Ford's EcoBoost Engine

[Keith Browning]

Quote:

Ford's EcoBoost Engine Excites Marketer
DEARBORN, Mich., Sun Jan 06, 12:05 AM

Soon after Jim Farley became Ford Motor Co.'s marketing chief after a 17-year career at Toyota, he took a spin in a subcompact with Ford's new direct-injection, turbocharged engine.

"I couldn't wipe the smile off my face," Farley said. "I've never driven a Toyota like that, ever. The torque, out of that kind of displacement — in this case a 4-cylinder — was shocking."

It's a good thing he feels that way, because one of Farley's first and most critical assignments as vice president of global marketing will be to sell Ford's engine — dubbed EcoBoost — to buyers bewildered by the ever-growing options in vehicle technology.

Ford sees the EcoBoost four-cylinder and six-cylinder engines — which will be unveiled at this month's North American International Auto Show in Detroit — as a key part of its strategy to improve fuel economy in the near term, along with improved aerodynamics and lighter materials.

The 2009 Lincoln MKS sedan, out later this year, will be the first Ford vehicle with EcoBoost as an option. Ford said EcoBoost will give the MKS's 3.5-liter, twin-turbocharged V6 the power and torque of a V8.

Ford says EcoBoost can deliver up to 20 percent better fuel economy and a 15 percent improvement in emissions without compromising driving performance. It's also promoting the engine as a less expensive alternative to hybrids and direct-injection diesels. Ford didn't reveal how much EcoBoost will cost, but said customers can expect to recoup their initial investment through fuel savings in two-and-a-half years, versus seven-and-a-half years for a diesel or nearly 12 years for a hybrid. EcoBoost is also ethanol compatible.


With direct injection, fuel is injected into each cylinder of the engine in small, precise amounts, which improves fuel economy and power. The turbocharger uses waste energy from the exhaust gas to drive the turbine.

Casey Selecman, manager of powertrain forecasting for the auto consulting firm CSM Worldwide, said Audi, Volkswagen, General Motors Corp. and others have had similar technology on U.S. roads for several years now, but Ford is aiming for higher volumes. The company hopes to put EcoBoost engines on 500,000 vehicles annually by 2013.

"I think this is really going to be a brave one. We're going to have to invest. We're going to have to tell customers how we're different," Farley said. "Direct-injection gas is really a technology that could be implemented in the millions. It's significant. It's broader."

Farley said U.S. drivers aren't as familiar with direct injection as drivers in Western Europe, who quickly embraced direct-injection diesels as a way to cut high gas costs. Many U.S. truck buyers also have adopted direct-injection diesels, Farley said. Now it's his job to bring that technology to the masses.

"We need to simplify things for customers. As marketers, it's unrealistic to expect customers to understand high-pressure direct injection or forced induction in turbocharging," he told The Associated Press in a recent interview.

"Let's face it. Ford is a populist brand. On a good day, when Ford works right, it's a company that democratizes technology."

Farley is an executive who democratizes marketing. The intense, mop-haired 45-year-old, who is widely credited with the success of Toyota Motor Corp.'s Scion brand, said he came up with Scion's marketing plan after a two-hour conversation with a security guard.

At Ford's recent holiday media party, which was held in the same complex where Farley's grandfather once worked in a Ford foundry, Farley skipped the hors d'oeurvres and huddled in a back room with one of the maintenance men so he could get an honest opinion of the new F-150.

"That's me. I'm off somewhere else. That's what I'm good at. I'm good at diving in, unlocking the secrets, and really taking advantage of opportunities where it looks hard to others," Farley said.

"I enjoy it, and I think there's no bigger opportunity in the automotive space than Ford Motor Company right now, because I think it's a brand people really do love."

Alexander Edwards, who heads the automotive division of the San Diego-based Strategic Vision consulting group, said Farley was extremely well-regarded at Toyota. Ford's current workers have survived drastic employment cuts and are eager for leadership, Edwards said.

"Jim Farley is someone who knows what can be done if he understands the culture Ford is in right now," Edwards said. "The message needs to be reassurance, both to the people who will be working at Ford and to the customers."

In recent years, Ford has been battered by fierce competition, quality issues and high gas prices, which slashed sales of sport utility vehicles. Ford lost $12.7 billion in 2006, and the company's U.S. market share has plummeted to 15 percent from 25 percent a decade ago.

The latest blow came last week, when Toyota overtook Ford as the No. 2 automaker by U.S. sales behind GM, a position Ford had held for 75 years.

In the past, Farley said, Ford didn't have a good enough story to tell to customers. But the company has vastly improved quality, safety, resale value and other measures, and those strides have been noted by Consumer Reports and others. Its crossovers — the Ford Edge, Ford Escape and Lincoln MKX — were runaway hits in 2007, and the F-150 remains the best-selling vehicle in the U.S.

But Ford cars still are not getting the consideration they should, he said, so he's developing a new marketing plan that will try to re-establish trust. As part of that plan, he wants to decentralize marketing, involve more local dealers and make better use of auto shows.

"That's the place where you can turn people on. So many companies go to auto shows and it's like a parking lot," he said. "It should be a hands-on museum, like a kids' museum."

