Ford: Development and Technology News
Racer
Joined: Aug 2006
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From: CA
I'm glad Ford is equipping normal cars with such advanced safety technology.
fuck you
why is this thread so funny?
Suzuka Master
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Fahrvergnügen'd
Joined: Mar 2001
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From: Maryland
In order to be a good netizen, I'm posting this here instead of creating a new thread.
Microsoft and Ford are really putting together something pretty freakin' awesome with the latest iteration of Sync. (Full disclosure: I work for Microsoft but not in any commerical capacity)
Link: Ford's New Interactive Controls "gigantic leap for the industry."
Microsoft and Ford are really putting together something pretty freakin' awesome with the latest iteration of Sync. (Full disclosure: I work for Microsoft but not in any commerical capacity)
Link: Ford's New Interactive Controls "gigantic leap for the industry."
Originally Posted by Cars.com
We don’t make bold statements lightly, but Ford’s new interactive controls, called MyFord Touch, are a gigantic leap for the industry.
To state it simply, MyFord Touch will allow drivers to customize how they use systems like climate control, music, navigation and the phone. Besides that, the new system is wedged into radically redesigned center stacks with an impressive level of sophistication.
MyFord will roll out this summer in the 2011 Ford Edge and 2011 Lincoln MKX – it’ll be called MyLincoln and MyMercury in those respective brands.
To state it simply, MyFord Touch will allow drivers to customize how they use systems like climate control, music, navigation and the phone. Besides that, the new system is wedged into radically redesigned center stacks with an impressive level of sophistication.
MyFord will roll out this summer in the 2011 Ford Edge and 2011 Lincoln MKX – it’ll be called MyLincoln and MyMercury in those respective brands.
Race Director
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From: Orlando, Fl
If they get it right, it might be Mircosoft's only growth potential. If anyone listens to any kind of technology or car related podcast you already know Ford has been flooding them with Sync commercials.
Suzuka Master
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Absolutely, first TWIT and now BOL. Ford/Microsoft are making a big push to be THE in-car tech. It seems a little unlike MS to do an exclusive deal though.
Race Director
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From: Orlando, Fl
^ I'm sure MS will whore out the technology to anyone that will pay for it. MS would love to be the "car OS" - tho with the litigious society in the US that might turn out to be tough. I can see the headline now - "Man sues MS blaming Sync for his crash".
Suzuka Master
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I bet it came down to Ford only wanting to do it if they could have (for example) a 5 year exclusive deal. MS wanted into the arena bad enough to accept those terms.
Safety Car
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From: NC
Latest Engine News
A couple of years ago, General Motors introduced a new-generation 3.6-liter direct-injection V-6—beating its Detroit rivals, and most other automakers, to market with a DI engine. Between the Los Angeles and Detroit auto shows, Ford has introduced a pair of all-new V-6 and V-8 engines, slated for a wide range of applications and the V-6 making more power and torque than that GM V-6. But neither of the Ford engines employ DI.
So, we asked a powertrain expert at Ford, why is this? The answer, surprisingly, is that while we've been led for years to assume that direct injection is always a step ahead for fuel economy and emissions, in many cases it's not—especially when considering cost and complexity, and how the technology will pair with other innovations.
"When the program started, it [the new Duratec in the Mustang] was a direct-injection engine," said Greg T. Johnson, a powertrain integration manager whose responsibilities include both engines. But according to Johnson, Ford powertrain engineers eventually realized that leaving the DI aspect out of the design allowed charge-cooling advantages—allowing engineers to better optimize intake air temps for fuel economy, power, and emissions.
Typically, direct injection allows better control over knock, enabling a higher compression ratio, which does help optimize combustion. "Yeah, it helped us a little bit with knock, but it wasn't that much for all the cost," said Johnson, referring to all the more expensive parts, such as high-pressure fuel-system components, needed for DI. Ford even brought a DI version of the engine through to the point of running prototypes, "but in the end it didn't make business sense," Johnson summed.
The strategy—instead optimizing the new Ti-VCT system and emphasizing breathing—paid off. Having the extra leeway with breathing allowed both engines to put out more power and torque than rival direct-injection engines, while the variable valvetrain boosts efficiency with low load. The new Ford Duratec 37 produces 305 horsepower and 280 pound-feet, while GM's 3.6-liter direct-injected V-6 makes 280 to 304 hp, and 266 to 273 lb-ft, depending on the application.
