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2010 Ford Fusion and Mercury Milan Feature New Engines, 6-Speed Transmission, New Hybrid System

30 October 2008

The 2010 model year Fusion and Milan, which will arrive in showrooms next spring, will offer Ford’s all-new Duratec 2.5-liter I-4, producing 175 hp (130 kW); an enhanced 240 hp (179 kW) flex-fuel capable 3.0-liter V-6 with 19 more horsepower than its predecessor; and a high end 3.5-liter V-6 that delivers 263 hp (196 kW) on the Fusion Sport model. Fusion models equipped with the 2.5-liter I-4 engine are expected to deliver at least 3 mpg better on the highway than the Honda Accord and 2 mpg better than the Toyota Camry.

All are paired with six-speed transmissions for up to a 10% fuel economy improvement and other new technologies aimed at improving performance while gaining fuel economy. The new lineup will also include Ford’s first sedan-based hybrid models. (Earlier post.) The more efficient hybrid system that debuts with the Fusion and Milan models delivers a more seamless driving experience and is expected to beat the Toyota Camry hybrid by at least 5 mpg in the city cycle, according to Ford.

The 2.5-liter I-4. First launched on the 2009 Ford Escape, the new Duratec 2.5-liter I-4 gives the 2010 Fusion 175 horsepower and 172 lb-ft (233 Nm) of torque, 14 more horsepower and 16 more lb-ft of torque than the preceding year’s 2.3-liter engine. The 2.5-liter uses intake variable cam timing (iVCT) technology to optimize valve timing, creating a broad torque curve that helps deliver increased power along with improved efficiency.

The powertrain also incorporates electronic throttle control (ETC), dual-mode crankshaft damping, new intake and exhaust manifolds, and a new underbody-only catalyst, which refine performance and contribute to greater fuel efficiency.

The 3.0-liter V-6. The improved 3.0-liter V-6 available on the 2010 Fusion delivers 19 more horsepower and 23 more lb-ft of torque for a total of 240 horsepower and 228 lb-ft (309 Nm) of torque.

The 3.0-liter features a new air induction system and ETC as well as an industry-first Cam Torque Actuated (CTA) iVCT technology that uses available camshaft torsional energy rather than pressurized oil to phase the camshafts. (Earlier post.) This allows for a smaller displacement oil pump versus traditional hydraulic VCT systems for improved fuel economy.

With this technology, we are taking energy that is in your engine today— energy that was previously wasted—and using it to make an engine more efficient. The cam torque actuated technology is a significant player in the 3.0-liter’s ability to provide customers fuel economy and performance.

—Steve Wilkie, supervisor of Cam Drive/VCT Design

This method uses torsional energy to move the camshafts similar to the way a hydraulic ratchet works. The system takes oil from one side of the phaser and channels it to the other side, rather than draining one side and filling the other as with a traditional hydraulic system. This allows the CTA system to work more efficiently at all engine speeds and it requires a smaller oil pump, which equates to lower parasitic energy loss.

CTA reduces oil pump flow requirements by approximately 25 percent, producing a fuel economy benefit up to 0.4 percent. In addition, the CTA-based system responds more quickly than a traditional hydraulic oil actuated VCT system, improving tip-in performance feel and contributing to horsepower gains.

The 3.0-liter is also flex-fuel capable and can run on E85, helping Ford deliver on a pledge made to double annual production of vehicles capable of running on renewable fuels by 2010.

The 3.5-liter V-6. The Duratec 3.5-liter V-6 joins the Fusion lineup for 2010, powering the Sport model with 263 hp and 249 lb-ft (338 Nm) of torque.

The 3.5-liter uses a compact, lightweight dual-overhead cam valvetrain for peak power and smooth operation at high RPMs. This engine also incorporates intake variable cam timing to optimize valve timing for a smooth idle and an impressive broad torque curve with good power. A high 10.3:1 compression ratio and aluminum cylinder heads designed for high airflow and optimized combustion help complete the package, supporting the engine’s ability to deliver great performance and fuel economy, along with low emissions.

