Packaged power from Ford

"There are 150+ patents on the Ford Hybrid Escape—all related to the hybridization of the vehicle," said Prabhakar Patil, Chief Engineer for the vehicle.

Ford Motor Co.'s Hybrid Escape, Focus hydrogen fuel-cell electric vehicle, and hydraulic power assist system demonstrate how the automaker wants drop-in power to drive future vehicle programs.

Hybrid Escape, a counterpart to the conventional I4- and V6-powered compact SUV, reaches the marketplace in late 2003 as a 2004 model year vehicle. The internal-combustion-engine-equipped Escape and the Hybrid Escape will be produced on the same production line in Kansas City, MO.

Modular packaging underscores the hybrid vehicle's transaxle, which incorporates technology developed by Volvo and supplier Aisin AW. The transaxle houses a 65-kW permanent-magnet electric motor, a 28-KW generator, an electronic controller, and a planetary gearset.

The Hybrid Escape uses a four-cylinder gasoline engine, an Atkinson-cycle variant of the conventional Escape's 2.0-L Zetec inline four-cylinder, as well as a 300-V nickel metal hydride battery pack that stores energy recovered during braking and powers the electric motor. (The battery pack is located beneath the rear load floor.)

"The technology we've developed is portable, so any Ford vehicle that has a V6 and an automatic transmission is capable of having this hybrid electric setup," said Richard Parry-Jones, Group Vice President, Global Product Development and Chief Technical Officer for Ford, referencing how a V6 footprint is utilized for a four-cylinder hybrid configuration.

A different type of hybrid vehicle is the Ford Focus FCV. Expected to enter low-volume customer production in 2004, the hydrogen fuel-cell electric car uses Ballard Power Systems' Mark 902 fuel-cell stack to convert chemical energy into electrical energy. The front-wheel-drive four-door sedan's integrated powertrain is an ac induction electric motor and a single-speed transaxle.

Since January 2002, Ford has been testing the vehicle's fuel-cell-related technologies on a dedicated powertrain buck. "It contains all modules required to propel the Focus fuel-cell vehicle—both power modules and controller components," said Mark Mehall, Chief Program Engineer on the fuel-cell program at the Ford Research Laboratory.

A primary program goal is to deliver a fuel-cell electric car with the same functionality as today's base model Focus by packaging the advanced hardware in areas that do not affect interior roominess or trunk space. "The vision is that we would take these technologies we're developing and scale them to any of our products," said Mehall.

The commercial truck platform is also undergoing a power packaging makeover. E550 commercial vans—fitted with a hydraulic-power-assist system that reduces fuel consumption while increasing vehicle performance—will serve as a 2004 demonstration fleet to study the impacts of stop-and-go driving. The in-development system, which uses a reversible hydraulic motor and an energy-storage accumulator, essentially captures energy lost during braking and stores it as hydraulic pressure for later release as an acceleration boost. Project partner Eaton Corp. provides the system's architecture, hardware design, and electronic controls.

"Hydraulic Power Assist is intended for commercial trucks," said Graham Hoare, Director of Powertrain Research and Development for Ford, adding, "The weight and size of vehicles determines the optimum solution. The Escape, for instance, is better suited with a hybrid electric system."

The automaker is looking to develop cost-smart technologies that show the greatest promise for a broad application of vehicles. "Our approach is no tradeoff vehicles," said Parry Jones.

- Kami Buchholz

Performance-prepped GM vehicles

The 1967 Pontiac GTO and Chevy Camaro, two high-performance models from General Motors' past, will inspire the company's new Performance Division.

The Pontiac GTO, '67 Chevy Camaro, and '57 Cadillac Eldorado represent General Motors Corp.'s high-performance heritage. But a new reign of power is en route. After decades of producing performance vehicles through divisional channels, GM is taking a united approach. "We're creating a highly motivated group that reaches across all divisions. Performance is exciting for any brand," Mark Reuss, Executive Director of Architectural Engineering and GM Performance Division, told the Automotive Press Association in Detroit.

Formally organized in April 2002, the new GM Performance Division is intended to provide a seamless path from proof of concept to performance vehicle production. "That's a very big change for us—very lean, very logical," said Reuss.

The new performance plan is intended to strengthen the personnel links between GM Powertrain, GM Engineering, and GM Service Parts & Accessories as well as establish a technical training ground for young engineers, create a bias for executing projects inside GM, and align resources.

In the future, all GM divisions—Cadillac, Chevrolet, Pontiac, Buick, GMC—will have at least one performance vehicle in the model lineup, Reuss said, adding that a high-performance version of Cadillac's CTS (see feature in this issue) is likely, as is a high-performance Hummer H2. "That brand is associated with raw performance. It may not be faster in 0 to 60 (mph), but performance in a different way."

One target for high-performance treatments: entry-level cars powered by four-cylinder engines. "You can't wish your way into this; you've got to earn it," said Reuss, referencing the automaker's participation in competitive front-wheel-drive drag racing. Rear-wheel-drive vehicles are also on the performance consideration list. Reuss indicated that the Corvette platform could benefit from additional variants. "We need to be experts in re-use and re-do of platforms," said Reuss.

The automaker wants to use its own plants as the assembly point for performance vehicles. "If we can do a high-performance vehicle in an existing UAW (United Auto Workers) plant, then we will do that. That's the first step because they know how to do the car," said Reuss.

- Kami Buchholz