We’ve covered Ford’s V-10 engine in the past thru it’s many lives. At one point it was envisioned for a Shelby sports car revival that was never funded, as well as an engine for a BOSS Mustang – also cancelled. The BOSS Mustang transpant was shown and driven by the press. The V-10 Mustang swap is an easy transplant since it’s a modular family engine and except for length all other dimensions, parts, sensors, and more are identical. At least one companmy in the aftermarket built their own V-10 Mustang using an off-the-shelf truck engine.
The V-10 engine has been built in both a 2-valve and a 3-valve engine, it was envisioned in several displacements, and the 4-valve performance version was shown in three forms and then cancelled. There were three experimental performance versions of the V-10 engine which we know about:
- 6.4 litres – 605 horsepower at 6,750 rpm and 501 foot-pounds of torque at 5,500 rpm
- 5.8 litres – 420 HP and 425 torque (at the rear wheels?)
- 7.0 litres (427 CI) – 590 horsepower at 6,500 rpm and 509 foot-pounds of torque at 5500 rpm
Obviously the Mustang went a different direction with the new Coyote 5 liter. It’s cleaner, has better emissions, is considerably lighter and easier to package, and has more ultimate potential.
Here’s the experimental Shelby V-10:
And the DOHC 5.8 liter BOSS Mustang version:
Followed by the 7 liter DOHC version:
What a glorious V-10 future Ford almost had!
Meanwhile, back to reality, here is the production Hydrogen supercharged V-10, which has been in use since 2006. Wouldn’t it be something to have this in a gasoline configuration?
Today Ford announced the use of the basic V-10 engine in ultra-duty truck lines. Apparently Ford has elected to stick with the established V-10 engine, instead of developing an even heavier duty version of the new 6.2 liter V-8.
Read our coverage of the V-10 modular engine in the category of the same name: http://www.drivingenthusiast.net/sec-blog/?cat=1055 and in the Ford engine section of our website: http://www.drivingenthusiast.net/sec-ford/FMC-engines/index.htm
Ford Press Release follows:
FORD CLASS-EXCLUSIVE V10 GAS ENGINE, TORQSHIFT TRANSMISSION WILL POWER MEDIUM-DUTY CHASSIS CABS
- A class-exclusive 6.8-liter V10 gasoline engine and heavy-duty six-speed TorqShift™ automatic transmission form the powertrain of Ford’s 2012 Class 6 and Class 7 chassis cabs
- With this addition, Ford will be the only manufacturer to offer a gas-powered vehicle in every truck class from 1-7, giving customers a lower-cost option in each segment
- Orders for the new gas-powered chassis cab will open in the fourth quarter of 2011
DEARBORN, Mich., July 6, 2010 – Ford Motor Company’s class-exclusive truck offerings will extend to medium-duty chassis cabs with the arrival of the 6.8-liter V10 gas engine in 2012. With this addition, Ford will be only manufacturer to offer a gas-powered vehicle in Class 1-7, offering a lower-cost option in each segment.
This proven three-valve, single-overhead-camshaft engine is rated at 457 lb.-ft. of torque at 3,250 rpm and 362 horsepower at 4,750 rpm. Gross vehicle weight ratings for Class 6 and Class 7 medium-duty trucks range from 20,500 to 30,000 pounds for this engine application.
“No other manufacturer offers this wide of a range of options and solutions for truck customers,” said Len Deluca, director, Commercial Truck Sales and Marketing. “The availability of a gas engine in this medium-duty segment will be welcome news to many businesses and municipalities.”
The V10 will be mated to the heavy-duty six-speed TorqShift automatic transmission. This Ford-designed and Ford-manufactured transmission was designed to manage the significantly increased torque – 735 lb.-ft. – produced by the new 6.7-liter Power Stroke V8 turbocharged diesel engine for the 2011 Ford F-Series Super Duty. The same basic transmission also is mated to the new gasoline engine for Super Duty.
For added strength, the transmission employs a unique powder-metal carrier in the compound planetary gearset. The carrier consists of four pressed powder-metal components sinter-brazed together to form a rigid, power-dense structure. The sinter-brazed gearset enables more torque capacity and greater engine speed capability.
Also included are Live Drive PTO (power takeoff) and double overdrive gears, which aid highway fuel economy. The Live Drive PTO features an output linked directly to the engine crankshaft providing “live” PTO operation any time the engine is running, regardless of vehicle speed. It provides the capability to power PTO-driven accessories such as dump bodies, sprayer pumps, generators, salt spreaders and snowplows with maximum flexibility.
Alternative fuel options also available
The V10 features three valves per cylinder – two intake valves and one exhaust valve. This arrangement allows the engine to breathe almost as well as high-performance four-valve designs, but without the additional weight and complexity.
