Joining the Ford lineup at next month’s 2009 SEMA show, will be the brand’s luxury siblings as Lincoln will be presenting their new luxury project vehicles; the MKS, MKT, and MKZ.

The vehicles will be on display in the Ford booth from Nov. 3-6 at the Las Vegas Convention Center.

“Lincoln as a brand is continuing to attract younger customers to the showroom with products like the MKS, MKZ and the new MKT luxury crossover,” said Amy Marentic, Ford North American Car and Crossovers group marketing manager. “These customers place huge importance on style, design and technology, and these are areas where Lincoln plays well,” said Marentic. “SEMA gives customizers the opportunity to push the boundaries of design, while still focusing on the core strengths of the Lincoln brand.”

Click through to see Lincoln’s 2009 SEMA lineup.

The Lincoln project vehicles featured at this year’s SEMA show include:

2009 Lincoln MKS by Raceskinz
The Lincoln MKS Elite is a perfect example of what happens when you merge beauty and technology. Raceskinz is generous with the use of carbon fiber inside and out. And with its high-powered LIIV™ entertainment system, Raceskinz makes sure its occupants stay connected to the world in style.

2010 Lincoln MKT “Panache” by Rick Bottom Designs
Luxury and high style abound in this flamboyant custom vehicle by Rick Bottom. The exterior has been shaved of its door handles, antenna and rear reflectors. A custom-made beltline molding in chrome further accents the body line. Art and science combine for the striking paint treatment. Interior ambience is enhanced with two-toned leather and matching floating armrests. The audio system is powerful and tuned for ultimate sound quality, and the navigation system directs your travels.

2010 Lincoln MKZ by 3dCarbon
The refinement and elegance of the 2010 Lincoln MKZ inspired this look by 3dCarbon, which adds a unique touch to Lincoln’s American style. It’s a realistic and beautiful take on a new classic Lincoln car.

- By: Kap Shah

In attempt to prove to us that fuel-efficient cars can be fun, the folks over at Edmunds decided to take the new 2010 Lincoln MKS EcoBoost to a drag strip in Milan, Michigan. After a couple of runs, the MKS EcoBoost kept returning a quarter-mile run in 14 seconds at 104 mph.

To put those figures in perspective, the 2006 Shelby GT-H Mustang ran a 13.9 at 101.1 mph while the 2010 Mustang GT ran it in the mid-13s.

The 2010 Lincoln MKS is powered by a 3.5L EcoBoost V6 twin-turbocharged, direct-injected engine making 355-hp with a peak torque of 350 lb-ft. Fuel-economy is estimated at 17/24 mpg (city/highway).

2010 Lincoln MKS EcoBoost:

- By: The Daily Auto Editor

Source: Straightline

Ford says that by 2013, more than 90 percent of Ford’s North American nameplates will be available with its new EcoBoost technology. However, today, the new 3.5L EcoBoost V6 engine has made its market debut in the 2010 Lincoln MKS.

The first V6 direct-injection twin-turbocharged engine produced in North America delivers a very impressive 355-hp with a maximum torque of 350 lb-ft. According to Ford, the 2010 Lincoln MKS EcoBoost will deliver at least 17/24 mpg (city/highway). The EcoBoost’ed MKS is mated to Ford’s new 6F-55 SelectShift Automatic transmission and an all-wheel-drive system.

The 2010 Lincoln MKS EcoBoost carries a starting price-tag of $47,760, excluding destination and delivery.

Follow the jump for the press release and 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^TM V-6 engine, the first V-6 direct-injection twin-turbocharged engine produced in North America, makes its debut in the 2010 Lincoln MKS
- With the fuel economy of a V-6, the 3.5-liter EcoBoost engine delivers an impressive 355 horsepower and 350 ft.-lb. of torque across a broad rpm range – from 1,500 rpm to 5,250 rpm – giving 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 as part of Ford’s strategy to bring affordable fuel efficiency improvements to millions. By 2013, more than 90 percent of Ford’s North American nameplates will be available with EcoBoost technology

ROMEO, Mich., May 14, 2009 – Style, technology and power. With the addition of the all-new EcoBoost^TM engine, the new 2010 Lincoln MKS delivers the luxury and comfort standards unique to Lincoln with a powertrain that produces a compelling combination of V-8 power and V-6 fuel economy.

The new Lincoln MKS is the first Ford Motor Company vehicle to introduce a premium twin-turbocharged 3.5-liter EcoBoost V-6 engine for the 2010 model year. By 2013, more than 90 percent of Ford’s North American nameplates 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 of the all-wheel-drive 2010 Lincoln MKS produces 355 horsepower at 5,500 rpm and 350 ft.-lb. of torque from 1,500 to 5,250 rpm and can be run on regular fuel. The Lincoln MKS with EcoBoost will deliver at least 17 mpg city and at least 24 mpg highway.

