Two of the world's biggest automakers are squaring off for a multi-year truck engine battle, with one company trying to win by addition, while the other aims for victory by subtraction.
In one corner, Ford Motor Co. is using turbochargers to boost its V6. In the other, General Motors (GM) is deactivating cylinders on its V8s. Both companies want the same outcome -- power plus fuel efficiency. But the two are going about it in dramatically different ways. "No doubt about it, it's a face-off between them," David Cole, chairman emeritus for the Center for Automotive Research (CAR), told Design News. "Both of them have put a lot of emphasis on their decisions."
Indeed, GM has thrown down the gauntlet with the recent rollout of a family of so-called "small block" engines, which includes a 5.3L V8 and a 6.2L V8, as well as a 4.3L V6. The engines offer direct injection, continuously variable valve timing and, most importantly, cylinder deactivation. The EcoTec3 engines are important to GM because they give the giant automaker a clear path to fuel efficiency by combining the fifth-generation of the company's "small block" technology with the ability to shut down cylinders when they're not needed. It's a big step forward for truck engines in the era of CAFE mandates because it enables an eight-cylinder engine to behave like a smaller unit when the power's not needed.
GM's new 5.3L V8 EcoTec engine, left, boosts fuel efficiency by using cylinder deactivation to act as a four-cylinder engine at light loads. Ford's 3.5L EcoBoost engine, right, boosts performance by using twin-turbocharger technology to create a more dense mix of air and fuel in each cylinder. (Source: GMC, left; Ford Motor Co., right)
"In effect, it operates like a four-cylinder engine at light load," Cole told us. "The throttle is fairly open, so they reduce the throttling losses, which is one of the key thermodynamic losses for any engine at light load."
By employing the old "small block" concept, which was originated by GM in 1955, the company hopes to benefit through mechanical simplicity and experience. The engines will be used on the 2014 Silverado 1500 and the GMC Sierra 1500, where GM engineers want to appeal to customers who want to get a half-million miles out of their powertrains. "It's an engine we know well," Tom Wilkinson, spokesman for Chevrolet trucks and SUVs, told Design News. "And it's a technology we know will hold up over the long haul."
Ford, meanwhile, is taking a bottom-up approach with its V6, twin-turbo EcoBoost engine. The 3.5L engine, which has already had significant success, uses its exhaust to spin turbine wheels that create a more dense mix of air and fuel in each cylinder. Ford says the engine offers best-in-class 4x2 fuel economy (16/22 mpg), torque (420 at 2,500 rpm), maximum payload, and maximum towing capacity. In essence, the idea is for the engine to behave like a V6 until the power is really needed. "We say, 'Deactivate those extra cylinders all the time,' " Chris Terry, Ford spokesman, told us. "Don't use them in the first place."
Ford told Design news that the V6 concept has been received enthusiastically by truck buyers, despite initial claims by some that truck consumers wouldn't accept anything smaller than a V8. "They love our V6 engines," Mike Levine, truck communications manager for Ford, told us. "If you want proof, look at our F-150 sales last year. Fifty-three percent of them were sold with V6 engines." In November, the company reached production of 500,000 EcoBoost-equipped vehicles.
Right now, there's no way to fairly compare Ford's and GM's approaches. GM is still awaiting fuel efficiency numbers from the Environmental Protection Agency (EPA), and is saying little until those numbers become available. The only statement made by the giant automaker was at the recent Detroit Auto Show introduction of the 2014 Chevrolet Corvette, which will use the 6.2L V8. There, Chevrolet said the engine will deliver 450 HP and 450 lb-ft of torque.
"Both approaches are quite valid," Cole told us. "So it's going to be interesting to see how they'll stack up in terms of performance, cost, and efficiency. This is really going to be a mega-technical issue."
