Ford announced today that its new 3.5L EcoBoost V6 engine will debut with a “beefed-up” 6-speed SelectShift automatic transmission that is “designed for higher torque demands of the all-new twin-turbocharged, direct injection engine.”

Based on the new 6F-50 transmission, the 6F-55 is dedicated to the 3.5L EcoBoost lineup. To guarantee every drop of torque produced by the turbocharged V6 EcoBoost, the ring gear on the 6F-55 transmission is a beefier 41.5 mm versus 31.5 mm on the 6F-50.

The 3.5L V6 EcoBoost produces 355-hp (365-hp on the 2010 Taurus SHO) with a maximum torque of 350 lb-ft. The new engine mated to the 6-speed SelectShift 6F-55 transmission will first be made available on the 2010 Lincoln MKS due out later this summer. It will also be available on the new 2010 Lincoln MKT, 2010 Ford Flex and the 2010 Ford Taurus SHO.

Follow the jump for the press release for more details.

Press Release:

BEEFED-UP SIX-SPEED TRANSMISSION MEETS HIGH-TORQUE DEMANDS OF 3.5-LITER ECOBOOST ENGINE

DEARBORN, Mich., Feb. 18, 2009 ““ Ford”s 3.5-liter EcoBoost V-6 engine debuts this spring with the perfect running mate for maximum performance and fuel efficiency ““ a six-speed SelectShift automatic transmission that”s specifically designed for the higher torque demands of the all-new twin-turbocharged, direct injection engine.

Developed from the successful 6F-50 transmission, the 6F-55 is dedicated solely to the 3.5-liter EcoBoost engine and incorporates a number of component and calibration upgrades that help guarantee every drop of torque produced by the turbocharged V-6 is seamlessly transmitted, giving customers that V-8-like performance they love, as well as the fuel economy they demand.

“Adapting the 6F architecture to the EcoBoost engine demanded a close look at every component, piece of hardware, and calibration measure to ensure that this transmission could answer the needs of a higher output engine; help, not hinder, fuel economy; and meet Ford”s strict durability standards,” said Barb Samardzich, vice president, Global Powertrain Engineering.

The engine/transmission combination is already proving its muster. The 2010 Lincoln MKS, the first Ford Motor Company vehicle to offer the 3.5-liter EcoBoost engine and 6F-55 transmission package, will deliver an impressive 355 horsepower and a responsive 350 ft.-lbs. of torque, along with achieving 25 mpg on the highway.

That”s more power and better highway fuel economy than the V-8 engine found in the 2009 Lexus GS460 (24 mpg) or the 2009 Inifiniti M45 (21 mpg). The recently announced return of the 2010 Ford Taurus SHO also will sport the EcoBoost V-6 and the six-speed SelectShift transmission, delivering an estimated 365 horsepower at 5,500 rpm and 350 ft.-lbs. of torque at 3,500 rpm, while maintaining fuel economy ratings on par with a V-6 engine.

Other 2010 products set to offer this powertrain combination include the Ford Flex and Lincoln MKT.

High Torque Edits
The 3.5-liter EcoBoost engine strategically uses two small turbochargers, which are quick to respond to throttle inputs, spooling up instantly for torque output that”s impressive ““ peaking earlier in the rev range than a comparable, normally aspirated engine. The turbo system does, however, run at higher temperatures.

In order to handle the elevated operating temperatures associated with a turbocharged engine and carry the higher torque produced by the 3.5-liter EcoBoost V-6, the 6F-55 incorporates a blend of hardware, material and calibration upgrades.

The transmission features, for example, wider, thicker transfer and final drive gears, improved input and output carriers, and a new differential case to carry the higher energy produced by the engine and deliver the performance customers expect when they accelerate. The ring gear on the 6F-55, for instance, is a beefier 41.5 mm versus 31.5 mm on the 6F-50.

Final drive ratios have been adjusted and matched to gear ratios to provide optimum performance and fuel economy. Clutches also have been upgraded with high-energy friction materials that can handle higher loads and shift energies over the long term. In addition, clutch piston material upgrades can withstand higher operating temperatures. This, along with thicker thrust washers, and an improved heat treatment on the turbine shaft help handle the higher engine torque.

“We had to bulk up and strengthen all of the transmission”s core parts for higher duty cycles,” said David Capoccia, transmission system manager, Ford Powertrain Operations. “The thicker gears, the improved carriers, upgraded clutches are all part of a set of hardware actions that translate to superior performance and durability for the customer.”