The new 5.0-liter V-8 in the 2011 Mustang GT likewise has Ti-VCT and some of the same design attributes, according to Johnson (though with a number of racing oriented enhancements we report on here). It also makes more than many same-size or slightly larger V-8s, at 412 horsepower and 390 pound-feet of torque.
Fuel economy, too, is a strong point, with the V-6 expected to yield up to 30 mpg on the highway in the 2011 Ford Mustang and up to 25 mpg on the highway in the 2011 Lincoln MKX (and anticipated for the 2011 Ford Edge). GM's direct-injected V-6 achieves 18/29, at best, in the 2010 Chevrolet Camaro and up to 17/24 mpg in the (admittedly larger) Buick Enclave.
The new 5.0-liter V-8 is also expected to be quite fuel-efficient, with ratings up to 25 mpg highway in the 2011 Ford Mustang GT.
The 2.0-liter, naturally aspirated four-cylinder engine being introduced for the Ford Focus does have DI. But according to Johnson, there are no plans to add direct injection to normally aspirated V-6 or V-8 engines, but we will continue to see direct injection in all EcoBoost engines because they are very knock limited and the extra measure of DI helps.
Undoubtedly, it depends who you ask. But maybe DI isn't the very worthwhile upgrade it's often touted to be.
So, we asked a powertrain expert at Ford, why is this? The answer, surprisingly, is that while we've been led for years to assume that direct injection is always a step ahead for fuel economy and emissions, in many cases it's not—especially when considering cost and complexity, and how the technology will pair with other innovations.
"When the program started, it [the new Duratec in the Mustang] was a direct-injection engine," said Greg T. Johnson, a powertrain integration manager whose responsibilities include both engines. But according to Johnson, Ford powertrain engineers eventually realized that leaving the DI aspect out of the design allowed charge-cooling advantages—allowing engineers to better optimize intake air temps for fuel economy, power, and emissions.
Typically, direct injection allows better control over knock, enabling a higher compression ratio, which does help optimize combustion. "Yeah, it helped us a little bit with knock, but it wasn't that much for all the cost," said Johnson, referring to all the more expensive parts, such as high-pressure fuel-system components, needed for DI. Ford even brought a DI version of the engine through to the point of running prototypes, "but in the end it didn't make business sense," Johnson summed.
The strategy—instead optimizing the new Ti-VCT system and emphasizing breathing—paid off. Having the extra leeway with breathing allowed both engines to put out more power and torque than rival direct-injection engines, while the variable valvetrain boosts efficiency with low load. The new Ford Duratec 37 produces 305 horsepower and 280 pound-feet, while GM's 3.6-liter direct-injected V-6 makes 280 to 304 hp, and 266 to 273 lb-ft, depending on the application.
The new 5.0-liter V-8 in the 2011 Mustang GT likewise has Ti-VCT and some of the same design attributes, according to Johnson (though with a number of racing oriented enhancements we report on here). It also makes more than many same-size or slightly larger V-8s, at 412 horsepower and 390 pound-feet of torque.
Fuel economy, too, is a strong point, with the V-6 expected to yield up to 30 mpg on the highway in the 2011 Ford Mustang and up to 25 mpg on the highway in the 2011 Lincoln MKX (and anticipated for the 2011 Ford Edge). GM's direct-injected V-6 achieves 18/29, at best, in the 2010 Chevrolet Camaro and up to 17/24 mpg in the (admittedly larger) Buick Enclave.
The new 5.0-liter V-8 is also expected to be quite fuel-efficient, with ratings up to 25 mpg highway in the 2011 Ford Mustang GT.
The 2.0-liter, naturally aspirated four-cylinder engine being introduced for the Ford Focus does have DI. But according to Johnson, there are no plans to add direct injection to normally aspirated V-6 or V-8 engines, but we will continue to see direct injection in all EcoBoost engines because they are very knock limited and the extra measure of DI helps.
Undoubtedly, it depends who you ask. But maybe DI isn't the very worthwhile upgrade it's often touted to be.
The sizzle in the Steak
Joined: Nov 2001
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From: Southern California
Ford: Turbo engines for the entire lineup
While speaking at an investor conference with Bank of America Merrill Lynch today, Ford's head of global marketing, sales and service, Jim Farley, discussed several product plans for Ford's near-future - including the intention to make EcoBoost engines a core volume engine across its global lineup.
