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.
# # #
Interesting new press release yesterday by Ford, although it is unfortunately short on hard technical details.
This in my mind is probably the best example of true innovation (versus the weak innovation marketing campaign of last year) at Ford. Not only is Ford stretching the limits of a developing technology via racing (which I always admire), but this is the technology of the long-term future and is one that promises to significantly benefit our country by reducing dependence on foreign oil and therefore increasing our security and economic freedom.
Now believe me, I’m not a radical “greenie”… and I can’t stand Al Gore. And I’m not so naive to believe that anything can or should change on a dime. But I am a believer in the evolution of technology, there are new technologies that are developing well, and I see significant advantage to reducing foreign dependence.
As for the impact of alternative powerplants on racers and driving enthusiasts… we can just start to see how that might be demonstrated as viable and even potentially as a better thing. There will be speedbumps along the way, and the development emphasis will be on mainstream vehicles before performance vehicles. But there is no need to fear the future of performance… it will always be a consumer requirement and all three of the following technologies offer advantages. And from an engineering standpoint, isn’t powerplant efficiency and performance the same thing anyway?
Now lets go out a few years in time:
3 years: Hybrid sports vehicles, like the exciting Toyota FT-HS concept ( http://www.drivingenthusiast.net/sec-blog/2006/12/27.html#a1930 ), are probably a stop-gap solution until better battery technology can be invented or hydrogen can be fully exploited. The problem is complexity – you are carrying two drivetrains around with you. You are further compromised by the intention of the vehicle to get maximum mileage… perhaps the Toyota could be switched between it’s V-6 engine and a hybrid mode by the driver (performance for the track… economy for the ride home)? But don’t be so quick to write-off hybrid technology – there are efficiencies in the gasoline engine yet to be exploited and the electric hybrid part of the equation will only get better. I see more hybrids coming rather than less, and a performance hybrid that pushes the limits of technology can only improve the implementation to the benefit of all kinds of hybrids vehicles, pedestrian as well as sport. I, BTW, would buy an FT-HS when it comes out just to see what I can do with it.
10 years: Fully electric vehicles are not yet ready for mainstream or performance drivers, but offer great promise. An electric motor provides instant torque but would have power endurance issues on a high-speed racetrack. There isn’t anything on the immediate horizon that you could drive to a track weekend and enjoy as you would today. Batteries are again the problem, and will continue to be the problem until a significant breakthrough is found. When a breakthrough is finally developed, you’ll have a car that revs to tens of thousands of RPM provides constant torque throughout the powerband, and accelerates without compromise. Charging will be an issue – both the infrastructure to support charging “fill up” stations on the roads as well as at the tracks (where you might well plug in the car between sessions on the track). Racers will need a dry pit space with a recharging station. At my usual track, I have my last 20-minute session of the day on Sunday afternoon at 4:30 PM. I’d then have to grab some sort of fast charge before my 105 mile drive home in the evening – and maybe even another at a dinner stop along the way.
20 years: Hydrogen solves several problems… it’s cheap and plentiful, clean, easy to obtain, and it generates it’s own power. All we need is significant technology development, then significant production capability, and then significant infrastructure (refilling). It’s all happening, although very very slowly and with lots of problems to solve and obstacles to overcome. This is probably a 20-year process at the least. Lets go to my racetrack 20 years from now: instead of rows of tanks of racing gas (although there would still be 93 octane fuel available for the vintage racers and the last of the hybrids) there would be a hydrogen generating plant. Filling up after a session on the track would be not unlike filling up a propane bottle – although at considerably higher pressures. Cost would be dependent upon the cost of electricity – that’s what generated the hydrogen. Modern nuclear technology would be an absolutely necessary part of the overall infrastructure to support hydrogen generation. And that technology already exists and will only get better as we field more of it.
Now imagine a world where we aren’t dependent on foreign oil for our truck and cars. Where our own capabilities can supply sufficient oil for air transportation, plastics manufacturing, and other needs. We’ll still be involved in straightening out certain political messes in the Middle East and South America, and those will get worse with loss of the majority of their revenue (because we got smart and got away from oil), but 2-bit dictatorships won’t be able to hold us hostage with oil any longer.
Realistically, we’ll have to accelerate our efforts to get to this point in 20 years. But the technology is moving ahead, it’s being shown more and more often to the public, and both Ford and GM have made significant progress so far. A “Manhattan Project” effort has been proposed and it’s not a bad idea as long as industry drives it and not Government. Government should only provide the incentives.
Now imagine where suspension technology will be in 20 years. I can’t wait.
Ford press release follows:
DEARBORN, Aug. 15, 2007 — The Ford Fusion Hydrogen 999 raced to a record 207.297 miles per hour Wednesday at the famous Bonneville Salt Flats in Utah, which makes the world
Honda FCX Concept on Display at Los Angeles Auto Show
Fully functional next-generation fuel cell vehicle makes first public debut in U.S.