The 6F-55″s torque converter was also tweaked to improve drivability and create a more connected feel for customers. The converter even has its own exclusive efficiency curve and design for increased strength and durability, bolstered by four lugs welded on the cover in comparison to three on the 6F-50.

A second roll restrictor boss, which limits powertrain movement during acceleration, was also added to the Lincoln MKS and MKT EcoBoost transmission packages for superior noise, vibration and harshness (NVH) and a smooth, seamless acceleration experience.

Fuel Economy Factors
The 6F-55 may be bigger and stronger, but it is not less efficient, according to Capoccia. Several of the transmission upgrades actually help improve fuel efficiency. They include:

    – Friction material grooves, which break up the fluid flow between the friction and separator plates and help pump fluid through the plates, have been optimized to reduce overall clutch drag losses.
    – Moving from a six to a nine wave CBLR (Clutch Brake Low Reverse) spring ““ which aids in mechanically separating the clutch plates ““ provides a flow path for the fluid that reduces overall clutch drag losses.
    – Calibration measures, such as reducing the modulated slip from 40 rpm to 20 rpm allows less fuel to be burned to deliver the same torque to the wheels; and locking up the torque converter in lower gears to expand the operating range and provide optimum fuel efficiency.
    – Increasing the start-to-open temperature of the bypass valve by 15 degrees, which allows the transmission to run at higher, more efficient temperatures and save fuel.

A High-Volume Commitment
The addition of the 6F-55 builds on the reputation of Ford”s 6F transmission architecture.
And like the 6F-50, the 6F-55 offers customers all the benefits associated with an advanced six-speed gearbox, including superior shift quality, improved acceleration, a more refined driving experience and improved fuel economy. In addition, the SelectShift feature allows the customer to choose gears for a more spirited drive.

“The 6F-55 has all the same features that customers have told us they desire from the 6F-50 transmission, and that includes fluid-fill for life and flat tow capability,” adds Bryce Bollwahn, a systems supervisor at Ford”s Automatic Transmission New Product Center.

Going forward, advanced six-speed transmissions, along with EcoBoost engine technology, will continue to dominate Ford”s sustainability strategy. By the end of 2012, nearly 100 percent of Ford”s North American transmissions will be advanced six-speed gearboxes. By 2013, more than 90 percent of Ford”s North American vehicle lineup will offer EcoBoost technology.

The 6F-55 is produced at Ford”s Van Dyke Transmission Plant in Sterling Heights, Mich., which also produces the 6F-50 and 6F-35. The Van Dyke plant is one of three Ford six-speed transmission Centers of Excellence.

Following the 2010 EcoBoost Ford Flex announcement earlier this morning, FoMoCo announced today that the 2010 Lincoln MKS will now also be available with an all-new EcoBoost that delivers V8 power while maintaining V6 fuel-economy.

The 3.5L EcoBoost V6 produces an impressive 355-hp with peak torque of 350 lb-ft. Fuel-economy is boost by 20 percent with out the sacrifice in performance. Ford says that the 2010 Lincoln MKS EcoBoost will return an estimated fuel-economy figure of 16 mpg city and 25 mpg highway. With that in mind, the 2010 MKS EcoBoost delivers more power and better highway fuel-economy than its rivals – the 2009 Lexus GS460 (24 mpg) or 2009 Infiniti M45 (21 mpg). The engine is mated to Ford’s 6-speed 6F-55 SelectShift automatic transmission with steering-wheel mounted paddle shifters.

Look out for the 2010 Lincoln MKS EcoBoost in the summer of 2009. Standard on the 2010 MKS EcoBoost will be 19-inch wheels and all-wheel drive. Additional technology features include Intelligent Access with Push Button Start, ambient lighting, adaptive HID headlamps with Auto Highbeam, rain-sensing wipers and rear-window power sunshade.

In 2009, EcoBoost will also find its way under the hood of the 2010 Ford Taurus, 2010 Ford Flex and the 2010 Lincoln MKT.

Make the jump for the high-res image gallery.

