Some engineers at Ford, in collaboration with Liverpool University researchers have decided to modernize spark plug technology. Since we’re in the 21st century, that replacement is going to be lasers.
Yes, I said lasers.
Ford is currently testing a new laser ignition system for implementation on their high end cars in a few model years. This system is designed to increase the efficiency of the automotive ignition system. Since laser beams can be split into multiple beams, it would be possible for the laser ignition system to create multiple points of ignition.
Increasing the number of ignition points also enable the engine to start in cold and damp conditions, as well as providing for a more complete combustion of the fuel mixture, increasing fuel efficiencies.
Dr Tom Shenton, a researcher at Liverpool University leading the project, said:
“Lasers can be focused and split into multiple beams to give multiple ignition points, which means it can give a far better chance of ignition. This can really improve the performance of the engine when it is cold, as this is the time when around 80 per cent of the exhaust emissions are produced and the engine is at is least efficient.
“The laser also produces more stable combustion so you need to put less fuel into the cylinder.”
In the new laser ignition system, the car battery powers a laser which is directed into the engine cylinders by optical fibers and special lenses. Liverpool researchers claim that the laser will also require less power than traditional spark plugs, even though the laser system will need to fire more than 50 times per second to produce 3000 RPM.
The promise of significant fuel savings, as well as potentially developing alternative fuel mixes that would be ignitable thanks to this technology have sufficiently piqued the interest of the UK’s Carbon Trust for them to award this project a £200,000 grant.
Wednesday, July 29, 2009
Tuesday, July 21, 2009
Ford tops in quality survey
Bryce G. Hoffman / The Detroit News
Ford Motor Co.'s newest automobiles had fewer problems than any other manufacturer -- including Toyota Motor Corp. -- according to a new survey of initial quality, details of which were obtained by The Detroit News.
It was the first time ever that the Dearborn automaker beat its arch-rival in the survey, which was conducted for Ford by the RDA Group of Bloomfield Hills. The study also put Ford in a dead heat with Toyota in customer satisfaction.
"We've been tied with Toyota before, but it sure feels better to be on the top!" wrote Bennie Fowler, Ford's global head of quality, in a memo to employees Friday, a copy of which was obtained by The News. "We can all be pleased with the progress we have made in quality, even as we face external and internal challenges in a tumultuous climate. Our progress has come as the result of our union partnerships in the U.S., Canada and Mexico, along with the work of dedicated teams in manufacturing, product development, purchasing, marketing, sales, service, legal, IT and others who follow disciplined, standardized processes."
RDA's research is used by a number of automakers, both foreign and domestic, and has historically tracked closely with other independent research by firms such as J.D. Power and Associates. Its second quarter study showed new Ford, Mercury and Lincoln cars and trucks had 1,185 issues per 1,000 vehicles. Toyota had 1,215 problems, while Honda Motor Co. had 1,291.
Both Toyota and Ford had an 80 percent positive customer satisfaction rating, Fowler said.
The results come a year after he vowed publicly to seize Toyota's crown as the quality leader among full-line manufacturers in the United States. But Ford has found that its quality gains have still not convinced all consumers that its products are on par with those from its Japanese competitors.
Fowler said more work is needed, particularly on the luxury brand, which faces even tougher competition.
"There is more work to be done," he said." We want nothing less than to be the highest-quality automotive manufacturer year over year!"
Ford Motor Co.'s newest automobiles had fewer problems than any other manufacturer -- including Toyota Motor Corp. -- according to a new survey of initial quality, details of which were obtained by The Detroit News.
It was the first time ever that the Dearborn automaker beat its arch-rival in the survey, which was conducted for Ford by the RDA Group of Bloomfield Hills. The study also put Ford in a dead heat with Toyota in customer satisfaction.
"We've been tied with Toyota before, but it sure feels better to be on the top!" wrote Bennie Fowler, Ford's global head of quality, in a memo to employees Friday, a copy of which was obtained by The News. "We can all be pleased with the progress we have made in quality, even as we face external and internal challenges in a tumultuous climate. Our progress has come as the result of our union partnerships in the U.S., Canada and Mexico, along with the work of dedicated teams in manufacturing, product development, purchasing, marketing, sales, service, legal, IT and others who follow disciplined, standardized processes."
