Ford’s Perspective on Future Enginesand Their Fuels
Tom McCarthy
Chief EngineerPowertrain Research & Advanced Engineering
Ford Motor Company
University of Wisconsin Engine Research Center SymposiumJune 8, 2011
(or should we say “Future Fuels and Their Engines”)
2
Near Term - CO2 Reduction & F.E. Improvement
23
All-New 6.7L Power Stroke®V8 Turbo Diesel
Super DutySuper DutySuper DutySuper Duty(2011)(2011)(2011)(2011)
Ford is adopting an aggressive strategy for both gasoline and diesel enginesto reduce fuel consumption in major markets in the Near-term.
EcoBoost3.5L V6 Gasoline Engine
TaurusTaurusTaurusTaurusSHOSHOSHOSHO
3
Outline
• Gasoline Fuel / Engine Technology
• CO2 & Emissions Requirements
• Sustainability Strategy
• Ford EcoBoost
– Performance and Fuel Economy Benefits
– Challenges – Knock at High Load
– Future Technology Development
– Future Fuel Opportunities - Octane
• Alternative Fuel / Engine Technology
– Renewable Fuel
– Ethanol
– CNG
– Hydrogen
• Diesel Fuel / Engine Technology
– Engine Technologies and Future Challenges
– Cetane Impact
– Alternative Diesel Fuel Challenges and Opportunities
• Summary
4
RON Influence on Naturally Aspirated Engine Design and Performance
• Pre-1960, SI Engines evolved to take advantage of improving Octane.
• Post-1960, despite constant RON, GDI and other technologies have improved efficiency and performance.
RON History - Regular Gasoline, USA
0
20
40
60
80
100
120
1900 1920 1940 1960 1980 2000 2020Year
RO
N, h
p/l
0
2
4
6
8
10
12RON
hp/l
CR
CR
hp/l
CR
RON
GDI
5
Charge Cooling Benefits of GDI
GDI charge cooling enables a higher CR for efficiency and higher charge density for performance compared to PFI engines.
Fuel Air Mixing at 1500 RPM WOT
6
CO2 & Emissions Requirements
Aggressive CO2 fleet targets will require advanced technologies for a variety of P/T combinations and vehicle applications.
NOx (gram/mile)
0
0.05
0.10
0.15
0.20
0.25
0.30
0.35
0.40
0 0.05 0.10 0.15 0.20 0.25 0.30 0.35 0.40H
C(E
U)
/ N
MO
G(U
.S.)
(g
ram
/mile)
EU5 Diesel (China & South America)
EU5 / EU6 Gasoline (Europe / China / South America)
EU6 Diesel (Europe)
LEV III Forecast (North America)
With LEV III, North American emissions standards will remain the most challenging in the world.
Sustainability plays an increasingly important role in relation to strategic direction.
Simultaneously meeting CO2 requirements and LEV III standards will be a major challenge and requires significant improvements in a variety of P/T technologies.
0000
50505050
100100100100
150150150150
200200200200
250250250250
2000200020002000 2005200520052005 2010201020102010 2015201520152015 2020202020202020 2025202520252025 2030203020302030
Model YearModel YearModel YearModel Year
New
Fle
et L
DV
Gas
olin
e E
quiv
alen
tN
ew F
leet
LD
V G
asol
ine
Equ
ival
ent
New
Fle
et L
DV
Gas
olin
e E
quiv
alen
tN
ew F
leet
LD
V G
asol
ine
Equ
ival
ent
g C
O2/
kmg
CO
2/km
g C
O2/
kmg
CO
2/km
US CAFE/CO2 StandardUS CAFE/CO2 StandardUS CAFE/CO2 StandardUS CAFE/CO2 Standard
NA WRE450 NA WRE450 NA WRE450 NA WRE450
U.S. One National U.S. One National U.S. One National U.S. One National Standard (35.5 mpg)Standard (35.5 mpg)Standard (35.5 mpg)Standard (35.5 mpg)
Metro-Highway Test CycleMetro-Highway Test CycleMetro-Highway Test CycleMetro-Highway Test Cycle
North AmericaNorth AmericaNorth AmericaNorth America
7
Customer ExpectationsCustomer Expectations
TaxationTaxation Climate ChangeClimate Change
Energy SecurityEnergy Security
Population Density & Transportation Demand
Population Density & Transportation Demand
RegulatoryRegulatoryAffordabilityAffordability
Fuel Cost & Infrastructure
Fuel Cost & Infrastructure
CompetitionCompetition
2
Market Drivers
In addition to regulatory requirements, market requirements such as affordability while fully meeting customer expectations are important.
8
Engine Downsizing CO2 Emissions
Turbocharging Performance
Direct Injection Fuel Economy
+
+
Ford’s EcoBoost technology delivers a cost effective, near-term, high volume CO2 solution, without compromising customer-focused attributes.
