Yes, the electric models are rated in "e-MPG", which is then figured into the CAFE average, pulling it up significantly. This is the logic that Ford has provided for their shift to focus on the truck/SUV/crossover market while discontinuing sedans; they can achieve fuel economy targets using larger/heavier vehicles through hybrid/plug in hyprid and full electric powertrains.
I have no concerns regarding reliability of the Gen II Ecoboost, which is the same architecture used in the GT. Earlier builds (pre-mid 2018) may experience cam phaser noise, but it by no means affects every engine and is not detrimental to engine performance or longevity. The earlier models also used a 2-piece oil pan (aluminum upper, plastic lower) that can be susceptible to an oil leak on early builds (poor RTV adhesion from the plant). The issue was corrected in production through a new RTV process before the new one-piece aluminum oil pan was implemented.
The Gen II has a lot of positive attributes over the Gen 1 Ecoboost. Port/Direct Fuel injection (PFDI) was introduced to improve cold starting and emissions while eliminating carbon carbon buildup on the valves, the valve train was upgraded from Direct Action Mechanical Bucket (DAMB) to Roller Finger Follower for less friction and improved performance/NVH, the camshafts are hollow castings to save weight/reduce rotating mass, the turbocharger waste gates were upgraded to electronically controlled units instead of vacuum units to allow for precise control under all conditions, the turbocharger compressor wheels were upgraded to M-247 alloy for less weight and better spool speed with higher durability, and the timing chain design was revised for improved durability (2 primary chains instead of one).
In regards to Gen 1 Raptor (6.2) vs Gen 2 Raptor (3.5 HO), that more personal preference than anything. Both engines follow similar design principles (same engineering) and both are reliable, just a matter of what you're looking for in a truck engine.
