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Ford to Introduce 9 New or Upgraded Engines and Six New Transmissions in North America This Year

Ford will introduce nine new or upgraded engines and six new transmissions in North America this year as part of a five-year effort to overhaul its entire global powertrain portfolio. (Earlier post.) By the end of 2010, nearly all of Ford’s North American engines will have been upgraded or replaced since 2008, according to Barb Samardzich, Ford vice president, Powertrain Engineering.

The push began in 2008 and continues through 2013 and includes 60 new or significantly upgraded engines, transmissions and transaxles globally over the five year period. One of the advanced and fuel-efficient North American powertrains will be the 2012 Ford Focus’ all-new normally aspirated 2.0-liter direct fuel injection engine, the first of its kind in a Ford vehicle in North America.

In 2010, Ford will launch new engines and transmissions in Fiesta, Mustang, Super Duty and F-150. Among the new powertrains are:

  • Fiesta’s Ti-VCT 1.6-liter engine and PowerShift dual clutch transmission will deliver an estimated 40 mpg on the highway, topping both Honda Fit and Toyota Yaris. (Earlier post.)

  • Mustang’s new Ti-VCT 305-horsepower, 3.7-liter V-6 with six-speed automatic in the 2011 Mustang will deliver at least 30 mpg on the highway.

  • Mustang GT gets a new 5.0-liter V-8 that cranks out a 412 total horsepower and 390 ft.-lb. of torque yet delivers at least 25 mpg on the highway. (Earlier post.)

  • A new Ford-designed-and-built 6.7L Power Stroke V-8 diesel for Super Duty trucks will run cleaner than the outgoing model. The 2011 Super Duty also gets a new 6.2-liter gasoline engine.

Other new Ford powertrains coming in 2010 include an EcoBoost 3.5-liter V-6 for the F-150. The EcoBoost 3.5-liter twin-turbocharged engine delivers the thrust and performance feel of a V-8, with the fuel efficiency of a V-6. Current EcoBoost-equipped models are delivering up to a 20% improvement in fuel economy and a 15% reduction in CO2 emissions versus larger-displacement engines.

By 2013, Ford plans to offer EcoBoost engines on 90% of its product lineup with annual volume of vehicles with EcoBoost at 1.3 million globally.

Toward the end of the year, a new 2.0-liter Ti-VCT four-cylinder for the next-generation Focus will mark the first introduction of a normally aspirated direct injection engine to the powertrain lineup. The all new engine will launch on the 2012 Focus in North America.

Powertrain components scheduled for 2010
EnginesTransmissions
  • 1.6-liter Fiesta I-4
  • 2.0-liter Focus DI I-4
  • 2.0-liter Ecoboost I-4
  • 3.5-liter F-150 EcoBoost V-6
  • 3.7-liter Mustang V-6
  • 5.0-liter Mustang V-8
  • 5.4-liter Shelby GT 500 V-8
  • 6.2-liter Super Duty (gas)
  • 6.7-liter Super Duty Power Stroke
  • 6-speed automatic FWD
  • 6-speed PowerShift Fiesta
  • 6-speed PowerShift Focus
  • 6-speed manual Mustang
  • 6-speed automatic Mustang
  • 6-speed automatic TorqShift Super Duty

Comments

ejj

Looks like Ford will be the leader with big engine efficiency --- since Chrysler is limiting multi-air to its smaller engines.

alpha1847

Chrysler has announced on several occasions that the Pentastar V6 will get Multiair as soon as possible. They just, smartly, decided to focus on the higher-volume World 2.4 first. They weren't going to get the Multair integrated with the Pentastar in time for it's initial release in the Grand Cherokee - that would be unrealistic.

Stan Peterson

Its very nice to see that Ford is replacing virtually all its engines in all its light vehicles, with very modern versions. The trucks get the least help but in priority that is to be expected. The mid-size truck diesel is conspicuously absent, and may be still-born.

All these new engines outside of the V8s, are all alloy, multi-valve, DOHC, and dual VVT, all will get GDI, and some will get Turbos. But glaring in absence is any engine with Variable Valve Lift, VVL.

Early, simple VVL appears elsewhere, such as in some Honda engines. But most importantly in the GM HCCI testbed demonstrated last year.

Until you can do away with the throttle, and regulate each cylinder's flow, separately by its own valves, you really can't go on to HCCI operation, except in a very narrow range of operational rpms.

Homogeneous Charge Compression Ignition, HCCI, is the engine technology that makes a Spark-Ignited, SI, gas ICE engine produce the same fuel economy and mileage as a diesel; but without the heavier engines, and does it much cleaner. It accomplishes this by turning them into Compression Ignited, CI, engines like diesels, but only for each stroke of each cylinder when it can be done. HCCI ICEs are even cleaner than conventional ICEs that can already be Zero pollution vehicles, even now. HCCI also allows eliminating most of the large expense of diesel cleanup equipment too.

HCCI will be needed on all conventional, fossil fueled vehicles to meet the CAFE rules of mid-decade.

