Future Powertrain Technology for the North American Market: Diesel & Hydrogen

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1 n Future Powertrain Technology for the North American Market: Diesel & Hydrogen Dr. Gerhard Schmidt Vice President - Research

2 Future Future Automotive Automotive Powertrain Powertrain Powertrain Drivers Emissions Climate Change Fuel Economy Customer Satisfaction s

3 The Internal Combustion Engine is Alive and Well And there is still work to be done Performance Refinement Fuel Economy Emissions

4 Global I-4 Engine Future Automotive Powertrai All-aluminum, duel-overhead-cam, four cylinder Cross-brand implementation: Mazda 6, Ford Ranger, Mondeo & Hybrid Escape Modern architecture, flexible configurations Up to 100 different derivatives around the world, representing 20% of global engine production A small engine that meets and exceeds customer expectations

5 Duratec V-6: Remains Durable, High-tech, Efficient 2003 Lincoln LS Future Automotive Powertrai LS 3.0-liter DOHC V-6 Variable Valve Timing 12-horsepower increase to 232 hp 5 lbs.-ft. torque improvement to 220 lbs.-ft.

6 Modular V-8 Next-generation enhancements 3 valves per cylinder Dual-equal variable-cam timing Charge-motion control valves Over 300 horses for 2003 Lincoln Aviator, Mercury Marauder, Ford Mustang Mach 1, SVT Mustang Cobra

7 Future Future Automotive Automotive Powertrain Powertrain Powertrain Drivers Emissions Climate Change Fuel Economy Customer Satisfaction s

8 Powertrain Fuel Options Spark Ignition Engines Compression Ignition Engines Hybrid Systems Fuel Cells Gasoline Diesel Natural Gas Biofuel Methanol Hydrogen

9 Production of Diesel Passenger Cars in Western Europe Million Units Units Min/Max Direct Injection Indirect Injection Max-Share Min-Share % 50% 40% 30% 20% 10% 0% Diesel Vehicle Market Share

10 Advantages of Diesel Technology Low fuel consumption Low CO 2 emissions Favorable power and torque characteristics Low cost of ownership

11 Diesel Particulate Filter (DPF) Technology Filter systems help to reduce particulate mass (soot) emissions by more than 99% and eliminate any smell and health concerns related to diesel emissions

12 Ultra Low Sulfur Diesel Fuel Emissions, g/mile CO/100 NOx/100 HC PM Standard Diesel 330 ppm sulfur (US) 140 ppm sulfur (CA) Clean Diesel 15 ppm sulfur max

13 Specific Power 70 Specific Power (kw/l) Year of First Introduction

14 Maximum Peak Torque Future Automotive Powertrai 800 Maximum Peak Torque (Nm) Year of First Introduction

15 Fuel Consumption Future Automotive Powertrai 12 Fuel Consumption (L/100km)

16 Tomorrow s Diesel Engine (3-10 years) Improved combustion chamber designs Still higher fuel injection pressures (e.g. 30,000 psi) Multiple injections (e.g. 5 per cycle) Piezo-electric injectors

17 Tomorrow s Diesel Engine (continued) Electronically controlled, fast exhaust gas recirculation (EGR) Advanced valve trains Advanced turbo chargers (e.g. variable geometry, electric assist) Model-based intelligent electronic controls

18 Diesel Technology Is: Powerful Clean Fuel Efficient Fully NVH Transparent vs. Gasoline Engine

19 Hydrogen: The Long-Term Fuel Solution Future Automotive Powertrai Production Infrastructure Storage On-Board Powertrain Fuel Cell vs. ICE

20 Hydrogen R&D at Ford

21 Ford Hydrogen ICE Future Automotive Powertrai

22 Ecostar Hydrogen Generator Set

23 Hydrogen ICE Challenges Application to I-4 Engine Development of Turbo Charging Push Development of Infrastructure

24 Ford Fuel Cell Vehicles Future Automotive Powertrai 2001 Mazda Premacy Methanol 2000 Ford Focus FCV 2002 FCEV Hybrid CGH P2000 HFC CGH Ford Focus FC5 Methanol CGH 2

25 Ford Focus FCEV 2004 Production Program Ford Focus 4 Door Weight: 1580 kg (3476 lbs) Fuel Cell: Ballard Mark 902 fuel cell stack Power: 67kW (92hp) Power train: Integrated--combines inverter module with AC electric motor transaxle Future Automotive Powertrai Hybridized 300 volt Battery Pack Regenerative Braking System Range: 320 km (200 miles) Max speed: 128+ kph (80+ mph) Fuel: 5000 psi Compressed Gaseous Hydrogen Emissions: Zero (only water)

26 R&D Targets for FC Technology Improvement of Fuel Cell Cost Reduction Power Density Increase Mass Production Durability Meet System Demands Cold Start Operation at High and Low Temps Durability Insensitivity to Air Impurities Vehicle Range Hydrogen Storage

27 Challenges to Commercialization of Fuel Cell Vehicles Infrastructure Storage Customer Acceptance Cost

28 Infrastructure: Must Be A Cooperative Effort OEMs Energy Providers Government

29 Hydrogen Storage Future Automotive Powertrai System System Extraction System Fuel Dormancy Maturity Weight Volume Complexity Cost Cost Compressed Gas (5,000 psi) Compressed Gas ( 10,000 psi) Cryogenic Liquid H2 Rechargeable Metal Hydride Carbon Adsorption Chemical Hydride Better Average Worse

30 Challenges to Customer Acceptance Today s vehicles already satisfy customer needs Functional Comfortable Convenient Reliable Safe Affordable

31 Challenge: Growth Phase Costs Cost per kw $3,000 $2,500 $2,000 $1,500 $1,000 $500 Cost Today: $3000 per kw Projected Cost: $300 per kw Funded by Industry Government Incentives Required for: - Vehicle development & early production costs - Fuel infrastructure production and delivery costs, risks Commercially Viable Cost at Maturity: $30 per kw (Comparable to ICE) $0 Incubation Growth Maturity Implementation Timeline

32 What Is Ford Motor Company Doing to Address These Challenges? Core Fuel Cell Technology Development Alliance with DaimlerChrysler and Ballard Integration of Core Technology into Vehicle Programs Vehicle Programs Demonstrations Low Volume Production Programs Partnerships with Government Agencies

33 Ford Motor Company Strategy The internal combustion engine will remain dominant in short-term to mid-term. Diesel engines will continue to make in-roads in the North American market. Ethanol as a fuel and battery powered electric vehicles are very reasonable options for dedicated niche markets. The hydrogen internal combustion engine will move ahead and will provide a bridge towards hydrogen as a fuel in the mid-term. Fuel cells are the ultimate long-term solution being the ideal and sustainable propulsion system of the future.

34 n Future Powertrain Technology for the North American Market: Diesel & Hydrogen Dr. Gerhard Schmidt Vice President - Research

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