Every year in Spain, the biggest members of the telecommunications industry get together to show off the latest in technology. This year, Ford Motor Company executive chairman, Bill Ford spoke about his vision of mobile technology and how it fits in with Ford’s plans.

Ford mainly discussed an infrastructure of connected cars to help reduce traffic and gridlock. He said the number of cars on the road will likely quadruple by 2050 to reach 4 billion. He’s been working hard at trying to resolve the congestion issues that would arise with such an increase.

One of his ideas involves connecting cars, transport officials and mobile devices to create a global transportation solution.

“Now is the time for us all to be looking at vehicles on the road the same way we look at smartphones, laptops and tablets; as pieces of a much bigger, richer network.”

Ford’s plan, called “BluePrint for Mobility,” has ambitious short and long term goals.

The company aims to develop an intuitive in-car mobile platform that can warn drivers of traffic jams and accidents. There are also plans in plance to build on current technology like autonomous parking. Think of Ford’s latest technologies, like Active Park Assist and Adaptive Cruise Control, but enhanced to the next level.

Some more radical ideas from Ford include reserving parking spots for destinations before you leave the house, just imagine Christmas Eve without the murderous suburban mothers in mall parking lots.

“Cars are becoming mobile communications platforms and as such, they are a great untapped opportunity for the telecommunications industry. Right now, there are a billion computing devices in the form of individual vehicles out on our roads,” Ford said.

Ford Motor Company Chairman Bill Ford (great-grandson of Henry Ford) revealed to Fortune magazine that his namesake automaker will apparently launch a global line of electric vehicles, with 25 percent of Ford’s lineup available with some degree of electrification by 2020.

Ford cited the electric Focus and both plug-in and fully electric versions of the C-Max as the start of a shift towards electric vehicles as a viable alternative to gasoline powered passenger cars, but the surprising nugget of information within the article was Ford’s calls for government involvement in the propagation of electric vehicles.

“I think it’s a matter of national security to have a competitive American battery industry,” said Ford. “Washington should increase R&D spending here unless they want to cede the development of batteries to other nations.” Ford cited China as the most imminent threat, as they have made significant strides in lithium-ion battery technology, and Ford fears that America will fall behind in one of the most important emerging industries.

Furthermore, Ford also laid out a vision for future cars that is heavily reliant on smart-phones, WiFi and GPS technology, which would enable cars to talk to one another and share information on traffic jams and other pertinent data, all in the name of eco-friendliness.

[Source: The Globe and Mail]

Mercury‘s glory days are long over, with the brand lacking anything exciting or unique since the muscle car era. With the Grand Marquis scheduled to die alongside its customer base, and every other Mercury product available right next door at the Ford showroom, the storied brand is set to be euthanized by its parent company, Ford Motor Co., according to a report by Bloomberg News Service.

Ford executives are reportedly readying a proposal to kill Mercury, and will present the plan at a board meeting this July. While Ford is in good financial shape, shuttering Mercury would make sense, as two of its four cars are scheduled to die next year, leaving it a lame duck amid strong Ford and Lincoln lineups. General Motors has closed down three brands within the last decade, and Chrysler closed down its Plymouth division in 2001, so the move would not be unprecedented. Ford has spent 88 percent less on the brand from 2005 to 2009, as sales declined rapidly.

[Source: Bloomberg]

Ford posted a $2.1 billion profit for this quarter, beating market expectations by a full year despite a lull in the new vehicle market. Ford has undergone a series of cost-cutting measures, including plant closures and layoffs, but has also introduced a torrent of new product in nearly every segment.

Ford hasn’t earned $2 billion profit since 2004, when the company sold 17 million vehicles. Expectations for this year include sales of fewer than 12 million cars and trucks. Ford’s strong performance has been attributed to a number of factors. New products like the Fiesta, Mustang, Edge and Fusion have been extremely well received by the automotive press and well as consumers. Sales of the full-size Taurus are up 96 percent from the previous generation. Ford’s image has also remained strong, as it avoided taking government loans (unlike rivals GM and Chrysler), and avoided the quality problems that have plagued Toyota.

However, Ford’s executive chairman told the New York Times that the success of the company was attributable to its own strengths, not the weaknesses of its competitors.