To date, Ford has marketed its EcoBoost technology, which is essentially the use of a lower displacement engine, twin-turbochargers and direct injection, as a premium technology with an associated premium pricetag. Before the 2011 model year, the EcoBoost technology has been quite limited in its offerings, with the only Blue oval-wearing vehicles to offer it being the Taurus SHO and the Flex EcoBoost.
Now, according to a Detroit News report, Ford is looking to utilize EcoBoost technology across all of its lineup, not only as an option, but as a core powertrain. "We intend to have EcoBoost across every one of our vehicles as a core powertrain," said Farley.
Farley also addressed the premium pricing of the EcoBoost technology, suggesting that market research shows that with a roughly two-year payoff many customers will be willing to pay the premium.
The first true test will be on the 2011 Explorer, which sees the less power four-cylinder EcoBoost engine charging a premium over the V6-powered SUV
To date, Ford has marketed its EcoBoost technology, which is essentially the use of a lower displacement engine, twin-turbochargers and direct injection, as a premium technology with an associated premium pricetag. Before the 2011 model year, the EcoBoost technology has been quite limited in its offerings, with the only Blue oval-wearing vehicles to offer it being the Taurus SHO and the Flex EcoBoost.
Now, according to a Detroit News report, Ford is looking to utilize EcoBoost technology across all of its lineup, not only as an option, but as a core powertrain. "We intend to have EcoBoost across every one of our vehicles as a core powertrain," said Farley.
Farley also addressed the premium pricing of the EcoBoost technology, suggesting that market research shows that with a roughly two-year payoff many customers will be willing to pay the premium.
The first true test will be on the 2011 Explorer, which sees the less power four-cylinder EcoBoost engine charging a premium over the V6-powered SUV
http://www.leftlanenews.com/farley-f...ss-lineup.html
Oderint dum metuant.
Joined: Mar 2005
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From: Lake Wylie
Interesting. I do hope the Ecoboost costs more to manufacture than the V6 (using Explorer example), though. Maybe my logic is twisted, but I'd have a hard time paying more for something that doesn't actually cost more.
Senior Moderator
Joined: Apr 2003
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From: Toronto, Canada
The problem with the Explorer is that IIRC, the V6 option that also costs less, makes more power. So Ford expects you to pay more for a less powerful, more fuel efficient engine. Which is pretty much the opposite of how cars have been sold since, well forever. And goes against how consumers have been conditioned to buy cars
Good luck with that Ford, you'll need it.
Good luck with that Ford, you'll need it.
Last edited by dom; Sep 14, 2010 at 07:16 PM.
Suzuka Master
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Ford has been down this path before, Thunderbird Turbo Coupe, Mustang SVO, Marekoor XR4ti, etc. When gas is cheap, Americans have shown over and over again that they want a 'simpler' V6 or V8 over more high tech choices. (At least in their "American" branded cars)
Race Director
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From: Orlando, Fl
Farley also addressed the premium pricing of the EcoBoost technology, suggesting that market research shows that with a roughly two-year payoff many customers will be willing to pay the premium.
. Memo to Ford - the folks that are willing to pay extra for the better fuel economy is limited. 
Senior Moderator
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Incidentally, I have a factory brochure for the 1989 Merkur XR4Ti.
Back on topic, I look forward to seeing how Ford plans to implement the upcoming Ecoboost applications. They've been impressing me with their products as of late so, I'll give them the benefit of the doubt and see what they produce prior to passing judgment.
That was uncalled for...
Joined: Sep 2004
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From: Toronto, Ontario
Suzuka Master
Joined: Oct 2001
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'Marekoor'?
Incidentally, I have a factory brochure for the 1989 Merkur XR4Ti.
Back on topic, I look forward to seeing how Ford plans to implement the upcoming Ecoboost applications. They've been impressing me with their products as of late so, I'll give them the benefit of the doubt and see what they produce prior to passing judgment.
Incidentally, I have a factory brochure for the 1989 Merkur XR4Ti.
Back on topic, I look forward to seeing how Ford plans to implement the upcoming Ecoboost applications. They've been impressing me with their products as of late so, I'll give them the benefit of the doubt and see what they produce prior to passing judgment.
Senior Moderator
Joined: Aug 2002
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From: Appleton WI
I thinks its good that they are at least trying different engine options. Especially the V6s that are making great power. Much better forward thinking than Honda with its 12 year old J series. At least they are trying.
