Ford announces 2.0-liter EcoBoost and dual-clutch gearbox for 2010
by Sam Abuelsamid on Jul 21st 2009 at 7:00PM 
Ford Explorer America Concept - Click above for a high-res image gallery
As reported earlier, Ford used its 2010 model year preview in Dearborn, Michigan to announce the next stage of the company's EcoBoost strategy for North America. The new 2.0-liter EcoBoost four-cylinder will arrive in 2010, and along with the new engine, Ford will also debut its Powershift six-speed dual clutch gearbox next year.
The Powershift uses a dry clutch system Ford claims is more efficient than the wet clutch systems used on some existing DCTs (see: VW DSG). Samardzich said the Powershift will yield a seven- to nine-percent efficiency improvement over current automatics. So far, Ford officials have remained mum on which applications will see the new engine or gearbox first, although there are several likely possibilities. Make the jump for more.
Brett Hinds, Manager of advanced powertrain engineering, wouldn't say whether the PowerShift would be paired with the new EcoBoost or even which vehicles it would appear in. However, Samardzich's charts compared it to the current 3.0-liter V6. According to Hinds, the four will be rated at about 230 hp and 240 lb-ft of torque. By comparison, the current V6 is rated at 240 hp but only 223 lb-ft of torque with a peak at 4,300 rpm. The EcoBoost reaches its torque peak below 2,000 rpm and stays there until about 5,500 rpm.
Like the current V6 EcoBoost, the new engine uses direct fuel injection and turbocharging to achieve its impressive output. A first for the new engine is twin independent variable cam timing. Both the intake and exhaust cams are adjustable independent of each other.
The V6 is currently used only in the Fusion/Milan and the Escape/Mariner, so those would seem to be the obvious applications for the new engine. However, when Ford showed its Explorer America Concept last year it was also listed as using either a 2.0-liter or 3.5-liter EcoBoost engine. The new uni-body Explorer will debut in 2010, so this would seem a suitable application. Another possibility is the Mustang where the turbo four could make a suitable replacement for the current 4.0-liter V6, a powerplant well past its expiration date.
There's also talk of a base engine application for the F-150, but the pickup's curb weight may be an issue. Also unknown is whether the new engine will immediately replace the V6 or supplement it as a premium option.
The new gearbox is currently used in several European Ford and Volvo models, mostly based on the C1 Focus platform. The U.S. Fiesta preview page has hinted at a dual clutch gearbox, so the best guess for the transmission would be fitted to the Fiesta and the new Focus coming later in 2010.
PRESS RELEASE
GIANT LEAPS, SMALL STEPS FURTHER FORD'S GLOBAL STRATEGY
- EcoBoost™ technology combines turbocharging and direct gasoline injection to improve fuel efficiency and lower CO2 emissions; the first 3.5-liter EcoBoost V-6 engines are debuting on 2010 Lincoln MKS, Lincoln MKT, Ford Taurus SHO and Ford Flex this summer
- Conventional powertrains continue to benefit from refinements such as Advanced Deceleration Fuel Shut-Off and Cam Torque Actuated (CTA) Intake Variable Cam Timing (iVCT)
- Ford's hybrid vehicle lineup expanding to include the Ford Fusion and Mercury Milan; all feature smaller, more powerful battery pack, enhanced electronic throttle control and electric air-conditioning compressor to reduce engine load
The EcoBoost Revolution
EcoBoost technology combines turbocharging and direct gasoline injection and is a key part of Ford's overall strategy to improve fuel efficiency and lower CO2 emissions company wide. The engines achieve better fuel economy and lower CO2 emissions compared with larger-displacement naturally aspirated engines without sacrificing power. Ford recently began series production of its 3.5-liter EcoBoost V-6, the first gasoline direct-injection twin-turbocharged engine produced in North America. With the fuel economy of a V-6, the 3.5-liter EcoBoost engine delivers 365 horsepower in the Ford Taurus SHO and 355 horsepower in the Ford Flex, Lincoln MKT and MKS, and a responsive 350 ft.-lb. of torque across a broad rpm range.
The 3.5-liter engine is the first in a wave of EcoBoost engines coming from Ford as part of a strategy to bring affordable fuel efficiency to millions. By 2013 more than 90 percent of Ford's North American lineup will be available with EcoBoost technology.
Hybrid Powertrain Advances
Bolstering its reputation as a world leader in hybrid technology, Ford introduced the new Fusion Hybrid and Mercury Milan Hybrid for the 2010 model year, doubling its hybrid offerings and delivering the best full economy of any midsize sedan. Along with Fusion Hybrid and Milan Hybrid, the Ford Escape Hybrid and Mercury Mariner Hybrid SUVs use many of the improvements engineered as a result of the hybrid car program.
All 2010 Ford Motor Company hybrids benefit from:
- 2.5-liter I-4 engine (155 horsepower/136 ft.-lb. 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.
Fusion Hybrid and Milan Hybrid also feature:
- Enhanced electronic throttle control that reduces airflow on shutdowns, reducing fueling needs on restarts.