Stan Peterson


For Comparison:

Chrysler is getting VVL for both its small I-4s, and modern large 'World' I-4s, and new Pentastar V6s, from Fiat, and labeled 'Multi-air'. All these engines, except the Hemi, are all alloy, DOHC, VVT, multi-valve, chain drive. Chrysler's technology including VVT and MDS in the OHV Hemi V8, is better than most others for V8 truck and some performance applications. It has a connection to Cumins for thoroughly modern and very desirable truck diesels too. Its engine technology is fine. Chrysler's problems exist in its transmissions. It needs a tough, heavy duty 6-8 speed, RWD, truck automatic. And a very beefy 6-speed dual clutch automatic for its high performance larger cars. A transmission that can handle more torque than its C635 6-speed dual clutch automatic, can handle.

GM is ahead in some areas, for example its large Ecotec I-4s, and HF 2.8-3.6 liter V6s, which are thoroughly modern with all alloy, VVT, DOHC, multi-valve, and some GDI, and some turbos. The HCCI testbed used a modified Ecotec I-4 with VVL added, and a better engine control microprocessor. Its smallest I-4s, labeled Family 0, are competitive, if older. Thes are being designated for use in Spark, Aveo, Cruze, Orlando, Granite and and Volt.

But its Family 1 engines are comparative dinosaurs and these antiques need replacement with a clean sheet design, engine family as Ford is doing.

It too needs a mid size truck diesel but it too canceled development on a mid 4 liter truck diesel. It also needs a dual clutch automatic, both big and small versions, both RWD and FWD, for its cars and trucks. Which it doesn't have, at all.

But for the first time in 40 years, every domestic manufacturer has more modern engines, virtually across the board, than anybody, anywhere else, in the world.

It a pleasant commentary that the cheapest, most plebeian sedan from the domestic manufacturers, has a more high tech engine, with all the features, like DOHC, Multi-valves, fuels injection, VVT, than any exotic sports car from Ferrari, Lamborghini, Aston, Jaguar, etc of only ten years ago.

HarveyD

Thighter CAFE rules may be one of the best way to force vehicle manufacturers to improve overall engine and vehicle efficiency.

The time may have come to progressively raise CAFE to 50+ mpg. That would force the accellerated introduction of improved ICEs, HEVs, PHEVs and BEVs.

Stan Peterson

Harvey D,

Why don't you wait until the automakers acheive the extreme standards that are already imposed? I doubt that trucks can ever achieve a CAFE of 42 mpg; and might not make 35 mpg, and you are already campaigning for 50 mpg.

I think it is entirely possible to get cars, even the largest mid-size, to triple digits with EREV architecture within two decades. But that is still not very applicable to real trucks, that must haul and tow.

Despite your intolerant punitive nature, there is a natural limit beyond which the Laws of Nature intervene with your desires. And the Law of Gravity is not a conspiracy, passed by some cabal of evil oil conspirators.

Now that chemical fueled ICEs have been cleaned to zero pollution levels; and the recent massive increases in oil reserves, in both conventional and heavy oil, so supply is no longer a true problem for three to five or or more centuries; the only real issue is economic and national security.

Besides, all we really want to do is break the Oil Cartel and return oil prices to some reasonable semblance of reality to the cost of production and reasonable profit. It hasn't been there since the oil nationalizations of the late sixties, and the true unlimited avarice demonstrated of short-sighted politicians rather than businessmen.

If you reflected for a moment, Mr. Harvey D Robespierre, you would realize that the recession induced reaction to oil price rises in all four Oil Spike occasions of the last 40 years, resulted in a maximum decrease in demand of only four percent.

That four percent reduction was enough to create a collapse in oil prices, in every case. Since the oil price is nowhere near real costs, it is costless to raise production, and it is easy and very profitable to be the cheater member of the Cartel and raise production.

Even in a market not truly free, the price still is sensitive to demand.

The new electric substitutes in Transport, hold the prospect of much larger than four per cent reductions in demand in this next decade; I would expect as a result, oil prices to steeply decline.

Will S

Why don't you wait until the automakers acheive the extreme standards that are already imposed?

They could do so easily in a hurry, but they keep pumping out V8s and hi perf V6s, not to mention bubba-ready SUVs and other light trucks.

Indeed, the automakers had prototypes of vehicles in the 72-80 mpg range as part of the PNGV program in 2000 before Bush pulled the plug on it with a bait and switch with the "FreedomCar"...

Will S

the recent massive increases in oil reserves, in both conventional and heavy oil, so supply is no longer a true problem for three to five or or more centuries

No industry expert is even remotely close to this number. This is pure fantasy out of touch with any reality.

In fact, the IEA recently said that conventional oil would peak in 2020, and heavy oil would be all that could be used to fill the ever widening gap between supply and demand. Heavy oil comes in many grades and is often sour (hard to refine) and/or too thick to pump. Hence the tar sands have to be scooped and heated to crack the hydrocarbons out. Some interesting techniques are being tried (THAI), but too many obstacles still remain. And 'oil shale' takes too much energy to extract to be worth the bother.

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