The Six-Speed Trans. The Fusion’s engines are paired with the 6F35-Mid automatic transmission. When the six-speed is paired with the 2.5-liter engine, the Fusion delivers a 10% improvement in fuel efficiency along with increased power. The 3.0-liter configurations gain a 4-6% efficiency.

The Ford transmission team made several specific modifications to the 6F35-Mid to optimize its performance for Fusion, including using unique final drive ratios for the 2.5-liter and 3.0-liter, developing an improved converter lock-up for lower operating temperatures and efficiency, recalibrating the converter clutch to accommodate a fuel-saving aggressive deceleration fuel shut-off system as well as other tweaks to diminish parasitic losses.

A SelectShift function on the 3.0-liter applications was also added to give customers the option of a fun-to-shift manual experience.

The Fusion incorporates other advanced fuel-saving and performance technologies, including:

  • Electric Power Steering (EPS). The 2010 Fusion has a rack- or belt-driven EPS system. Available on the 2.5-liter and 3.0-liter engines, energy consumption of an EPS system is typically less than 7% of a conventional hydraulic rack and pinion power steering system, contributing to less fuel consumption. Ford has committed to fit up to 90% of its Ford, Lincoln and Mercury products with EPS by 2012 and first introduced a column-based EPS system on the 2008 Ford Escape and Mercury Mariner.

  • Adaptive Spark Ignition. Included on the V-6 configurations, this system can sense what type of fuel is being injected into the motor and communicates the information to the powertrain control module (PCM), which adjusts the spark accordingly. The ignition system features two knock sensors rather than one to further improve performance. These two sensors detect the presence of uncontrolled burning in the chambers more accurately, so the control module can retard engine timing as needed to eliminate the potential for engine knock and pinging.

  • Aggressive Deceleration Fuel Shut-off. The 3.0-liter V-6 also regulates its gas consumption by using aggressive deceleration fuel shut-off for an efficiency improvement of approximately 1%. When the driver releases the accelerator pedal to slow down, the system temporarily turns off the fuel. The flow of fuel seamlessly resumes when the vehicle reaches a low speed or when the driver accelerates again. The system uses the transmission to keep the engine running at a low, more efficient operating point whenever possible. This system will be added to the 2.5-liter lineup later in the 2010 model year.

The new hybrid system. The hybrid system for the Fusion and Milan hybrids supports operation in all-electric mode at speeds of up to 47 mph; a smaller, lighter NiMH high-volt battery has greater charge capacity and range than the previous generation battery. The hybrids have a range of more than 700 miles of city driving on a single tank of gas.

The next-generation hybrid system features:

  • 2.5-liter 4-cylinder engine (155 hp/116 kW with 136 lb-ft/184 Nm of torque) running the proven Atkinson cycle mated to an electronically-controlled continuously variable transmission or e-CVT.

  • Intake Variable Cam Timing (iVCT), which allows the vehicle to more seamlessly transition from gas to electric mode and vice-versa. The spark and cam timing are varied according to the engine load to optimize efficiency and emissions.

  • Enhanced electronic throttle control reduces airflow on shutdowns, reducing fueling needs on restarts.

  • Wide-band lambda sensor analyzes the air-fuel ratio and adjusts the lean/rich mixture accordingly to keep the system in balance and to minimize emissions.

  • A smaller, lighter nickel-metal hydride battery has been optimized to produce 20% more power. Improved chemistry allows the battery to be run at a higher temperature and it is cooled using cabin air.

  • An added variable voltage converter boosts the voltage to the traction battery to operate the motor and generator more efficiently.

  • A new high-efficiency converter provides 14% increased output to accommodate a wider array of vehicle features.

  • Smarter climate control system monitors cabin temperature and only runs the gas engine as needed to heat the cabin; it also includes an electric air conditioning compressor to further minimize engine use.