“I don’t know how much it really helped because it’s all about the product,” Mr. Ford told reporters after a speech in Detroit this month. “People will come into our showrooms but if they don’t see anything they like, they’ll go elsewhere.”

Ford has just unveiled the first example of its new One Ford philosophy, the 2011 Focus. Offered as both a five-door hatchback and four-door sedan, both models look quite unique but offer the same aggressive front end and high-quality paint. At launch one engine will be offered, a 2.0-liter 4-cylinder with direct-injection technology that makes an impressive 155-hp and 145 ft-lbs of torque. Ford has, however, confirmed that the Focus will be offered with an EcoBoost engine in all markets in the future. Presumably, this will be Ford’s 1.6-liter EcoBoost with 180-hp.

The 2.0-liter engine is the fist naturally aspirated direct-injection engine used by Ford in North America and comes mated to a 6-speed dual-clutch automatic transmission that works to improve fuel economy and deliver lightning quick shifts.

No fuel-economy numbers have been released yet, but Ford says the new focus will be a fuel economy leader. That is quite a claim considering the new Chevy Cruze gets 40 mpg on the highway.

Ford plans to offer the new Focus with plenty of optional premium items including keyless entry, active park assist, a backup camera and the next generation of Ford’s SYNC technology, MyFord Touch.

Described by Bill Ford as “responsible, fun and functional,” Ford said that the industry is at the intersection of the economy, energy and the environment and that the company’s that will succeed will deliver these aspects in an exciting package.

At the launch of the car, Ford CEO Alan Mulally said it was “the right car for the right time, for the right reasons.” Ford, is betting on the compact car segment, which is expected to grow to 25 percent of the U.S. market by 2012. In addition, compact cars make up 25 percent of all cars sold throughout the world. In total, Ford plans to launch 10 vehicles based on the new Focus platform, including the C-Max MPV, which will launch in the U.S. later this year.

GALLERY: 2011 Ford Focus

Official release after the jump:

• The all-new Ford Focus previewed at the 2010 North American International Auto Show features a fuel-efficient new 2.0-liter DOHC I-4 engine with Twin Independent Variable Camshaft Timing (Ti-VCT) and direct injection (DI)
• The global reveal of the next-generation Focus also features an advanced dual-clutch PowerShift six-speed automatic transmission designed to deliver better fuel economy than comparable automatics
• The new engine and transmission are the first examples of a Focus powertrain strategy that reinforces Ford’s commitment to delivering fuel economy leadership without sacrificing driving fun throughout its global offerings

DETROIT, Jan. 11, 2010 – The reveal of the next-generation Ford Focus at the 2010 North American International Auto Show includes the first in a series of powertrain technology developments coming from Ford that give its new global C-segment leader a combination of power, exhilarating performance and unsurpassed fuel economy.

Ford has disclosed that North American models of the new Focus will be equipped with a responsive, fuel-efficient combination of a 2.0-liter I-4 engine with Twin Independent Variable Camshaft Timing (Ti-VCT) and direct injection (DI) plus a dual-clutch PowerShift transmission.

“Combining a direct-injected engine and the dual-clutch PowerShift transmission will help Focus redefine fuel economy and flexibility in the C-car segment,” said Barb Samardzich, vice president for Ford’s global powertrain development. “The refinement and sheer fun-to-drive nature of the new Focus will surprise a lot of drivers.”
The new engine is designed to deliver an estimated 155 horsepower and 145 ft.-lb. of torque to give customers ample performance and a refined driving experience.

The 2.0-liter Ti-VCT I-4 also serves as another example of Ford delivering fuel economy leadership by using advanced technologies to produce surprising power from minimal displacement. The engine can deliver outstanding fuel economy and emissions along with the throttle response, performance and flexibility expected from a world-class engine.

“Using direct injection and Ti-VCT, and coupling that to a dual-clutch transmission, we’ve been able to make a quantum leap in fuel economy and performance,” said Derrick Kuzak, group vice president, Global Product Development. “We’re meeting the goals of our global powertrain strategy, and we now have another key powertrain for use around the world.”