GDI
EcoBoost
• Improved power & torque relative to naturally-aspirated, port fuel injected engines, allows significant downsizing and a corresponding fuel economy benefit.
9
Future GTDI Opportunity with Higher Octane
• Increased octane improves efficiency in current engines through reduced spark retard and enrichment at higher loads.
• Increased octane could enable future engines to increase CR and efficiency.
Effect of Octane on ISFC
IMEP [bar]
ISF
C [
g/k
w-h
r]
Base OCT. Base CR
High OCT, Base CR
High OCT+, High CR
Kno
ck, S
park
Ret
ard
and
Enr
ichm
ent
Better octane
potential in
today’s engine
Better octane
impact in
tomorrow’s high
CR engine
0%
1%
2%
3%
4%
5%
6%
7%
10 11 12 13 14 15 16
CR
Eff
icie
ncy
In
cre
as
e
600
500
400 cc/cyl
Efficiency vs. CR
10
Renewable Fuels Legislation
Renewable Fuels requirements are increasing significantly in the U.S. and Europe.
EU RED: Mandating Member States: 10% of all energy in transport sector from renewable sources by 2020.
2000200020002000 2005200520052005 2010201020102010 2015201520152015 2020202020202020
Billio
n ga
llons
/yea
rBi
llion
gallo
ns/y
ear
Billio
n ga
llons
/yea
rBi
llion
gallo
ns/y
ear
0000
10101010
20202020
30303030
40404040Actual UseActual UseActual UseActual Use U.S. Renewable Fuels StandardU.S. Renewable Fuels StandardU.S. Renewable Fuels StandardU.S. Renewable Fuels Standard
Total renewable biofuel
Total renewable biofuel
Total renewable biofuel
Total renewable biofuel
Corn ethanol (max)Corn ethanol (max)Corn ethanol (max)Corn ethanol (max)
Cellulosic biofuel
Cellulosic biofuel
Cellulosic biofuel
Cellulosic biofuel
Advanced biofuel Advanced biofuel Advanced biofuel Advanced biofuel BiomassBiomassBiomassBiomass----based dieselbased dieselbased dieselbased diesel
4
European Renewable Energy Directive Standard
4.5%
10%
Today(E5/B5)
2020(E10/B7)
6.4%R
en
. E
nerg
y%
(ac
co
rdin
gto
Dir
ecti
ve)
3.6%
2020(E??/B??)
6.4%
11
86
88
90
92
94
96
98
100
102
E0 E10 E20 E30
RO
N
Potential Benefits of Ethanol - Improved Octane
1Anderson, J.E., et al., Energy & Fuels, 24, 6576-6585 (2010).
85
90
95
100
105
110
E0 E20 E40 E60 E80 E100
RO
N
E10
E85
E20
~ 43.526.9NHV (MJ/kg)
base3.9 x baseHeat of vaporization at stoich1
base1.0 x baseNHV of stoich fuel quantity1
~ 14.69.0Stoichiometric A/F
~ 350840Heat of vaporization (kJ/kg)
91 - 98108Octane (RON)
GasolineE100
2000 2010
Use ethanol to increase octane of market fuel (rather than maintain it)
� Higher CR
Reality: Blendstock RON reduced.
���� E10 = 92 RON
Opportunity: Maintain blendstock RON.
���� E10 = 95+ RON
Octane increase of ethanol blended into gasoline is non-linear1 and diminishes at high concentrations.
Future RON?
12
Challenge for Ethanol - Reduced Energy Content
Source: SAE 2010-01-1517; Furey, Gang, Konzack
Constant Energy Content Line
+8.89%
E0 Baseline
Total Energy Content
of Ethanol Blend (Exx)
Lost Volumetric
Fuel Consumption
As ethanol blends increase in support of Renewable Fuels standards, mitigation actions are needed to account for lower energy content relative to non-ethanol containing fuels.
• Fuel consumption is directly related to the energy content of the fuel (LHV)
• Ethanol penalty
– E10: 4%, E20: 8%, E85: 28%
• Customer surveys indicate that “range of miles driven” and “frequency of gas station visits”are often used as measures of fuel economy.
13
Commercial fueling
Gaseous Fuels – Compressed Natural Gas (CNG)
• Retail vehicle market is inhibited by package, cost and limited fuel stations.
• Fleet vehicle market leverage benefits and are less sensitive to trade-offs.
Home fueling
Benefits
• Higher global CNG than oil reserves
• Proven reserves in the US increasing!
• Competitive price
• High octane (120+)
• 20-25% TTW CO2 benefit vs. gasoline
• Home Fueling possible
• Bio-Methane production is efficient from a variety of renewable sources
Challenges:
• Gaseous fuels must be compressed
• Fuel tank package limits range
• Added weight (~300 lb on Focus; ~500 lb on Transit bi-fuel vehicles)
• High vehicle on cost
• Lack of fueling station infrastructure
14
Ford CNG Fueled Vehicles
Ford currently offers several CNG Prep capable vehicle lines for fleet markets and has leveraged global research efforts for next generation CNG technology.