“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.”

Standard on Lincoln MKS with EcoBoost are 19-inch premium painted aluminum wheels, steering-wheel paddle shifters, six-speed SelectShift Automatic^TM transmission, all-wheel drive, Intelligent Access with Push Button Start, ambient lighting, adaptive HID headlamps with Auto Highbeam, rain-sensing wipers and rear-window power sunshade.

An MKS EcoBoost Appearance Package will have late availability, offering customers a more-aggressive and sporty look that further differentiates the Lincoln MKS from other competitors. The MKS EcoBoost Appearance Package seamlessly combines the power and fuel economy from this new engine technology with the high luxury standards pioneered by Lincoln.

Highlights of the MKS EcoBoost Appearance Package include:

* Luxury seats in Sienna with Charcoal Black Tuxedo Seam
* Black stitching and Lincoln Star logos embroidered on the headrest
* Illuminated MKS sill plates – the “MK” is in white and the “S” is in red
* Leather-wrapped steering wheel
* Upgraded black floor mats with embroidered Lincoln Star
* Unique exterior appointments, including EcoBoost badging, distinctive grille, front lip spoiler, rear fascia lower, side rockers and door cladding, decklid lip spoiler with chrome insert and modified MKS decklid badge (”S” in red)
* 20-inch chrome wheels

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 air-to-air intercooler is used to cool the compressed intake air before it enters the combustion chamber. This allows the air to be even more densely packed for optimal performance, contributing to more-efficient fuel burn and fuel efficiency.

The twin parallel turbochargers, which are water-cooled and operate simultaneously, combine with a direct-injection fuel system to instantly produce power when the driver pushes down on the accelerator pedal.

The high-pressure fuel pump operates at 2,150 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 dual turbochargers are smaller and spool up quicker, allowing the 3.5-liter EcoBoost V-6 engine to reach peak torque faster. The turbochargers can spin in excess of 170,000 rpm. By comparison, the redline for the engine is approximately 6,200 rpm
* The turbochargers are packaged adjacent to the cylinder block and have improved mounting providing NVH (noise, vibration, harshness) improvements

“The two turbochargers both operate identically over the speed range of the engine – one gets its energy from the left bank and the other gets its energy from the right bank, with both feeding together into the engine,” 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 turbocharger impellers 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.”

New, dedicated transmission and SelectShift complement EcoBoost
Mated to the 3.5-liter EcoBoost V-6 engine is the 6-speed 6F-55 SelectShift Automatic^TM transmission, which is dedicated to the twin-turbocharger engine. The 6F-55 transmission was developed 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.

The 2010 Lincoln MKS driveline combines the high-capacity 6F-55 SelectShift Automatic transmission with a sophisticated torque-sensing All-Wheel Drive System. These components work in harmony to deliver ample traction when putting EcoBoost power on the road. The six-speed transmission offers a wide array of gears to enable spirited acceleration, yet comfortable high-speed cruising.

“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 ratio is 2.77. With a lower final drive ratio, the engine spins slower at highway speeds, which helps save fuel. And with all the torque, the Lincoln MKS still delivers good low-speed launch performance.”

SelectShift provides conventional automatic operation or a manual shift mode that gives the driver complete control over gear selection. For performance-minded drivers, paddle controls allow “match-rev” downshifts and will hold manually selected gears for precise control. Intuitively operated, a squeeze on either paddle will deliver an economical upshift under acceleration, while a gentle push forward brings a smooth downshift, synchronizing the engine and transmission speeds for responsive and positive engagement.

The All-Wheel Drive System engages automatically and unobtrusively. The unit contains an advanced array of internal electromechanical clutches to efficiently distribute torque to the wheels with optimum traction. Standard all-wheel drive allows the new Lincoln MKS to efficiently deliver its high performance to the pavement under a wide variety of conditions.

Power to the drive wheels, not the steering wheel, means better mileage
Unique to the Lincoln MKS with EcoBoost package is Electric Power Steering (EPS), which offers several customer benefits and enables several technologies.

First, because unlike the common hydraulic-powered systems that continuously draw power from the engine, EPS draws power from an independent electric motor only as needed. Customers will see about a half-mile per gallon improvement with vehicles equipped with EPS systems compared with those with conventional hydraulic steering systems. EPS also improves steering feel at low speeds and provides confident, precise steering on the highway.

Two technologies enabled by EPS are Active Park Assist and Pull Drift Compensation, further enhancing the unique combination of power and technology found in the Lincoln MKS with EcoBoost.

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.

“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.”

Pricing for the 2010 Lincoln MKS with EcoBoost starts at $47,760, excluding destination and delivery.

- By: Kap Shah

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.