  • The regenerative brake system captures the energy normally lost through friction in braking and stores it. Nearly 94% energy recovery is achieved by first delivering full regenerative braking followed by friction brakes during city driving.

  • A simulator brake actuation system dictates brake actuation and delivers improved brake pedal feel compared to the previous generation braking system.

October 30, 2008 in Engines, Fuel Efficiency, Hybrids | Permalink | Comments (30) | TrackBack (0)

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I read on the Motor Trend website that the Fusion hybrid should get fuel economy of approx. 40 mpg. Ford is rather late to the party but they are still a very welcome guest with this offering. Make it a plug-in and then we really will be talking!

Go Ford!

This is good news, especially since there hasn't been a lot of positive automotive news lately...

Ford is announcing another upgrade to the basic Model T concept.Isn't there a better way to move people? Incremental improvements are good. But when is an American car company going to stop following the Japanese and do something that changes the game? Wouldn't the billion$ congress is going to spend bailing out the big three be better spent on a car company like Aptera? With that kind of money they could develop an entire line of new cars that change the world. Carbon fiber aerodynamic bodies, light aluminum roll cage frames, solar roof panels to keep the interior cool in the summer and warm in the winter when parked, circuit boards instead of miles of wiring, plug-in hybrids that get over 100 mpg, 90% fewer moving parts to wear out. The earth needs a better idea, and I want one because they look really cool.

Picture someone turning back their Explorer/Expedition/Excursion for a hybrid Fusion and smile.

Impressive indeed for a mid-size sedan!

Even the non-hybrid is said to get ~33mpg highway figures (4 cylinder). That is a 5mpg improvement over the previous 2.3L 2009 Fusion (18% gain). I wonder what city fuel economy rating it achieves?

Note: 5mpg gain considering the Automatic 2.3L Fusion to compare apples to apples. 4mpg gain over the 5spd manual but we don't have numbers for the 2.5L 2010 Fusion 5 spd version.

This represents a very thorough upgrading of the "family car" line of the Ford domestic offerings.

The very heart of this auto-maker's product line receives several attractive, and even neat pieces of engineering, as Ford attempts to produce more fuel efficient vehicles.

For all the uneducated green wackos who blather on perpetually, about a primitive offering of some soon to be forgotten never-was-and-never- will-be automaker, this is mainline engineering on an automakers heart of its offerings, that thousands of consumers will purchase.

Ford has shown with its Eco-boost approach that its well respected foreign market product lines can be improved and made acceptable to performance preferences of US drivers and it is. The fruits of that effort will soon appear on our shores in Ford factories and dealerships.

Despite the pleas of the car-haters, "A" and "B" segment compromise offerings are merely compromises for stressed foreign auto buyers where fuel prices, raised to excessive levels by taxes, have had them forced into tiny vehicles that they basically would not purchase otherwise.

The wonders of government planners and "taxes" to do no one good, has never been fully understood.

But Ford has a attractive collection of "A" and "B" vehicles that it vends to the Socialist havens, and these are coming to America by 2010.

What Ford did not have was an answer in the "C" and "D" segments that represent most of the domestic US market. Now they do. They have the improved engine lines 2.5 I-4, 3.0 and 3.5 V-6 lines that are needed to compete in the business,going forward,along with a n improved hybrid drive-line that is suitable for a decade.

They now have the transmissions, plenty of 6-speed transmissions with the tuning to take advantage of each engines characteristics, along with CVTs.

They have the some brilliant engine and and power-train updating, such as cam torque augmented VVT, along with electrified components like EPS, EVHAC, ETC and advanced fuel metering.

The hybrids for the Fusion/Milan look just like what would be expected of a thoroughly improved hybrid drive-train of the classic Toyota HSD variety. This basic design may be getting obsolescent due to the inefficiency of routing soem 20% of power through a double conversion; but it can still compete when updated for refinement and further efficiency. The voltage up-rater appeals to an engineer's ethos, as does the aggressive approach to fuel shutoff that could ordinarily produce an uneven power flow; but when regulated, as Ford appears to have done, will stretch fuel economy a few more smidgens.