- A new smaller, lighter nickel-metal hydride battery has been optimized to produce 20 percent 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.
- 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 percent energy recovery is achieved by first delivering full regenerative braking followed by friction brakes during city driving.
Constant Improvement to Conventional Engines
Naturally aspirated non-hybrid powertrains continue to motivate the vast majority of Ford, Lincoln and Mercury vehicles, and it's within this domain that engineers have faced their biggest challenges. But thanks to constant, incremental improvements, mileage increases – some significant – have been achieved on many Ford vehicle lines for 2010.
Some of the innovations include:
- Advanced Deceleration Fuel Shut-Off saves gas during normal slowdowns by temporarily interrupting fuel flow while maintaining optimal engine performance. 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 set low speed or when the driver accelerates again. Operation is automatic and requires no unusual actions from the driver.
- Electronic Throttle Control optimizes engine performance and fuel efficiency by eliminating a direct connection from the accelerator pedal to the throttle. Instead, an electronic actuator monitors the accelerator pedal, relaying driver input to the electronic throttle control system.
- Intake Variable Cam Timing (iVCT) varies spark and cam timing according to the engine load to optimize efficiency and emissions. This year the Ford 3.0-liter Duratec® V-6 engine also debuts the industry's first application of cam torque actuated (CTA) variable cam timing (VCT) technology, allowing for a smaller-displacement oil pump, improved fuel economy and increased performance.
- Electric Power Assist Steering (EPAS) reduces the load on the engine since a belt-driven power steering pump is no longer required; reduced engine load leads to lower fuel consumption.
- Flex Fuel capability allows engines to run on gasoline, E85 ethanol or any combination of the two. It is found on more Ford vehicles than ever before, giving drivers more options at the pump.
Transmissions Key to Improving Fuel Economy
Significant gains in transmission operating efficiency are delivering tangible mileage improvements. Already working with a state-of-the-art 6F six-speed automatic transmission featuring a wide 6.04:1 gear ratio to deliver good fuel economy and performance, Ford engineers re-examined every aspect of the unit to reduce parasitic losses.
Efficiency improvements for 2010 include:
- Reduced fluid level for lighter weight and faster warm-up.
- Higher transmission operating temperatures result in reduced fluid viscosity; the fluid then requires less energy to move throughout the transmission.
- Mechanical and electronic calibration improvements adjust shift points and lockup characteristics.
The 2010 Ford Fusion and Mercury Milan I-4 also come standard with a six-speed manual transmission instead of the previous five-speed manual. The additional gear on the I-4 provides better drivability and performance as well as fuel savings.
The first gear features a deeper ratio, which provides smoother acceleration. At the top end a higher overdrive gear ratio allows the engine to turn more slowly at highway speeds, aiding fuel economy, wear, and noise, vibration and harshness (NVH) characteristics.
Quest for Cleaner Emissions
One tangential benefit of Ford's drive toward better fuel efficiency is reduced exhaust emissions; simply put, there's less exhaust when less fuel is burned. Ford engineers continuously are improving active and passive emission control equipment to reduce the amount of CO2 and other pollutants.
Some of the latest advancements include:
- Ford's popular non-EcoBoost 3.5-liter V-6 uses a 10.3:1 compression ratio and close-coupled catalysts to help it meet stringent ultra-low-emission vehicle (ULEV) II regulations.
- Hybrid models use a wide-band lambda (oxygen) sensor to analyze the mixture and adjust the air-fuel ratio accordingly to minimize emissions.
Reader Comments (Page 1 of 5)
Brian 7:04PM (7/21/2009)
How do they expect NOT to be bankrupt/on the taxpayer teat by then given their cash burn and debt levels?
Reply
Poopy 7:16PM (7/21/2009)
Ford never filed for bankruptcy or took federal bailout money dumbass.
Brian 7:18PM (7/21/2009)
Not yet "poopy". That's why I said they probably will be in a year or two given their cash burn and levels of debt (mortgaged everything including their logo). And they have to compete against government-funded zombies like GM and Chrysler. Ford will follow in the latter's footsteps into government-funded C11 followed by zombieland soon enough, just watch.
no. 7:48PM (7/21/2009)
Quit being such a negative nancy.
Yaroukh 7:59PM (7/21/2009)
congratz, Mr. Brain, you have set a new record for 3-1*
Chris 9:11PM (7/21/2009)
Ford is amazing.
why not the LS2LS7? 9:19PM (7/21/2009)
Ford took money from the DoE for "retooling for making more fuel efficient cars". That's $6B worth of money, which is hell of a lot more than $0.
Brian 9:19PM (7/21/2009)
Oh noes! The Mulletmobile Mafia doesn't like me!
Sorry, the truth hurts.
Yaroukh 10:23PM (7/21/2009)
why not the LS2LS7?:
http://en.wikipedia.org/wiki/Loan
http://en.wikipedia.org/wiki/Mental_retardation
Yaroukh 10:25PM (7/21/2009)
@Brian:
> Sorry, the truth hurts.