RDA's research is used by a number of automakers, both foreign and domestic, and has historically tracked closely with other independent research by firms such as J.D. Power and Associates. Its second quarter study showed new Ford, Mercury and Lincoln cars and trucks had 1,185 issues per 1,000 vehicles. Toyota had 1,215 problems, while Honda Motor Co. had 1,291.
Both Toyota and Ford had an 80 percent positive customer satisfaction rating, Fowler said.
The results come a year after he vowed publicly to seize Toyota's crown as the quality leader among full-line manufacturers in the United States. But Ford has found that its quality gains have still not convinced all consumers that its products are on par with those from its Japanese competitors.
Fowler said more work is needed, particularly on the luxury brand, which faces even tougher competition.
"There is more work to be done," he said." We want nothing less than to be the highest-quality automotive manufacturer year over year!"
Monday, July 20, 2009
2011 Ford Fiesta and 2011 Ford Focus on schedule for North American launch in 2010
In 2010 Ford Motor Company is not planning in dipping its toes into the small car waters, it is planning to cannonball right in!
Check out the slideshow below this story for a photo review of current products and some of the people behind the new 2011 models.
In 2011 Ford Fiesta will be the first to hit the water and as you may have previously read, it is a very competitive car that should give the Honda Fit actual fits.
Later in the second half of 2010 Ford will pump out a new Focus that will once again sync the United States' edition with the European model. Currently if you were to hop in a 2009 Ford Focus here in the States and then jump in a 2009 European Ford Focus, you would think that some sort of cruel joke had been played up us Americans
"Right now, both of those programs remain on target," Derrick Kuzak, Group Vice President, Global Product Development for Ford, said in an interview with Automotive News. "And on the Fiesta side, launching in the U.S., we will be building on some very good momentum because the vehicle has already launched in other regions of the world."
America will be getting four door sedans and five door hatchback configurations for both the Focus and Fiesta. In a previous interview with Fiesta’s brand manager, Sam De La Garza, it was mentioned that Ford doesn't believe there would be enough market demand for a three door hatch model in the States.
Check out the slideshow below this story for a photo review of current products and some of the people behind the new 2011 models.
In 2011 Ford Fiesta will be the first to hit the water and as you may have previously read, it is a very competitive car that should give the Honda Fit actual fits.
Later in the second half of 2010 Ford will pump out a new Focus that will once again sync the United States' edition with the European model. Currently if you were to hop in a 2009 Ford Focus here in the States and then jump in a 2009 European Ford Focus, you would think that some sort of cruel joke had been played up us Americans
"Right now, both of those programs remain on target," Derrick Kuzak, Group Vice President, Global Product Development for Ford, said in an interview with Automotive News. "And on the Fiesta side, launching in the U.S., we will be building on some very good momentum because the vehicle has already launched in other regions of the world."
America will be getting four door sedans and five door hatchback configurations for both the Focus and Fiesta. In a previous interview with Fiesta’s brand manager, Sam De La Garza, it was mentioned that Ford doesn't believe there would be enough market demand for a three door hatch model in the States.
Monday, July 6, 2009
Road Test: 2010 Ford Mustang GT Convertible
The 2010 Mustang has been nipped and tucked to keep it contemporary. With the exception of the fastback roofline on the coupe, the sheet metal is all new — everything from the headlights and front fascia to the fenders and stronger “powerdome” hood. The tail end is also more angular. The changes are wide ranging but are still subtle in nature.
The upgrades to the cabin are more recognizable and certainly more appreciated. The new one-piece, soft-touch dash panel and better trim accents are now a match for the rest of the cabin. The heated leather front seats are comfortable and the new centre stack is eminently logical and now features larger buttons. The stack’s centerpiece, GT style, is the loud and proud Shaker 500 audio system — it blasts 500 watts of superior sound through eight well-placed speakers. With the top down, which entails releasing the header latches and holding a button for a few seconds, the Shaker out-booms those really annoying little vroom-and-boom puddle-jumpers and the awful racket the usually young driver considers music. Nice.
