the Vonnen Shadow Drive hybrid system design is that it will work with those systems without modifying them. Automobile electrification is inevitable, but for those who still love our internal combustion engines, adding a bit of electric charge to our rides is as good as it gets.

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