I take it as your explanation for all the bullcrap you spit here on AB.
why not the LS2LS7? 10:39PM (7/21/2009)
Yaroukh:
http://www.autoobserver.com/2009/04/obama-administration-loans-chrysler-gm-more-money.html
The money to Chrysler and GM was loans too.
And it doesn't matter whether it's a loan or not, they were given our taxpayer money, the program was created in 2007 because the automakers were not coping with $4 gas when they made most of their money off gas-guzzling SUVs.
Make no mistake, Ford was in great need of the money and they got it, and it's our money.
Chris O 10:50PM (7/21/2009)
@Yaroukh:
Though he may have lacked some finesse in his delivery, Brian will probably end up being right. Ford is leveraged within a hair of its very existence. In the court of public opinion, Ford is definitely reaping the benefits of sidestepping an outright bailout and C11. To say that they haven't gotten help would be inaccurate... as LS2 mentioned, they have received government money directly. Also, indirectly their suppliers have drawn TARP funds.
Don't get me wrong, I think Ford is executing brilliantly at the moment - but then again, I think GM is executing pretty well, too. The predominant difference at the moment is the stigma attached to GM because of the bailout/C11.
Here are some reasons Ford has to worry, despite their execution:
1. Many estimates placing economic recovery somewhere between 2012 and 2014
2. Our economy isn't set up to handle extended periods of decreased consumer spending very well
3. Unemployment is at 9.5%, and is expected to be in double figures before the end of the year
4. Underemployment is fairly high
5. The domestic car industry may not consistently get back to a 10 million cars per year in the next several years
6. The WTO could drop the hammer on the US for the GM and Chrysler bailouts, and while that wouldn't seem to be a problem for Ford, it's also possible that the WTO could take issue with vendors/suppliers being given TARP funds.
While Ford is set up to generate revenue, they may not be able to make enough of it to cover their debt interest and balloons. In short, they may be profitable, but go C11 because they will default on loans and debt offerings.
why not the LS2LS7? 11:00PM (7/21/2009)
Ford is definitely more likely to pay back their loans than GM and Chrysler ever were. But right now, if things don't change, Ford will need additional bailout money. I think that the economy will get better and this is good news for Ford.
But as smart as Ford was to mortgage the company for cash, the cash only goes so far, and it's plus the $6B DoE loan will run out if they don't turn the ship around.
I think Ford has a huge advantage because they didn't file chapter 11. And it's an advantage they deserve. GM (and likely Chrysler too) knew the value of not filing bankruptcy, which is why GM insisted they wouldn't do it either. But they couldn't pull it off, they didn't make financial moves as smart as the ones Ford did.
Rogue_G 11:01PM (7/21/2009)
This is a topic about the coming awesome that is the 2.0 liter EcoBoost and dual-clutch gearbox, both of which have nothing to do with government money? Does this have to go on in every single topic on A-blog now? Go back to FreeRepublic please...
Greg 11:05PM (7/21/2009)
Whynot,
Gas prices were on average below $3.00/gal when the DOE program was passed, so in that way you are correct in saying that Ford was not coping with $4 gas because gas was not $4/gal yet. The program isn't for struggling companies as the company has to be viable to receive the loan. See the difference between a bailout of a bankrupt company and a loan to financially viable company.
why not the LS2LS7? 11:15PM (7/21/2009)
Greg, you're kidding me. Tesla, who has never made a dime, got money.
The money was a bailout, no one in the press stopped short of calling it then when it was announced.
Here's an example:
http://www.csmonitor.com/2008/1114/p25s07-usec.html
And the DoE program was signed into law in December 2007. Gas may not have been $4 then, but it wasn't far off in my area. And it kept rising toward the time when the program was funded. I can't believe you'd try to argue that the high price of gas was not causing auto companies problems in December 2007, especially those who made their money off big trucks. Do you actually have a point to argue there or are you just being ornery?
John 6:24AM (7/22/2009)
@LS2/LS7
Please give it a rest re the "Ford also took our money" thing. You show up every time someone tries to say that Ford did not go bankrupt, jump on a technicality about loans vs bailouts, and bore us to death with your attempts to drag Ford's brand down to GM's level.
Ford did not get your $$$$ to bail them out of bankruptcy, GM did. Ford's brand is ascending while GM's is currently in decline. Get over it.
SimbaDogg 1:06AM (7/23/2009)
@LS7
are you brain dead? are you seriously trying to equate the money they got for retooling to build more fuel efficient vehicles as a bailout? even though this money was approved by congress before the financial meltdown, and before the meltdown of the auto industry. i believe manufacturers like nissan, telsa, gm, and chrysler have all applied for and received this. its nothing more than a low interest loan (lower than the going interest rate in the market) to help NUDGE the auto manufacturers into actually retooling their factories to make these more fuel efficient cars. Jeezus man....
indijanac 7:07PM (7/21/2009)
It's not that hard to be better than the ancient 3.0 Vulcan engine.
Reply
gdgcrew 7:27PM (7/21/2009)
Ford killed the Vulcan 3.0L V6 after the 200MY Ranger, and yes, that was an old engine. The 3.0L used in the current Fusion and Escape is the more modern Duratec engine first developed in the 90's