The test car also arrived with Ford’s Sync system and something called MyColor. The former eases the chore of communicating with the outside world (the hands-free cellphone feature is a snap to pair) and it allows the driver to control the audio system simply by talking to it. The latter lets the driver personalize the interior lighting. Everything from the classy gauge cluster and its backlighting to the ambient cabin lighting can be customized. It is a nifty way of letting the owner stamp his or her mark on the car without resorting to garish add-ons (no more fuzzy dice!).
As before, the back seat is really only usable when the need to ferry four is, well, urgent — there is little leg space, headroom is at a definite premium and getting back there is a chore. However, if the rear seat is viewed as additional storage space, it works. The convertible’s trunk, at 9.6 cubic feet, needs all the help it can get because of the top’s intrusion into the usable space.
When it comes to power, the Mustang GT is not shy. For 2010, the 4.6-litre V8 pushes 315 horsepower and 325 pound-feet of torque. This is, to state the obvious, more than enough power to keep the driver entertained. When fired through the five-speed manual transmission, the GT romps to 100 kilometres an hour in 5.4 seconds and accomplishes the 80-to-120-km/h passing move in an equally speedy 4.4 seconds.
One of the Mustang’s true pleasures is rowing the manual box. Unlike so many do-it-yourselfers, the GT’s gate is crisp and well defined. The credit goes to the fact the shift lever drops straight down into the box and so there are no cables or external linkages to blunt the feel. A five-speed automatic transmission is also available.
Sound is the other important attribute of any muscle car. The Mustang GT has a throaty burble at idle that builds to a rewarding roar at full chat. There are some more refined sounds (a Ferrari at wide-open throttle, for example), but nothing raises the goose bumps like a full-bodied North American V8 giving its all. It’s wonderful, especially with the convertible top down.
In terms of its handling, the GT is poised. The front struts and three-link solid rear axle brings a balanced approach. There is enough compliance to weather a rough road, yet it has the firmness needed to counter body roll through a fast sweeper. The one thing that did surprise me is just how well the back end behaves. In spite of the solid rear axle, there’s little axle tramp when the coals are poured on and, mid-corner, the tail stays beneath the driver, although dabbing the gas with a little too much enthusiasm will see it skate out. Thankfully, AdvanceTrac, a very good electronic stability/traction nanny, is ready to step in to prevent it from going too far.
The rest of the dynamics live up to expectations. The steering has a light feel at lower speeds and firms up nicely to keep the driver up to speed. An option worth the money ($1,200) is the wheel and tire upgrade. The stock 18-inchers work well, but the P245/45R19 tires deliver better grip and they fill the wheelwells with more authority. The option also adds a cross-car strut tower brace, which further limits cowl shake (it’s only really evident over train tracks). Finally, the anti-lock brakes and four-wheel discs scrub off speed with alacrity — it takes just 40.7 metres to stop from 100 km/h.
The revamped Mustang is a decidedly decent set of wheels. The GT handles very nicely, it comes with a ton of power and a slick manual transmission.
In the tester’s case, the ability to drop the top iced the driving experience. Yes, the folding lid does limit the sightlines to the rear when it’s up, but, when folded flat, the sweet siren the V8 sings takes on a new life. Of all the convertibles on the market, this is one of the very best.
The Specs:
Type of vehicle: Rear-wheel-drive convertible
Engine: 4.6L SOHC V8
Power: 315 hp @ 6,000 rpm; 325 lb-ft of torque @ 4,250 rpm
Transmission: Five-speed manual
Brakes: Four-wheel disc with ABS
Tires: P245/45R19 (optional)
Price: base/as tested: $29,699/$42,499
Destination charge: $1,350
Transport Canada fuel economy L/100 km: 12.7 city, 8.2 hwy.
Standard features: Air conditioning, power locks, mirrors and windows, power convertible top with glass window and rear defroster, leather-trimmed six-way power driver’s/passenger’s heated seats, cruise control, Shaker 500 AM/FM/six-disc CD/MP3/Sirius satellite audio system with eight speakers and auxiliary input jack, steering wheel-mounted controls, Sync voice-activated communications and entertainment system, compass, outside temperature readout, remote keyless entry, tilt steering, easy-fuel capless fuel filler,
oil pressure gauge, tire pressure monitoring system, fog lights, 19-inch machined aluminum wheels with cross-car strut brace ($1,200).