So your response is that our dysfunctional, known to be narcissistic, government, run by "greenies." Chooses to force the military to buy tech that doesn't work? I refer you to history and again facts. How many of these "trucks" are deployed into and or functioning as, actual battle support? Huh? Answer...NONE! Have you read your own numbers? These are not even the minimum sustained requirements for daily use on any farm! And you don't even address the fact that you'll have to own at least two or three of these. Why? Because they take so long to charge that you'llneed the extras in order to have ONE ready to use. The suggestion that any current battery powered truck can be used for logistical military ops us patently insanity! On the others....how many of these are actually in use? Not many. Why? Because they don't even meet the conservative specs that they publish!
Electric vehicles may be the future, but they are not quite ready for general use. Electric motors deliver plenty of torque and are more compact that ICEs. With computer control, we can manage the torque output and mimic the output of virtually any ICE. Power isn't the problem. Where electric vehicles lag behind ICEs is in working range and refuel/recharge time. Battery weight is also a factor, but that is becoming less of an issue due to new lighter weight materials and new batteries with higher power densities. Limited range confines current electric vehicles to relatively small areas. EVs may be suitable for urban commutes and short-range delivery runs, but most buyers need flexible vehicles that can travel more than 150 to 300 miles in a day. Battery recharge time has improved greatly, but still lags behind refueling time for ICEs. That will likely never change, but perhaps the gap can be closed enough that the difference is not significant enough to matter. Until then, EVs will remain a very small part of total vehicles sales and will continue to require subsidies to reduce manufacturing losses.
The only "blabbing nonsense" and "biased emotionally based posts" are coming from your brain. Stop your single boiling neuron and find the facts, Read...
At the mentioned link "http://www.smithelectric.com/"
The Newton all-electric truck delivers a top speed of 55 mph (88km/h), offers a range of 50 to 150 miles (65-190km) on a single charge and a payload of over 16,000 pounds (7,250kg). It operates at peak effectiveness in urban applications that demand heavy 'stop-and-go' driving. A single overnight charge provides more than enough range for most urban delivery routes. Smith vehicles feature the latest in Lithium-ion battery cell technology, power management and direct drive trains.
Being the U.S. Marines Corps one of their users... ..." The U.S. Marines Corps has deployed Smith Newton all-electric trucks at Camp Pendleton, California, the Corps' largest West Coast training facility and home of the First Marine Expeditionary Force.
The U.S. Marines Corps is the first military organization to incorporate Newton into its fleet – and the first to purchase Newton trucks through the Government Services Administration (GSA) schedule. GSA Automotive is responsible for procuring more than $1 billion in vehicles and automotive services each year.
Some other corporate users in their daily distribution routes are... " 3663 AG Barr Balfour Beatty Celtic Linen CEVA Logistics Coca-Cola Continental Landscapes Crown Records Management DHL Essex County Council Frito-Lay Gateshead Council John Lewis Office of Public Works Openreach Royal Mail Ryder Bunzl Sainsbury's Staples TK Maxx TNT Express U.S. Marine Corps Western Power Distribution
So what about the Tesla EV's? and the tricks pulled by a few guys with some brains like this guy that made the Wrightspeed 150 mi range and it beats the crap out of Ferraris, Porsches and NASCAR ICE's
http://www.youtube.com/watch?v=OXqYbNEiW0Y
And what about an average guy thinkering in his garage and getting an old Datsun to beat the X%^@#$ og some "powerful" Corvettes and BMW's gas cars
http://www.youtube.com/watch?v=369h-SEBXd8 ::: the White Zombie
So "the person that says that it can't be done, should not interrupt the one DOING IT". so please get some salt and EAT YOUR WORDS. Thank you
http://www.youtube.com/watch?v=369h-SEBXd8 ::: GP racer
http://www.youtube.com/watch?v=az_27NeLKuI ::: a 9 sec 1/4 mile EV
All this makes me think that there is something OBSCURELY WRONG with the Detroit car industry and BIG OIL when a few garage tinkering guys can pull this kinds of EV tricks on their own budgets, I keep what I said; what about you?