'10 Hyundai Genesis Coupe
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From: CT
Moderator
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Keep the Mustang a V8 
sure, offer a 4-cylinder.... but the day the high performance variant (GT) Mustang is a 4-cylinder will be the day the universe implodes. There will never, ever, ever, ever, ever, ever be a 4-cylinder that sounds as good as a V8 Mustang. It's physically, fundamentally, unequivocally unpossible.
sure, offer a 4-cylinder.... but the day the high performance variant (GT) Mustang is a 4-cylinder will be the day the universe implodes. There will never, ever, ever, ever, ever, ever be a 4-cylinder that sounds as good as a V8 Mustang. It's physically, fundamentally, unequivocally unpossible.
Race Director
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From: Orlando, Fl
My first Avatar....
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From: NJ
Originally Posted by Eoanou
Why not Turbocharged engines, especially with direct injection are much more efficient than their naturally aspirated counterparts?
Less displacement, less cylinders and the same amount of torque and horse power is a win win.
Originally Posted by Mourning Would
Keep the Mustang a V8 sure, offer a 4-cylinder.... but the day the high performance variant (GT) Mustang is a 4-cylinder will be the day the universe implodes. There will never, ever, ever, ever, ever, ever be a 4-cylinder that sounds as good as a V8 Mustang. It's physically, fundamentally, unequivocally unpossible.
Race Director
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From: Orlando, Fl
http://www.slashgear.com/auto-stop-s...2012-27121389/
Saving money on gas is one thing, but having a car that doesn’t go through fuel like its not a precious commodity is also part of the equation. Ford announced today their plans to bring their Auto Stop-Start Technology to the United States in 2012. Also called idle-stop technology, or even microhybrid, it’s designed to turn off the engine when the car is not in motion. The electrical system stays on, so you’ll still have music and heat, but the engine will be off. As soon as the driver puts their foot back on the gas, the engine fires back up, and they can be on their way.
The technology is actually used by Ford in their current-generation hybrid vehicles, like the Ford Fusion. As Ford puts it, the company will be bringing the technology to the United States in 2012 in other vehicles, like their standard diesel and gasoline-powered vehicles. That means crossovers and SUVs will be getting the treatment as well. With the system in place, Ford says that fuel efficiency can be increased from anywhere between 4 and 10 percent.
Ford plans on introducing Auto Stop-Start Technology into every country in which they operate. In Europe, the technology is already in place in different models.
The technology is actually used by Ford in their current-generation hybrid vehicles, like the Ford Fusion. As Ford puts it, the company will be bringing the technology to the United States in 2012 in other vehicles, like their standard diesel and gasoline-powered vehicles. That means crossovers and SUVs will be getting the treatment as well. With the system in place, Ford says that fuel efficiency can be increased from anywhere between 4 and 10 percent.
Ford plans on introducing Auto Stop-Start Technology into every country in which they operate. In Europe, the technology is already in place in different models.
Race Director
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From: Orlando, Fl
http://content.usatoday.com/communit...myford-touch/1
Ford, stung by falling quality ratings because of its glitch-prone MyFord Touch system, is planning a major upgrade that it hopes will fix the problems — and repair its own reputation, the Associated Press reports.
Dee-Ann Durbin's of the AP writes:
Early next year, Ford is sending flash drives with a software upgrade to approximately 250,000 U.S. customers with MyFord Touch and MyLincoln Touch, the equivalent system in Ford's luxury Lincoln brand.
Owners can do the upgrade themselves in about 45 minutes, or dealers will do it for free. Ford is still deciding how it will offer the upgrade to 200,000 buyers outside of the U.S.
Ford knows of no other car company that has given owners the option of upgrading their own software on this scale. The unprecedented step underscores the urgency of the problem for Ford, which last month fell from 10th place to 20th place in Consumer Reports' annual reliability rankings largely because of MyFord Touch. Ford also plummeted in a J.D. Power quality survey earlier this year.
MyFord Touch, which debuted last year on the Ford Edge, replaces traditional dashboard knobs and buttons with a touch screen. Drivers control climate, navigation, entertainment, phone calls and other functions using touch or voice commands. It's a $750 option on lower trim levels, but comes standard on higher-end ones. Ford quickly rolled out the system on the Ford Explorer, Ford Focus and other models.