As oil prices plunge, there was fear that America and then its automakers would revert. ford has demonstrated it too late for that. The Oil Sheiks and Oil Commissars will rue the day they committed this latest and probably last oil shakedown. With Three of the Four major markets for oil now thoroughly capped and not expanding. Transportation, the last expanding market, has found its efficiency and energy substitutes, and the Oil gougers will be begging for buyers at any prices, within this decade.

I'm glad they are making forward progress, though can't figure out why they didn't use a 1.4L engine for the hybrid (or a 1.0L w/electric supercharger) to obtain competitive hybrid performance. I don't hear complaints from Prius drivers (which includes myself) about lack of power, so they must be on autopilot with regards to the perceived want for power in American drivers. I imagine they are taking baby steps, but impending oil production issues could bury them unless they speed things up dramatically, and across all of their 2010+ product lines. They need to introduce something to compete with the Aptera, Loremo, VW 1 liter, etc.

The Atkinson cycle requires a larger piston displacement in order to be effective (for a given torque output). For what it's worth, the Camry hybrid (which is a more fair comparison) uses a 2.4 litre engine ... scarcely any different.

Many Prius non-owners who have driven them (includes myself) HAVE found the driving experience to be less than adequate. That's largely why I don't own one. The lack of driver involvement is not a "Prius thing", it's more of a "Toyota thing", since Corollas and Camrys are equally uninspiring.

My opinion here? Ford is doing the right thing.

Good stuff from Ford. Now make a wagon/hatch version, and I'll buy one.

We needs more cars like that!!!

Another nice design by Ford. Now, will they actually build them? The Escape has been out for a few years. Out of stock, that is.

Way to go Ford! The steps are probably too small for most of the folks on this site, but it is a step in the right direction nonetheless. I have a 4 year old Escape and I was really nervous about buying American figuring the car would be in the shop a lot. I have had zero problems.

Ok, I will be the "Debbie Downer" on this post as well. Wouldnt it be better if Ford could just take a 2.4 like Honda, and get 190 hp from it, and stick a 6spd on it? No, they have to always have deceased power to displacement ratio. Its like they are playing catch up from 3 years ago.

A 10 percent improvement? Thats it? Great Scott, lets not go overboard here. The 2.5 will still only average about 24. Perhaps 25. Good land, I get nearly that in my 2004 Element that is aerodynamic-impared.

Heavens, the iVCT was just procured from Borg Warner recently. Its not like Ford developed anything on their own, you know.

*rolls eyes* Not impressed with Ford. Again.

Nate H.
Dover, Ohio

Nate, it's not about power/displacement, otherwise car manufacturers would be using 1000cc motorcycles engines.

The base 2.4L engine in the 2008+ Accord makes 177hp and 161 lb-ft of torque, vs. 175hp and 172 lb-ft of torque in the 2.5L Fusion. Those are very competitive numbers.

The Fusion DOES utilize a 6 speed transmission vs. the 5 speed transmission in the Accord. Furthermore, the Accord is only rated for 30mpg on the highway, while the Fusion will likely hit 33mpg.

Clearly the efficiency of the 2010 Fusion is a step ahead of any other mid-size, non-hybrid car on the market, save the new Chevy Malibu.

By my count, that's one year behind Honda, but one gear, 3 mpg, and one hybrid ahead.

With regards to the hybrid version, the use of the Atkinson cycle inherently means less torque for the displacement of the engine.

For a vehicle destined to be a daily driver, "power per unit of fuel consumed" is by far more important than "power per size of engine". A slightly larger but mildly-tuned, and possibly Atkinson-cycled, engine will generally be more efficient than a small engine that has been tuned for absolute maximum power output.