The only thing I find embarrassing here is someone who passes themselves off a an engineer while blabbing nonsense. Not one of the current numbers for ANY electric vehicle work. FACT.
Performance and usability both are far below ICE levels. To date, even with massive subsidies, these CARS cost far more and perform far worse than their ICE versions. We are in fact years away from a practical battery powered car, much less a truck....at least one that's used to do work.
What's worse is that they (electric cars), are actually worse polluters due to the combined excessive carbon footprint they make. Between the labor and materials used to both build and buy the car, and the electric power produced to operate it they produce nearly double the effective pollution. And we haven't even talked yet about the disposal of used batteries!
Don't pass yourself off as an engineer until you know the basic truths about the real world physics! I could throw mounds of math at you, but based on your biased emotionally based posts....I seriously doubt that you would comprehend it!
I did not think that flaming was allowed on these discussion boards, and it certainly is not worthy of engineering professionals. If one believes another to be wrong, even totally screaming wrong and clearly biased wrong, the best response is a rebuttal with facts rather than a flaming criticism, if valid or not. Likewise, pointing out errors in an assertion is valid, while calling names is a poor choice.
IN OTHER WORDS, IF YOU MUST FIGHT, DO IT IN A MUCH MORE INTELLECTUAL MANNER, OK???
@rdelaplaza I am certain from your uninformed and pedantic soliloquy that you are a tower dwelling, metrosexual, wussie. Who has never done a minutes worth of real work in your life!
US rednecks actually USE our trucks every day for REAL work. We make sure your ignorant vegan backside gets supplied with all the kale, carrots, and cabbage you consume. We also provide the beef and pork and chicken you eat, when you think no one else will ever know.
Battery powered cars are still a losing, non-starter, and will be for years to come. Useable, working trucks.....may NEVER be viable!
Trucks are too heavy and have been for 30 years or more. It takes 300 HP just to go up a mountain pass when they are empty and they still lose speed. With all the weight they need 400 HP to be used as a towing vehicle. A smaller/lighter truck with 300 HP makes sense to me, but then a standard makes sense to me. Has anyone tried to pickup an automatic from any of the top selling trucks? Just another one of the overweight problems.
By refining topologies and using new fluid technology, Moog's new peak sine drive controller increases available power without increasing controller volume.
Lantronix Inc. has expanded its line of controllers for sensor networks with the release of a rugged controller that improves management of automation systems used in a number of industries, including manufacturing, oil and gas, and chemicals.
Inspired by the hooks a parasitic worm uses to penetrate its host's intestines, the Karp Lab has invented a flexible adhesive patch covered with microneedles that adheres well to wet, soft tissues, but doesn't cause damage when removed.
From Dell / Intel® New Paradigms in Design Work Scott Hamilton, vertical market strategist for Dell Precision workstations, 5/2/2013 3
Early in my career, I worked as a draftsman and remember the days of drawing on vellum with numbered pencils and Mylar with plastic lead. This was a fun experience in the sense that I ...
I've been using workstations for more than 10 years and love finding ways to get more performance from my system. With demanding professional applications that require more power each ...
A lasting memory from my first job as an engineer in an auto assembly plant is standing on hard concrete at six in the morning, vending-machine coffee clutched in hand, listening to ...
A quick look into the merger of two powerhouse 3D printing OEMs and the new leader in rapid prototyping solutions, Stratasys. The industrial revolution is now led by 3D printing and engineers are given the opportunity to fully maximize their design capabilities, reduce their time-to-market and functionally test prototypes cheaper, faster and easier. Bruce Bradshaw, Director of Marketing in North America, will explore the large product offering and variety of materials that will help CAD designers articulate their product design with actual, physical prototypes. This broadcast will dive deep into technical information including application specific stories from real world customers and their experiences with 3D printing. 3D Printing is
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