The upgrades to the cabin are more recognizable and certainly more appreciated. The new one-piece, soft-touch dash panel and better trim accents are now a match for the rest of the cabin. The heated leather front seats are comfortable and the new centre stack is eminently logical and now features larger buttons. The stack’s centerpiece, GT style, is the loud and proud Shaker 500 audio system — it blasts 500 watts of superior sound through eight well-placed speakers. With the top down, which entails releasing the header latches and holding a button for a few seconds, the Shaker out-booms those really annoying little vroom-and-boom puddle-jumpers and the awful racket the usually young driver considers music. Nice.
The test car also arrived with Ford’s Sync system and something called MyColor. The former eases the chore of communicating with the outside world (the hands-free cellphone feature is a snap to pair) and it allows the driver to control the audio system simply by talking to it. The latter lets the driver personalize the interior lighting. Everything from the classy gauge cluster and its backlighting to the ambient cabin lighting can be customized. It is a nifty way of letting the owner stamp his or her mark on the car without resorting to garish add-ons (no more fuzzy dice!).
As before, the back seat is really only usable when the need to ferry four is, well, urgent — there is little leg space, headroom is at a definite premium and getting back there is a chore. However, if the rear seat is viewed as additional storage space, it works. The convertible’s trunk, at 9.6 cubic feet, needs all the help it can get because of the top’s intrusion into the usable space.
When it comes to power, the Mustang GT is not shy. For 2010, the 4.6-litre V8 pushes 315 horsepower and 325 pound-feet of torque. This is, to state the obvious, more than enough power to keep the driver entertained. When fired through the five-speed manual transmission, the GT romps to 100 kilometres an hour in 5.4 seconds and accomplishes the 80-to-120-km/h passing move in an equally speedy 4.4 seconds.
One of the Mustang’s true pleasures is rowing the manual box. Unlike so many do-it-yourselfers, the GT’s gate is crisp and well defined. The credit goes to the fact the shift lever drops straight down into the box and so there are no cables or external linkages to blunt the feel. A five-speed automatic transmission is also available.
Sound is the other important attribute of any muscle car. The Mustang GT has a throaty burble at idle that builds to a rewarding roar at full chat. There are some more refined sounds (a Ferrari at wide-open throttle, for example), but nothing raises the goose bumps like a full-bodied North American V8 giving its all. It’s wonderful, especially with the convertible top down.
In terms of its handling, the GT is poised. The front struts and three-link solid rear axle brings a balanced approach. There is enough compliance to weather a rough road, yet it has the firmness needed to counter body roll through a fast sweeper. The one thing that did surprise me is just how well the back end behaves. In spite of the solid rear axle, there’s little axle tramp when the coals are poured on and, mid-corner, the tail stays beneath the driver, although dabbing the gas with a little too much enthusiasm will see it skate out. Thankfully, AdvanceTrac, a very good electronic stability/traction nanny, is ready to step in to prevent it from going too far.
The rest of the dynamics live up to expectations. The steering has a light feel at lower speeds and firms up nicely to keep the driver up to speed. An option worth the money ($1,200) is the wheel and tire upgrade. The stock 18-inchers work well, but the P245/45R19 tires deliver better grip and they fill the wheelwells with more authority. The option also adds a cross-car strut tower brace, which further limits cowl shake (it’s only really evident over train tracks). Finally, the anti-lock brakes and four-wheel discs scrub off speed with alacrity — it takes just 40.7 metres to stop from 100 km/h.
The revamped Mustang is a decidedly decent set of wheels. The GT handles very nicely, it comes with a ton of power and a slick manual transmission.
In the tester’s case, the ability to drop the top iced the driving experience. Yes, the folding lid does limit the sightlines to the rear when it’s up, but, when folded flat, the sweet siren the V8 sings takes on a new life. Of all the convertibles on the market, this is one of the very best.