I hope Ford does well with this.

Nate, Nate, Nate...go back and check the numbers it is a near 18% improvement not 10%. This isn't Honda getting their Accord from 30mpg to 33mpg (10%)...this is Ford getting their Fusion from 28mpg to 33mpg (17.8%). No matter how you try to distort the FACTS because you think it helps you to make some off the wall point (which I think is that America sucks at making products??? is that what you are trying to say?) they are still FACTS that are easily researched to disprove your vitriol. Thank you and have a great day/night/morning or whatever the case may be for your locale at this time!!!

I agree with the 1st post, this just an incremental improvment to track the Japanese quality. Not real innovation, 33MPG highway, that is a joke, I do 35MPG with my Honda Accord LX from 1994 which still one of the most confortable car on the road (thanks partly to the excellent design of the seats).

I would have expected at least the direct injection and the start and stop system (or regenerative braking alternator) on every model that would be 15 to 20% fuel saving.

I would also expected some drag reduction and weigth reduction , but none claimed.


So for me it is a non starter

Brian P., thanks for pointing out the Atkinson cycle difference. Does anyone have links to engine performance metrics for Atkinson cycle, such as a BSFC chart (like this one for a VW 1.9L diesel)?

There is no defined, fixed amount that an Atkinson cycle will reduce torque relative to standard Otto-cycle cam timing, because it depends how far the approach is taken. (You can delay intake closing a little bit and get a little efficiency improvement and a little reduction in torque, or you can delay intake closing a lot and get a bigger efficiency improvement and a bigger reduction in torque.)

You can use the engine in the Prius as an example, because that 1.5 litre engine is essentially comparable to the 1.5 litre engine in a Yaris but with different cam timing and a higher mechanical compression ratio (which is allowed because of the reduced volumetric efficiency - delayed intake valve closing lets some of the air back out of the cylinder, so you can compress what's left a bit more). I don't have the exact figures on hand, but in the Yaris application that engine makes something over 100 hp, and in the Prius application it's mid-seventies.

Complicating matters even further, which even further stresses that there is no single answer, is that variable-cam-timing strategies can be used to get Atkinson operation at part load, and standard operation at full load.

If you acheive 35mpg in your 94 Accord which is rated anywhere from 27mpg to 29mpg highway (depending on tranny) then you should have no problem getting close to 40mpg in a Fusion. Your "anecdote" does not replace a standardized test which the vehicles are submitted to in a uniform fashion. Even under the "old" system your Accord was never rated at 35mpg.

Brian P, what would be interesting is if ford put their atkinson engine from the hybrid and put it in the car with the 6 speed gearbox.
It's all off the shelf and no added complexity/cost.
I think the VCT takes away the problem with weak low end torq and the 6 speed gearbox helps too.
I wounder how much that the virtual downsize and overexpansion of atkinson would help the fuel consumtion.

Mazda saves around 10% with same sized engine with "miller" cycle and CVT gearbox, i think it's in their small car demio/mazda2.

swisch, the current standard-equipment 1.8 litre Honda Civic engine already does what you suggest, although Honda doesn't make a big deal of it. Don't exclude the possibility that Ford is already including this functionality in the variable-cam-timing strategy.

Do honda really use that high compression as the atkinson engines in the hybrids from toyota and ford.
Don't honda just use late and early valve closing to reduce pumping losses?
The honda engine got 10.5:1 in compression and ford 12.5:1 , toyota camry the same i think and the prius 13:1 (the first ones 13.5:1).

Adam:

The 2.4 in the Accord can have up to 190hp, which you didnt mention, and still get the 30mpg highway--with a 5speed. You are leaving out details to acheive your point.

No name poster: The Fusion is smaller than an Accord overall. No triumph in getting a 17.8% gain over a previous version. Its a smaller car.

Still no hard core facts to make this revamped Mexican-Made Ford some new big whoop in my book.

Nate H.
Dover, Ohio

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