2010 Lincoln MKS EcoBoost:

Press Release:

ECOBOOST DEBUT: FUEL-EFFICIENT NEW V-6 ENGINE GIVES FLAGSHIP LINCOLN MKS THE POWER OF A V-8

“¢ The 3.5-liter EcoBoost™ V-6 engine, the first V-6 direct-injection twin-turbocharged engine produced in North America, makes its debut in the 2010 Lincoln MKS.  EcoBoost is one of Ford Motor Company”s key initiatives to deliver significant advancements in fuel economy of up to 20 percent without sacrificing the performance feel customers want

“¢ With the fuel economy of a V-6, the 3.5-liter EcoBoost engine delivers an impressive 355 horsepower and a responsive 350 lb.-ft. of torque across a broad rpm range.  That gives the Lincoln MKS the power of a normally aspirated 4.6-liter V-8

“¢ The new 3.5-liter engine is the first in a wave of EcoBoost engines coming from Ford as part of a strategy to bring affordable fuel efficiency improvements to millions.  By 2013,  more than 90 percent of Ford”s North American lineup will be available with EcoBoost technology.
DETROIT, Jan. 12, 2009 ““ Launched last summer, the Lincoln MKS upholds the luxury and comfort standards unique to Lincoln.  Now, with the addition of all-new EcoBoost engines, the Lincoln MKS also will deliver a compelling combination of V-8 power and V-6 fuel economy.

The Lincoln MKS is among the first Ford Motor Company vehicle to introduce a premium twin-turbocharged 3.5-liter EcoBoost V-6 engine for the 2010 model year and is expected to deliver best-in-class highway fuel economy of 25 mpg.  By 2013, more than 90 percent of Ford Motor Company”s North American lineup will be available with EcoBoost technology.

“We are committed to delivering fuel economy leadership in every new vehicle,” said Derrick Kuzak, Ford”s group vice president of Global Product Development.  “We do this with affordable technology that can be applied to the widest number of vehicles.  EcoBoost is an important component of that goal.

“The beauty of EcoBoost is that it enables us to downsize for fuel efficiency, yet boost for power.  We”re able to decrease the size of the available engine ““ such as installing a V-6 versus a V-8 ““ yet boost the power using turbocharging to deliver similar power and torque of that larger engine.”

The 3.5-liter EcoBoost V-6 is expected to attain fuel economy numbers of 16 mpg city and 25 mpg highway based on preliminary testing of the all-wheel-drive 2010 Lincoln MKS while producing an estimated 355 horsepower at 5,700 rpm and 350 lbs.-ft. of torque at 3,500 rpm.

With its premium EcoBoost engine, the new Lincoln MKS will deliver more power and better highway fuel efficiency than the 2009 Lexus GS460 (24 mpg) or 2009 Infiniti M45 (21 mpg).
 
“We”re delighted with how well the Lincoln MKS has been received.  Customers have really responded to the vehicle”s balanced combination of luxury, comfort and performance,” said Pete Reyes, chief nameplate engineer.  “Adding the 3.5-liter EcoBoost V-6 is another great enhancement to our luxury sedan.  We now can deliver V-8 power without sacrificing fuel economy.”

The Lincoln MKS will be among the first vehicles to receive the 3.5-liter EcoBoost V-6 starting in the summer of 2009, enhancing what”s already a strong package.  Standard on the Lincoln MKS EcoBoost series will be 19-inch wheels, steering-wheel paddle shifters to the six-speed SelectShift® automatic transmission, all-wheel drive and an expanded technology package that includes Intelligent Access with Push Button Start, ambient lighting, adaptive HID headlamps with Auto Highbeam, rain-sensing wipers and rear-window power sunshade. 

“The Lincoln MKS EcoBoost series provides customers the best combination in style, technology and power,” said Pei-Wen Hsu, Lincoln MKS Marketing manager.  “An EcoBoost appearance package also will be available, offering customers a more aggressive and sporty look that further differentiates the Lincoln MKS from other competitors.”

The EcoBoost program is part of Ford”s ongoing and wide-ranging initiative to deliver innovative fuel-efficient powertrain systems with horsepower and torque performance found in larger-displacement engines.

“Our EcoBoost engines offer more power and better fuel economy,” said Brett Hinds, EcoBoost design manager.  “It”s all part of Ford”s strategy to bring adaptable powertrain technology to all kinds of vehicles and all kinds of lifestyles.  This technology is affordable and applicable to all gasoline engines.”

The turbochargers recover energy from the exhaust that otherwise would be wasted and put it back in the engine to gain efficiency.  Simply, the turbocharging system puts more air into the engine for more power.  A compressor increases or “boosts” the pressure of the air entering the engine.  An intercooler reduces the air temperature before it enters the engine.  