The Specs:
Type of vehicle: Rear-wheel-drive convertible
Engine: 4.6L SOHC V8
Power: 315 hp @ 6,000 rpm; 325 lb-ft of torque @ 4,250 rpm
Transmission: Five-speed manual
Brakes: Four-wheel disc with ABS
Tires: P245/45R19 (optional)
Price: base/as tested: $29,699/$42,499
Destination charge: $1,350
Transport Canada fuel economy L/100 km: 12.7 city, 8.2 hwy.
Standard features: Air conditioning, power locks, mirrors and windows, power convertible top with glass window and rear defroster, leather-trimmed six-way power driver’s/passenger’s heated seats, cruise control, Shaker 500 AM/FM/six-disc CD/MP3/Sirius satellite audio system with eight speakers and auxiliary input jack, steering wheel-mounted controls, Sync voice-activated communications and entertainment system, compass, outside temperature readout, remote keyless entry, tilt steering, easy-fuel capless fuel filler,
oil pressure gauge, tire pressure monitoring system, fog lights, 19-inch machined aluminum wheels with cross-car strut brace ($1,200).
Ford says the worst of the recession is over
Ford yesterday became the first US car company to call the end of the automotive slump that has brought down its two fellow Detroit giants.
After a rough period that saw Ford sales plummet 40 per cent in February to their lowest level for more than a quarter of a century, the company expects sales for June to decline by less than 20 per cent year on year. George Pipas, the chief sales analyst, said both the car market and the US economy may be on the up. "The worst is behind us," he said. "We may see economic growth in the second half and a higher level of auto sales."
There is little sign of a recovery in the UK market. Registrations were down by more than 24 per cent in May, despite the introduction of a scrappage incentive designed to boost sales. Car sales across the world disintegrated when both consumer confidence and the availability of credit dried up in the wake of the collapse of Lehman Brothers last autumn.
The big three Detroit car makers – Ford, Chrysler and GM – have been hit even harder than most. With last year's unprecedented oil price rises already pushing consumers away from the traditional gas-guzzling SUV ranges to more economical Japanese alternatives, the recession then exposed major structural flaws. Ford is the only one that has managed its way through the problems. Chrysler needed $4bn (£2.4bn) in loans from the US government, and was then taken over by Fiat. GM became the biggest corporate failure in history, offloading its European division just days before filing for Chapter 11 bankruptcy protection with debts of $173bn. The government is expected to take a 60 per cent stake in the slimmed-down group, putting up another $30bn on top of the $20bn in emergency loans since last year.
Meanwhile, discussions about the fate of GM Europe, which includes Vauxhall in the UK, are ongoing. The preferred bidder is Magna, a Canadian car parts manufacturer, in a consortium bankrolled by Sberbank, a Russian bank.
After a rough period that saw Ford sales plummet 40 per cent in February to their lowest level for more than a quarter of a century, the company expects sales for June to decline by less than 20 per cent year on year. George Pipas, the chief sales analyst, said both the car market and the US economy may be on the up. "The worst is behind us," he said. "We may see economic growth in the second half and a higher level of auto sales."
There is little sign of a recovery in the UK market. Registrations were down by more than 24 per cent in May, despite the introduction of a scrappage incentive designed to boost sales. Car sales across the world disintegrated when both consumer confidence and the availability of credit dried up in the wake of the collapse of Lehman Brothers last autumn.
The big three Detroit car makers – Ford, Chrysler and GM – have been hit even harder than most. With last year's unprecedented oil price rises already pushing consumers away from the traditional gas-guzzling SUV ranges to more economical Japanese alternatives, the recession then exposed major structural flaws. Ford is the only one that has managed its way through the problems. Chrysler needed $4bn (£2.4bn) in loans from the US government, and was then taken over by Fiat. GM became the biggest corporate failure in history, offloading its European division just days before filing for Chapter 11 bankruptcy protection with debts of $173bn. The government is expected to take a 60 per cent stake in the slimmed-down group, putting up another $30bn on top of the $20bn in emergency loans since last year.
Meanwhile, discussions about the fate of GM Europe, which includes Vauxhall in the UK, are ongoing. The preferred bidder is Magna, a Canadian car parts manufacturer, in a consortium bankrolled by Sberbank, a Russian bank.
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