Core engine technologies
As a DOHC design, the 2.0-liter I-4 uses two camshafts: one to open the intake valves and one to open the exhaust valves. Traditionally, camshafts have only been able to open the valves at a fixed point, defined during engine design and manufacture. But with modern variable cam timing systems, the camshafts can be rotated slightly relative to their initial position, allowing the cam timing to be advanced or retarded.

Ti-VCT takes this technology and applies it to both the intake and exhaust camshafts of its DOHC design, using electronic solenoid valves to direct high-pressure oil to control vanes in each of the camshaft sprocket housings. By using one oil control solenoid per camshaft, controlled by the Electronic Control Module, each intake and exhaust cam can be advanced or retarded independently of the other as engine operating conditions change, providing an exceptional degree of valve timing control.

“The overlap control via Ti-VCT helps us eliminate compromises in the induction and exhaust systems,” said Jamie Hanshaw, Ford VCT technical specialist. “Drivers will notice improved low-end power and better fuel economy. And there are benefits they won’t notice too, like reduced emissions overall, especially at part-throttle.”

Fuel metering duties on the 2.0-liter I-4 are handled by a DI system that precisely delivers a fine mist of fuel directly into each cylinder for optimal performance, economy and emissions. Unlike port fuel injection (PFI) engines that spray fuel into the intake system, the direct injection system puts the fuel in the combustion chamber, exactly where it needs to be for combustion. Thanks to DI, the engine can safely operate at a high 12:1 compression ratio (compared with the current engine’s 10:1 ratio), further enhancing power and efficiency. And unlike most competitive direct injection systems, the engine will be E85 flex fuel-capable.

The high-pressure fuel injectors are positioned to the side of each cylinder, aiming the fuel directly into the cylinder adjacent to a high-intensity spark plug and alongside the intake and exhaust valves. Fuel is sprayed into the cylinders at pressures of up to 2,150 pounds per square inch, which is about 35 times more intense than PFI injection.

“The DI system creates an incredibly fine spray of gasoline that’s injected directly into the combustion chamber at the precise moment it’s needed, eliminating a lot of the compromises on traditional fuel systems,” explains Scott Makowski, I-4 engine manager. “It sounds simple, but months of testing and computer simulation went into finding the exact injector spray pattern, where in the cylinder to aim the spray, and even the piston dome design.”

The Denso high-pressure fuel injectors use internal solenoids to precisely switch the flow of fuel on and off. Fuel flows through six tiny outlets – like pinholes – in each injector, and each spray is positioned to provide benefits in fuel economy and emissions. A sophisticated electronic control system varies the timing and intensity of the fuel delivery according to engine operating conditions.

Attention to detail yields fuel economy improvements
Complementing the efficiencies introduced by Ti-VCT and DI, every aspect of the proven 2.0-liter I-4 was examined to identify ways fuel economy could be improved. Key strategies focused on reducing internal engine friction and reducing overall weight.

Computer modeling indicated areas where friction reduction strategies would pay the most dividends. The valvetrain received a fine surface treatment to present the smoothest surface possible. Piston skirts are treated with a special low-friction coating, and the oil pump and its drive ratio are sized for the exact capacity requirements of the new 2.0-liter engine.

Accessory drive friction was also reduced through a series of actions. Electric Power Assist Steering eliminates the drag of an engine-driven power steering pump, while the use of so-called stretchy belt technology removes friction in the form of a belt tensioner on the air-conditioning compressor drive system.

Additionally, an overriding alternator decoupler – essentially a special pulley that reduces certain types of vibrations – allows the alternator and water pump drive belt to operate at a much lower tension than is typically used, further reducing frictional losses.

To keep overall powertrain weight as low as possible, the block, cylinder head and oil pan – traditionally the heaviest engine components – are aluminum castings. To increase rigidity, these elements are ribbed for additional strength and durability. Pistons are cast aluminum as well, with the light weight helping to reduce reciprocating mass.

Composite material is employed to keep intake manifold weight to an absolute minimum, while allowing for induction routing to increase thermal efficiency and improve low-end torque characteristics.

PowerShift: A different kind of automatic
An all-new PowerShift six-speed automatic transmission that combines the responsive performance and fuel economy of a manual gearbox with the convenience of a traditional automatic transmission promises to be another key Focus powertrain technology.