The short/long intake runner design features long runners for lower engine rpm operation to speed up airflow and provide maximum torque, while the short runner design is used at higher engine rpm to provide unrestricted high-velocity air intake for efficient cylinder filling and maximum power.
An alternative fuels engine prep package will be available as well. The conversion option, which will become available this fall on F-450 and F-550 Super Duty chassis cab trucks that use the 6.8-liter V10, enables the use of efficient, clean-burning compressed natural gas (CNG) or propane (LPG, or liquefied petroleum gas).
The engine comes with hardened exhaust valves and valve seats for improved wear resistance and durability for gaseous fuel systems.
CNG and LPG are increasingly popular choices for fleet operators looking to cut fuel cost and reduce greenhouse gas emissions. According to the EPA, CNG is less expensive and burns cleaner than gasoline, resulting in reduced CO2 emissions. Propane also burns cleaner than gasoline.
“Having alternative fuel options is extremely important as fleets and municipalities seek greener options,” Deluca said. “Overall lower emissions of greenhouse gases compared to gasoline, and lower fuel/operating costs for their fleet are very appealing.”
The 2012 F-Series medium-duty chassis cab gasoline powertrain will be available for order in the fourth quarter of 2011.
# # #
Another milestone has been reached in Ford’s V-10 Hydrogen engine program.
FORD HYDROGEN BUSES BEGIN MILITARY SHUTTLE SERVICE, SUPPORT OPENING OF H2 STATION
DEARBORN, Mich., August 19, 2008 – When a new hydrogen fueling station is unveiled today in the “Show Me” state of Missouri, Ford Motor Company will preview a new hydrogen-powered shuttle service for military commuters between Fort Leonard Wood and Missouri University of Science and Technology. The two hydrogen-fueled buses will make a guest appearance at the station opening to shuttle local officials and visiting dignitaries to the event.
The ribbon cutting at the H2 station in the E3 Commons development east of the Missouri S&T campus in Rolla, Mo., also serves as an official stop for the government and industry sponsored Hydrogen Road Tour, an unprecedented cross country hydrogen-fuel vehicle tour, traveling from Maine to California during August.
Ford, which has been working on hydrogen technology since the early 1990s, is the world’s first automaker to deliver commercial vehicles powered by hydrogen fueled internal combustion engines, according to Susan Cischke, group vice president, Sustainability, Environment and Safety Engineering, Ford Motor Company.
“The H2ICE project and our fleet partners continue to help demonstrate the potential of using hydrogen as a clean alternative to fossil fuels,” Cischke said. “We applaud the opening of an H2 fueling station in Rolla. It’s essential that the infrastructure for hydrogen be developed in conjunction with the vehicles.”
Missouri S&T is one of several Ford fleet customers using 20 H2ICE buses in locations across North America. Other Ford hydrogen bus users include the Greater Orlando Aviation Authority, SeaWorld Orlando, the City of Las Vegas, San Mateo County Transportation Authority, Ottawa Parliament Hill, Prince Edward Island, the City of Toronto, and the City of Vancouver.
Steve Tupper, Missouri S&T liaison to Fort Leonard Wood, said the new Rolla H2 station is another step toward defining the codes and protocols for using hydrogen on the nation’s roads.
“We’re grateful for the use of the H2ICE buses and we’re pleased to be Ford’s partner,” Tupper said. “This is a great opportunity to promote hydrogen technology as a ‘green’ alternative to fossil fuels.”
In addition, the Hydrogen Road Tour is giving people hands-on experience with clean, efficient hydrogen-powered vehicles. The tour showcases government and industry progress while addressing the next steps towards commercialization, including the need for convenient, accessible hydrogen stations.
Hydrogen-fueled internal combustion engines have many advantages including high efficiency and near-zero emissions of regulated pollutants and greenhouse gases such as carbon dioxide (CO2). Powered by a 6.8-liter V-10, the highly efficient E-450 shuttle buses are also all-weather capable.
Ken Sutter, fleet maintenance lead at SeaWorld, said the two Ford H2ICE buses in use at the Orlando, Fla., theme park have exceeded his expectations, ably shuttling visitors and employees between three locations, each logging about 300 miles per week.
“They’re very user friendly, quiet and have impressive power performance,” Sutter said. “SeaWorld has always initiated forward-thinking conservation elements to help preserve the environment. Ford’s hydrogen-powered buses lead us along the road of environmental responsibility.”
The real world use of hydrogen-powered buses continues to contribute valuable durability and performance data for Ford in its ongoing research to address the challenges of climate change and energy independence.
# # #
We first had pictures of this engine on this site last November, but today is the official announcement of this engine. It was also shown in a flexible-fuel version last January in the Super Chief concept.
Ford will be the first in the world to deliver a dedicated hydrogen internal combustion engine powered vehicle to commercial customers in E-450 shuttle buses later this year.