Farley said he feels a deep obligation to Ford's workers to communicate the company's progress. He's gone so far as to meet with psychologists to figure out how to reach customers who are apathetic about the company.

"We can't unlock this unless we're real honest. We have to look in the mirror and say, 'OK, no baloney. Where are we with customers? Take away Mustang and F-series, and where are we? Who are we?'" he said.

"When I do that, I see customers who want Ford to succeed, but they put the burden of responsibility on the company to unlock that key. You tell me why I should care about your company."

[Alex Bruene]

I was getting a bit excited there, thinking that Ford was finally going to come out with a diesel car (again)... but after reading deeper, it appears to be a direct injected gasoline engine... too bad... when will they figure it out?

[DamageINC]

Too bad?? I've been waiting forever for us to finally have a direct-injected & turbo'd gas engine. The capability is unreal.. aside from great power & torque, decent milage, and much more consistent fuel quality, it also holds AMAZING performance potential.

 

The ability to inject fuel on the exhaust stroke is going to make building boost at low load/rpm very easily achieved. You'll be able to spool up in neutral! Turbo lag could potentially be almost entirely eliminated, and you won't have to worry about choking the top end out either.

 

There was always that fine-line between good boost response and top-end power that got smeared because it was either "one or the other" that you were kinda forced to choose between. Smaller turbos will inherently make boost quicker, but they become a restriction once the rpm's get higher and power production is at it's highest. This technology can allow us to use the larger compressors without the inherent boost lag that wuold normally come along with te scenario..

 

Gives me a woody.

 

Dave

[Tony302600]

Too bad?? I've been waiting forever for us to finally have a direct-injected & turbo'd gas engine. The capability is unreal.. aside from great power & torque, decent milage, and much more consistent fuel quality, it also holds AMAZING performance potential.

 

The ability to inject fuel on the exhaust stroke is going to make building boost at low load/rpm very easily achieved. You'll be able to spool up in neutral! Turbo lag could potentially be almost entirely eliminated, and you won't have to worry about choking the top end out either.

 

There was always that fine-line between good boost response and top-end power that got smeared because it was either "one or the other" that you were kinda forced to choose between. Smaller turbos will inherently make boost quicker, but they become a restriction once the rpm's get higher and power production is at it's highest. This technology can allow us to use the larger compressors without the inherent boost lag that wuold normally come along with te scenario..

 

Gives me a woody.

 

Dave

/forums/images/%%GRAEMLIN_URL%%/fouet3.gif /forums/images/%%GRAEMLIN_URL%%/fouet3.gif Down boy....or back to the cage.

[Jeff_]

Speaking of woodys and Gasoline Direct Injection... /forums/images/%%GRAEMLIN_URL%%/thumbup.gif /forums/images/%%GRAEMLIN_URL%%/rockon.gif

 

Ford Boss V8

Manufacturer Ford Motor Company

Also called: Ford Hurricane V8

Production: 2008–

Predecessor: 385 V8

Modular V8

The Boss engine is a forthcoming all new large-displacement V8 engine project at Ford Motor Company. The engine project was reportedly canceled in 2005 as the company focused on its existing Modular V8 and V10, but was reportedly revived in early 2006 by Mark Fields. [1] The large engine will compete with DaimlerChrysler's 6.1 L and larger Hemi and General Motors' 6.2 L Vortec engines. The Boss V8 will be built at Cleveland Engine in Cleveland, Ohio and the first application will be Ford's new 2009 (likely a late availability 2009 or 2010 model year option) F-Series pickup trucks produced at Dearborn Truck.

 

The Boss engine will reportedly displace 6.2 L (6207 cc/379 in³) and produce roughly hp (317 kW) and ft·lbf ( N·m) upon introduction. The engine architecture will offer the ability to exceed 7.0 L in future applications. Insider reports indicate the Boss will retain several design similarities with the Modular V8 such as deep skirt block with cross bolted main caps, crankshaft driven gerotor oil pump, and overhead camshaft valve train arrangement. The Boss' single most significant departure from the Modular V8 will be the seen in the significantly wider 4.53 in (115 mm) bore centerline (The Modular V8 is 3.94 in (100 mm) by comparison). The 6.2 L will reportedly employ a 4.015 in (102 mm) bore diameter and a 3.74 in (95 mm) stroke to achieve it's 6.2 L of displacement. The initial versions of the Boss will have single overhead camshafts, two valves per cylinder, two spark plugs per cylinder and employ a form of cylinder deactivation for increased fuel economy. Initial information on valve sizes of the 6.2 L puts the intake valve at 2.10 in and the exhaust valve at 1.65 in. [2] Later high-performance versions will be equipped with DOHC 4-valve heads and Gasoline direct injection (GDI). A "TwinForce" 6.2 L DOHC 4-valve, twin-turbo, GDI version of the Boss is currently being developed and has reportedly produced over ft·lbf ( N·m) in initial testing.

 

Roush Racing is currently field testing an experimental, large displacement version of the Boss engine code named "777", which stands for 7.0 L, 700 hp @ 7,000 rpm, at National Mustang Racers Association (NMRA) events around the United States. The 777 Boss is naturally aspirated and runs on E85 biofuel.

 

The engine was initially called the "Hurricane", but this was changed in mid 2006 to the storied Boss name in the wake of Hurricane Katrina.