Dealer phone lines and Internet chat rooms were soon buzzing with complaints. Here's why:
The system shut down without warning and took too long to reboot. It didn't understand voice commands and didn't always respond to owners' touch. Some owners found the information-packed screens overwhelming.
Ford had dealers perform four software updates and paid dealers to hold owner clinics. But it soon realized it had to do more. The latest upgrade makes significant changes. Screens are now simpler and cleaner, with larger text and shading to outline buttons. Voice recognition is improved. Ford says the new system responds to touch commands more quickly and is less likely to shut down.
New models due out next year, including the redesigned Ford Escape and Ford Taurus, will automatically get the upgraded system.
Ford won't say how much it's spending on the upgrade.
Ford is unapologetic about the system, saying MyFord Touch is an advanced technology that's drawing new customers to the brand. Sales of the new Ford Explorer have more than doubled so far this year, for example. But the company also learned quickly that buyers aren't as forgiving with glitches in their cars as they are with their phones or computers.
"People's expectation of what's in the car is totally different than what they brought home from Best Buy," Gary Jablonski, Ford's manager of Sync platform development, told The Associated Press in a recent interview. Sync, a four-year-old voice command system that Ford designed with Microsoft Corp., serves as the platform for the more advanced MyFord Touch.
Forrest Brown, a Ford dealer in Dyersville, Iowa, got a barrage of complaints last winter when customers were unable to defrost their windshields or turn up the heat because their screens were going blank. But the problems have become less frequent as Ford updates the software. Brown has also started inviting customers back to the dealership so he can answer questions about the system.
"We've come to the realization that this type of technology is going to be in almost all vehicles in the future, so you might as well get used to it and understand it and make your customers aware of it," Brown said
Dee-Ann Durbin's of the AP writes:
Early next year, Ford is sending flash drives with a software upgrade to approximately 250,000 U.S. customers with MyFord Touch and MyLincoln Touch, the equivalent system in Ford's luxury Lincoln brand.
Owners can do the upgrade themselves in about 45 minutes, or dealers will do it for free. Ford is still deciding how it will offer the upgrade to 200,000 buyers outside of the U.S.
Ford knows of no other car company that has given owners the option of upgrading their own software on this scale. The unprecedented step underscores the urgency of the problem for Ford, which last month fell from 10th place to 20th place in Consumer Reports' annual reliability rankings largely because of MyFord Touch. Ford also plummeted in a J.D. Power quality survey earlier this year.
MyFord Touch, which debuted last year on the Ford Edge, replaces traditional dashboard knobs and buttons with a touch screen. Drivers control climate, navigation, entertainment, phone calls and other functions using touch or voice commands. It's a $750 option on lower trim levels, but comes standard on higher-end ones. Ford quickly rolled out the system on the Ford Explorer, Ford Focus and other models.
Dealer phone lines and Internet chat rooms were soon buzzing with complaints. Here's why:
The system shut down without warning and took too long to reboot. It didn't understand voice commands and didn't always respond to owners' touch. Some owners found the information-packed screens overwhelming.
Ford had dealers perform four software updates and paid dealers to hold owner clinics. But it soon realized it had to do more. The latest upgrade makes significant changes. Screens are now simpler and cleaner, with larger text and shading to outline buttons. Voice recognition is improved. Ford says the new system responds to touch commands more quickly and is less likely to shut down.
New models due out next year, including the redesigned Ford Escape and Ford Taurus, will automatically get the upgraded system.
Ford won't say how much it's spending on the upgrade.
Ford is unapologetic about the system, saying MyFord Touch is an advanced technology that's drawing new customers to the brand. Sales of the new Ford Explorer have more than doubled so far this year, for example. But the company also learned quickly that buyers aren't as forgiving with glitches in their cars as they are with their phones or computers.
"People's expectation of what's in the car is totally different than what they brought home from Best Buy," Gary Jablonski, Ford's manager of Sync platform development, told The Associated Press in a recent interview. Sync, a four-year-old voice command system that Ford designed with Microsoft Corp., serves as the platform for the more advanced MyFord Touch.
Forrest Brown, a Ford dealer in Dyersville, Iowa, got a barrage of complaints last winter when customers were unable to defrost their windshields or turn up the heat because their screens were going blank. But the problems have become less frequent as Ford updates the software. Brown has also started inviting customers back to the dealership so he can answer questions about the system.
"We've come to the realization that this type of technology is going to be in almost all vehicles in the future, so you might as well get used to it and understand it and make your customers aware of it," Brown said