“PowerShift is a transmission that changes the game,” said Samardzich. “Our fuel economy leader is now a PowerShift automatic. Previously, a C-segment driver needed a manual transmission and a clutch pedal to enjoy the greatest fuel efficiency.”
Twin internal clutches keep the PowerShift in constant mesh, continuously optimizing for maximum responsiveness and fuel efficiency, depending on engine speed, vehicle speed and input from the driver’s foot on the accelerator pedal. The new technology provides significant fuel economy improvement, and for the driver, it retains the operational ease of an automatic with noticeably quicker and smoother shift quality.

PowerShift is a dual dry clutch transmission, operating with sealed internal lubrication, reducing friction and contributing to Focus fuel economy improvements. The lack of pumps and hoses reduces complexity, saves weight and contributes to fuel efficiency.

An additional feature is Hill Start Assist functionality. This sensor-based system will “hold” the brakes for an instant (2.5 seconds) to prevent rollback when stopping or starting from rest on an incline. Employing a digital accelerometer to measure slope incline, the system activates automatically when the incline exceeds 3 percent.

Simpler, more responsive and more fuel-efficient than a conventional automatic transaxle, PowerShift represents an innovative small car breakthrough.

Continuing refinement on the global stage
Using the 2.0-liter Ti-VCT engine and PowerShift dual-clutch transmission in the North American market, combined with state-of-the-art common-rail diesels for global customers, Focus is poised to claim a leadership role in fuel economy from the moment it’s launched. This powertrain will not be marketed in Europe.

The global powertrain lineup for the new Focus also will include a range of state-of-the-art Ford EcoBoost™ four-cylinder turbocharged direct injection engines – including the 1.6-liter unit in Europe and a choice of advanced and improved Duratorq TDCi common-rail diesel engines, all of which offer reductions in fuel consumption of between 10 and 20 percent compared to the outgoing models.

“When the new Focus launches in late 2010, it will be among the global leaders in fuel economy and CO2 emissions,” said Kuzak. “We will continue to pioneer new technologies beyond launch, including a true zero-emission model launching in North America in 2011. Throughout its life cycle, Focus in all forms, in all regions, will demonstrate the Ford commitment to deliver unsurpassed fuel economy on a truly global scale.”

The CEO of auto parts supplier Bosch today told a crowd at the National Summit for Clean Transportation that U.S. automakers must adopt diesel technology in order to meet the strict new CAFE standards the Obama Administration has laid out. The new legislation will see fleet averages for passenger cars rise to 35.5 mpg for 2016, up significantly from 27.3 mpg for 2011.

The words of Bosch CEO Peter Marks were echoed by Borg Warner CEO Tim Manganello, who noted that diesel engines get 30 percent better fuel economy over gasoline engines, with 50 percent more torque, while emitting 25 percent fewer emissions.

Marks then called on General Motors, Chrysler and Ford to act now to bring diesels to the U.S.

Both men, whose companies make parts for fuel-efficient cars like the Volkswagen TDI (pictured above), also expressed their lack of optimism in both the electric car and hybrids, noting that there are still several roadblocks in getting the electric car to the mass market and that hybrids don’t often deliver the fuel-economy they are touted to.

Manganello said that, “hybrids are not as attractive as the PR hype,” noting that 72 percent of hybrid owners choose not to purchase a second one.

Of the Big Three, Ford Chairman Bill Ford was in attendance and came to the defense of both hybrids and electric vehicles, noting the critical acclaim that the 2010 Fusion Hybrid has achieved – not to mention its fuel-economy. And to rebuff the suppliers skepticism about bringing electric vehicles to market, Bill Ford stated that the Ford Motor Company has a pure electric vehicle coming out this year and an electric Focus the year afterward.

Using the opportunity to promote Ford’s EcoBoost engine, a turbocharged V6 that gets V6 fuel economy and V8 power, Bill Ford did say that FoMoCo was ready with diesels if the North American market was open to them.

Ford is the second largest producer of diesel engines in Europe, he told the audience, before stating that if there was demand FoMoCo could easily bring them over for use in U.S. vehicles.

[Source: Wards Auto & The Detroit News]