Production of dedicated hydrogen fueled V-10 engines begins at Ford’s Engine Manufacturing Development Operations in Dearborn Heights; engine tested to same production standards as other Ford engines.
Ford is the only automaker active in developing advanced gasoline hybrid-electric vehicles, hydrogen internal combustion engine vehicles, clean diesel, ethanol and hydrogen fuel cell-powered vehicles.
As follow-up to my posting last week about Fords lack of a competitive engine in the 6-liter range (for the upcoming new Expedition), here is one experiment from Ford that could have been an alternative (although in a “calmer” state of tune).
As our readers know, Ford has had a SOHC V-10 in production for several years. The engine is nothing more than an elongated “4.6 mod-motor”, with the unusual edition of a balance shaft in the right-hand cylinder head. The engine started off as a two-valve, and was recently updated to a 3-valve design (taken from the 4.6 3V, but without the cam phasing).
There is also an experimental supercharged natural-gas variant I’ve shown on these pages before.
And then there is the experimental DOHC V-10: 4 valves and 4 cams per cylinder, split-pin crankshaft (to eliminate the inherent imbalance in this 90-degree block). And plenty of HP: 605 without emissions.
This engine has been seen before in the cancelled Shelby Cobra project (built off the troublesome Ford GT chassis) and the one-off “Boss V-10 Mustang” shown here and covered on this link.
Fortunately or not (the last thing a Mustang needs is more weight in it’s nose…. the first thing it needs is a lightweight high-HP naturally-aspirated state-of-the-art engine), the V-10 DOHC engine has never been approved for production.
We’ll have to wait for the announcement (next month at NAIAS?) of the 2007 maxi-Expedition to see what Ford has in mind.
Reference: my Ford Motor Company Engines section: http://www.DrivingEnthusiast.net/sec-ford/FMC-engines/
Ford has introduced two hydrogen powered engines, including the V-10 we’ve seen before as well as a new V-6 offering.
Ford Press Release follows:
FORD POWER PRODUCTS INTRODUCES HYDROGEN INTERNAL COMBUSTION ENGINES TO INDUSTRIAL MARKETPLACE
DEARBORN, Mich., February 24, 2005 – Ford Power Products (FPP), a division of Ford Powertrain Operations, is introducing hydrogen-fueled internal combustion engines (H2ICEs) to the industrial marketplace.
This move parallels Ford Motor Company’s introduction of its first commercial hydrogen-powered shuttle bus. The E-450 shuttle bus is equipped with a 26-gallon equivalent, 5,000 pounds-per-square-inch hydrogen fuel tank with an expected range of about 150 miles. A modified 6.8-liter Triton™ V-10 internal combustion engine, that is supercharged and inter-cooled for maximum efficiency, propels the 12-passenger vehicle. With near-zero emissions, the E-450 shuttle bus will meet the most stringent applicable emissions standards. An initial pilot lease program has been established to place pre-production E-450 shuttle buses in target markets.
Ford believes its advanced hydrogen engine technologies will make hydrogen power more practical and support the development of a supporting infrastructure. The company is devoting resources to develop and demonstrate hydrogen vehicle technologies, including hydrogen internal combustion engines.
“These products are coming to market. They are one of the solutions to cleaner air and environment. We have the capability to delve into the marketplace,” states Jack Damron, executive director of Ford Power Products. Ford is the only automaker actively involved in all four alternative fuel technologies – gasoline-electric hybrids, clean diesels, hydrogen-powered internal combustion engines and fuel cells.
Ford Power Products is responsible for the sales and marketing of Ford’s hydrogen engines. Target industrial applications for prototype hydrogen engines include airline ground support equipment (GSE) and power generation (gen-sets). Production timing and volumes will be dictated by market demand. Original equipment manufacturers or another third party will be responsible for emission certification of the hydrogen engines.
Ford Power Products currently has two different hydrogen engines prototyped in the industrial marketplace. The 4.2-liter V-6 hydrogen engine is prototyped in airline ground support equipment. Hydrogen internal combustion engines deliver up to a 99.7 percent reduction in CO2, making them an ideal power solution within the airport environment where emission levels are strictly regulated. The turbocharged Ford 6.8-liter V-10 hydrogen engine is a natural fit in power generation applications, due to its minimal vibration and wear on engine and gen-set components.
Calibration testing is currently in progress on both hydrogen engines. Preliminary specifications are listed below:
4.2L V-6 H2ICE
6.8L V-10 H2ICE – Turbocharged
Fuel: Compressed Gaseous Hydrogen (CH2)
Rated Power: 80 HP (60 kW) @ 3600 RPM
Minimum Fuel Pressure @ Engine: 125 psi
|Fuel: Compressed Gaseous Hydrogen (CH2)
Rated Power: 188 HP (140 kW) @ 2600–3600 RPM
Minimum Fuel Pressure @ Engine: 125 psi