The twin parallel turbochargers, which are water-cooled and operate simultaneously, combine with a direct-injection fuel system to produce power when the driver pushes down on the accelerator pedal.  The high-pressure fuel pump operates up to 2,175 psi ““ more than 35 times the norm seen in a conventional V-6 engine.  The high-pressure pump is a cam-driven mechanical pump with a single piston and an electronic valve that controls how much fuel is routed into the fuel rails to the injectors.

As demands on the twin-turbocharged 3.5-liter EcoBoost V-6 engine are increased, the control system responds to maintain optimal combustion, timing and injection duration.

On each stroke, six individual jets spray fuel directly into the combustion chamber, mixing with the incoming air.  “By bringing the fuel injector right into the combustion chamber, there”s no delay from the time you inject the fuel to when it”s used by the engine,” Hinds said.

The fuel injectors are located on the side of the combustion chamber.  When the fuel is injected into the cylinder, it evaporates and cools the air that”s been inducted into the cylinder.  “Another benefit of our direct-injection method is that it cools the air right where you”re going to burn it,” Hinds said.  “This action both improves the breathing of the engine and minimizes knocking.”

The direct injection of fuel into the cylinder also helps provide a well-mixed air-fuel charge, increasing engine efficiency.  Direct injection provides several benefits in terms of fuel burn and lower emissions.

“Because the fuel is directly introduced into the combustion chamber, you don”t get fuel wetting the combustion wall like with port fuel injection, you don”t saturate the ports and you don”t get droplets that might recombine and add to saturation,” Hinds said.  “By injecting fuel directly into the combustion chamber and under high pressure, the fuel can be directed to exactly where we want it to be for a given combustion cycle.”

The spray pattern for the fuel was optimized after extensive computer modeling work, with the angle of how the fuel is sprayed key to the process.  “The better combustion process is a big advantage of direct injection,” Hinds said.  “In a port fuel system, at key off it”s possible to have fuel on the walls of the intake port, which migrates to the top of the valve and puddles.  So when you key on, you get that emissions spike.  Direct injection is much cleaner from that standpoint.”

Turbo lag virtually eliminated

The simultaneous turbocharger operation paired with the direct-injection system help to virtually eliminate turbo lag, one of the main reasons turbocharger technology was not previously more widely used. 

The dual-turbocharger setup has several advantages over previous turbocharging systems, including:

“¢ The turbochargers are smaller, resulting in more-compact exhaust manifolds, which don”t generate as much heat
“¢ Turbochargers are packaged adjacent to the cylinder block and have improved mounting providing NVH (noise, vibration, harshness) improvements
“¢ The dual turbochargers spool up quicker, allowing the 3.5-liter EcoBoost V-6 engine to reach peak torque faster.  The turbochargers spin at approximately 170,000 rpm.  By comparison, the redline for the engine is approximately 6,500 rpm

“The two turbochargers both operate identically over the speed range of the engine ““ one is responsible for the left bank of the engine and the other is responsible for the right bank,” Hinds said.  “Both spin immediately and produce boost, even at low engine speeds.”

The turbochargers are designed for a life cycle of 150,000 miles or 10 years. 

“Our testing is far, far more harsh than could be achieved in the real world,” Hinds.  “In an extreme situation, a customer might be able to hit peak power for about 10 seconds ““ probably not even that much.  We test at peak power for hundreds of hours to ensure we can reach our durability and reliability goals.”

The turbochargers are only about the size of an orange, but help provide a big performance advantage to customers.  Hinds describes the torque response in terms of linear acceleration ““ power whenever you need it.

“You get peak torque across a very wide engine speed range,” he said.  “It”s available when you pull away from a stoplight or pass someone on a secondary road at a comparatively low speed. You don”t need to wind up the engine to get performance out of it.  It”s there all the time.”

Turbocharger “whoosh” is mitigated by electronically controlled anti-surge valves, which proactively relieve the boost in the intake, which can range up to 12 PSI.  Careful software calibrations manage the pressures in the intake manifold.

“We control the boost to make sure that customers don”t recognize when the boost is building,” Hinds said.  “As the turbochargers spool up, the electronic control system takes over.  Our active wastegate control along with the throttle controls the boost and torque levels very precisely and the customer perceives a continuous delivery of torque.”