Growing Interest in CNG: Ford offers a CNG option for Transit Connect, E-Series vans, F-Series Super Duty trucks and a variety of stripped chassis commercial applications.
15
Hydrogen Internal Combustion Engine Vehicles
Hydrogen Shuttle Bus Fleet
Unique Properties of Hydrogen:
� High Knock Resistance
� Wide Flammability Limit: 4-75% by volume
� High Laminar Flame Velocity: 2 m/s at Stoichiometry
� Very Short Quench distance (¼ of gasoline/air mix)
� Low ignition Energy: 0.02 MJ/kg
� Storage Challenges and Developing Infrastructure Engine Performance:• 310 ft-lb @ 3000 rpm• 235 hp @ 4000 rpm
� Fleet volume: 30 vehicles, leases ongoing since 2007
� 6.8L Supercharged Hydrogen Internal Combustion
Engine (H2 ICE), Port Fuel Injection
� Emissions: 2010 Phase II Heavy Duty Compliant
without aftertreatment
� 350 bar/5000 psi Hydrogen Fuel Storage System
� Vehicle Range: 150 - 200 miles
� Compliant to Canadian and Federal standards
� Performance & Reliability equivalent to Ford CNG
Shuttles
16
Many Diesel Technologies Affected by Fuel Properties
EGR System
Boosting Fuel
Injection
Equipment
Controls
AftertreatmentEngine
Operating
Modes
Speed
Lo
ad
To rque
P ow erReg en. S trategies
N oise,C O/HC
pHCCI
Combustion System
Base Engine Design
17
Sulfur Impact on Diesel Efficiency
2006
Fuel Sulfur
Aftertreatment
Emissions
Fuel Economy
20102007
Urea-SCR
500 ppm
90% lower NOx99%+ lower PM
Improved fuel economy with 2010 products
DPF
ULSD15 ppm
Removing sulfur enabled cleaner and more efficient Diesel powered vehicles.
18
Future Diesel Engine Challenges
Reduce engine-out
emission while
improving efficiency:
advanced combustion
(LTC)
Compatible with alternative
diesel fuels
Enable high
aftertreatment
efficiency
Future Diesel engines will need to meet all three of these requirements while providing the optimal CO2 solution.
19
Source: Alliance of Automobile Manufacturer Fuel
Survey Summer 2010 SGS Fuel Survey 2010
Regions of the WorldAvailable at: http://www.autoalliance.org
Global Cetane NumberWorldwide Fuel Charter (WWFC) – Fourth Edition 2006
WWFC Spec >55 CN for US emissions
• U.S. minimum and average Cetane Numbers are the lowest in the world.
• U.S. emissions standards are the world’s toughest.
� WWFC Approved by Auto Manufacturers and Associations worldwide
� WWFC recommends fuel quality specs matched to emissions level and performance requirements
20
Alternative Diesel Fuels
Hydrocarbons
PROS: High cetane
Lower PM emissions
Improved lubricity
CONS: Reduced heating value
Oxidative stability
Cold flow properties
Fuel-in-oil dilution
Oxygenated compounds
PROS: High cetane
Fungible (pipeline)
No aromatics
CONS: Higher production cost
orExample:
Biodiesel
Examples:
Renewable diesel, FT diesel, BTL, HVO
• Both paths may help satisfy the cetane spec in the Worldwide Fuel Charter.
• Issues for both paths need to be addressed.
Biomass Natural gasor
Conversion/Refining Process
Low CO2
Renewable
Lower CO2
Abundant
Low cost
21
Sustainability Framework for CO2 Reduction
• Achievement of future CO2 reduction goals will require a strong joint effort between the Automotive and Energy industries.
Auto Industry:
Vehicle fleet CO2
requirements
Vehicle / Technology
Migration PlanTechnology
Optimization
Model
Energy Industry:
Low-fossil-carbon
fuels glidepath
Well-to-tank Plan:
Reduce fossil CO2
contribution from fuel
sources
Fuel
Optimization
&
Development
Strategy
Inputs:
Targeted CO2
Atmospheric
Glidepath
CO2Reduction
Model
Vehicle / Fuel
Strategic Alignment
Cross-industry
joint effort
• Traditionally, industries work toward optimizing their individual technology pathways.
22
Summary - Engines and Fuels as a System
• The most energy efficient future will require systems solutions across industries and governments – engines, fuels and regulations.
• For gasoline engines, octane will continue to limit engine efficiency but many other fuel properties also impact the vehicle and customer.
• For Diesel engines higher and more consistent cetane is a critical enabler for new combustion modes, improved efficiency and performance.
• Renewable fuels will increase in use and importance, and have their own unique challenges and opportunities.
• Gaseous fuels, both renewable and fossil based, are also growingin importance and justify optimized engine technologies.