Extensive durability tests on the twin-turbocharged 3.5-liter EcoBoost V-6 engine ensure it will excel in all conditions.  Start-up tests, with a wide variety of fuels, were made in conditions ranging from minus 40 to 110 degrees Fahrenheit.  Altitude testing up to 12,000 feet in Colorado also was performed.

“The direct-injection fuel system allows us some real opportunities in terms of optimizing cold start for both emissions and robustness,” Hinds said.  “We have multiple injections for each combustion event, and we can essentially tune where those injections should take place to deliver the strongest start possible with the lowest emissions.”

Mated to the 3.5-liter EcoBoost V-6 engine is the 6-speed 6F-55 SelectShift automatic transmission, which is dedicated to the twin-turbocharger engine.  The 6F-55 transmission was developed from the successful 6F-50 transmission to specifically respond to the increased torque demands of the EcoBoost V-6 engine.  Upgrades were made to the transmission”s friction material in response to the higher shift energies, and a new torque converter has been optimized for performance and fuel economy.

Additionally, the 6F-55 transmission operates more efficiently.  The transmission team was able to reduce the fluid level in the transmission, which in turn reduced weight and drag torque on the system.  Upgrades to the transmission”s thermal valve mean the system warms up quicker, reducing gear-spin losses.

“We”ve upgraded the gear sets to handle the increased torque,” said Joe Baum, powertrain team leader.  “We”ve also adjusted the final drive ratio and matched the gear ratios to provide the optimum performance and fuel economy.

“Our final drive ration is 2.73.  With a lower final drive ratio, the engine spins lower at highway speeds, which helps save fuel.  And with all the torque, the Lincoln MKS still delivers good low-speed launch performance.”

One harmonious system

Careful powertrain system management ensures the engine, turbochargers and transmission work together harmoniously.

The Lincoln MKS team also was careful to give customers an exhaust note from the 3.5-liter EcoBoost V-6 that was pleasing but not overpowering.  A precision-tuned induction sound tube directed into the cabin complements the feeling of power.

“It has the powerful sound Lincoln MKS customers will respond to,” Hinds said.

With the addition of the twin-turbocharged 3.5-liter EcoBoost V-6, the overall package for the Lincoln MKS is one customers will respond to as well.

“With its elegant styling, wide suite of convenience technology and incomparable ride, the Lincoln MKS is an outstanding luxury sedan,” Reyes said.  “We”re pleased and proud to add the 3.5-liter EcoBoost V-6 to an already-great car.”

As reported yesterday, two new Lincoln’s in mid-2009 will get a new feature called Active Park Assist. The new feature will allow the 2010 Lincoln MKS sedan and the new 7-seater Lincoln MKT Crossover to parallel park themselves with a simple push of a button.

Ford has just released a video of the new feature in action. So for those of you that didn’t want to read how the technology works in yesterday’s post, Ali Jammoul, Chief Engineer at FoMoCo, will describe the Active Park Assist to you in this 2 minute video.

Click through for the video.

Ford has announced that it will take on Lexus with a new feature called Active Park Assist for its Lincoln brand. The new feature will be available in mid-2009 on the 2010 Lincoln MKS sedan and the new 7-seater Lincoln MKT Crossover that will make its debut at the 2009 Detroit Auto Show next month.

The Active Park Assist uses an ultrasonic-based sensing system and Electric Power Assisted Steering (EPAS) to position the vehicle for parallel parking. It the calculates the optimal steering angle and quickly steers the vehicle into a parking spot.

Ford says that the EPAS technology also improves fuel-economy by 5 percent while enhancing steer performance with a traditional hydraulic powered-assisted steering systems. FoMoCo plans on introducing EPAS in nearly 90 percent of the Ford, Lincoln and Mercury lineup by 2012

Click through to learn more about how Active Park Assist works.

Ford’s Active Park Assist:

Here”s how Active Park Assist works:

- The driver activates the system by pressing an instrument panel button, which activates the ultrasonic sensors to measure and identify a feasible parallel parking space.
- The system then prompts the driver to accept the system assistance to park.
- The steering system then takes over and steers the car into the parking space hands-free. The driver still shifts the transmission and operates the gas and brake pedals.
- A visual and/or audible driver interface advises the driver about the proximity of other cars, objects and people and provides instructions.
- While the steering is all done automatically, the driver remains responsible for safe parking and can interrupt the system by grasping the steering wheel.