LOS ANGELES 11/29/2006 –
A fully-functional Honda FCX Concept vehicle will be on display for the first time to the general public at the Los Angeles Auto Show. The FCX Concept features a newly developed compact, high-efficiency Honda FC Stack as well as a low-floor, low-riding, short-nose body. It offers a comfortably large cabin and futuristic styling along with significant improvements in power output and environmental performance. Limited marketing of a totally new fuel cell vehicle based on this concept model is to begin in 2008 in Japan and the U.S.
To meet Honda objectives for significant gains in both environmental and driving performance, the FCX Concept is equipped with a V Flow fuel cell platform consisting of a compact, high-efficiency fuel cell stack arranged in an innovative center-tunnel layout. This has allowed designers to create an elegant, low-riding, sedan form that would have been difficult to achieve in a conventional fuel cell vehicle. This new fuel cell stack is 20 percent smaller and 30 percent lighter than the current FCX FC Stack, yet its power output is 14kW greater. The drive motor has been positioned coaxially with the gearbox for a more compact design, with output increased by 15kW. Overall, the power plant is about 180kg lighter than that of the current FCX and about 40 percent smaller in volume. The result is improved energy efficiency and performance along with a more spacious interior.
While with previous fuel cell stacks the hydrogen and the water formed in electricity generation flowed horizontally, the new FCX Concept features vertical-flow design. This allows gravity to assist in discharging the water that is produced, resulting in a major improvement in water drainage, key to high-efficiency fuel stack performance. The result is stable power generation under a broad range of conditions, and higher output from a smaller package. Low-temperature startup has also been significantly improved, enabling cold-weather starts at temperatures 10˚C lower than the current FCX – as low as minus 30˚C.
As an auxiliary power source, the FCX Concept carries a compact, high-efficiency lithium ion battery, contributing to increased power output and a more compact power plant. These efficiency improvements to major power plant components give the vehicle a travel range approximately 30 percent greater than the current FCX. The vehicle is also highly efficient, with an energy efficiency of around 60 percent -approximately three times that of a gasoline-engine vehicle, twice that of a hybrid vehicle, and 10 percent better than the current FCX.
Other features include seat upholstery and door linings made from Honda Bio-Fabric, a plant-based material that offers outstanding durability and resistance to sunlight damage. Other improvements such as Shift-by-Wire and a newly designed instrument panel with easy-to-read display of hydrogen fuel consumption facilitate improved ease of operation.
The new fuel cell vehicle currently under development for release in 2008, will feature the principle technologies of the FCX Concept to achieve a new dimension in environmentally friendly driving pleasure not found with gasoline-engine vehicles.
Stack Layout Comparison
New stack layout
(hydrogen and water flow vertically)
Previous stack layout
(hydrogen and water flow horizontally)
|Number of passengers||4|
|Motor||Max. Output||95kW (129PS, 127 horsepower)|
|Max. Torque||256N-m (26.1kg-m, 188.8 lb-ft.)|
|Type||AC synchronous motor (Honda Mfg.)|
|Fuel Cell Stack||Type||PEFC(proton exchange membrane fuel cell, Honda Mfg.)|
|Storage||High-pressure hydrogen tank (350atm)|
|Tank Capacity||171 liters|
|Dimensions (L x W x H)||4,760 x 1,865 x 1,445mm|
(187.4 x 73.4 x 56.9 inches)
|Max. Speed||160km/h (100 mph)|
|Energy Storage||Lithium Ion Battery|
|Vehicle Range*||270 miles|
* Preliminary EPA driving range determined by Honda using the current EPA calculation method.
Source: Honda Motor Co., Ltd.
Very interesting “road test” of an interesting hyrogen-powered development car idea by GM.
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.
This is a prototype hydrogen powered 6.8 liter SOHC V-10 engine. It was shown by Ford earlier this year.
You may not be aware that Ford Power Products already offers a hydrogen-powered V-10 (sans supercharger) in the E-350 van.
More details, and hundreds of images of numerous Ford engines, in the Ford Motor Company Engines section of my site.
Truckers Choose Hydrogen Power
02:00 AM Nov. 15, 2005 PT
Hundreds of semitrailer trucks zipping along North American highways are now powered in part by hydrogen. These 18-wheelers make hydrogen as they go, eliminating the need for high-pressure, cryogenic storage tanks or hydrogen filling stations, which, by the way, don’t yet exist.
These truckers aren’t just do-gooders. They like Canadian Hydrogen Energy’s Hydrogen Fuel Injection, or HFI, system because it lets them save fuel, get more horsepower and, as a bonus, cause less pollution.
“We’re saving $700 a month per truck on fuel,” said Sherwin Fast, president of Great Plains Trucking in Salinas, Kansas. The company tried the HFI system on four trucks and has ordered 25 more.
“Drivers like the increased power and noticed there is a lot less black smoke coming out of the stacks,” said Fast.
HFI is a bolt-on, aftermarket part that injects small amounts of hydrogen into the engine air intake, said Canadian Hydrogen Energy’s Steve Gilchrist. Fuel efficiency and horsepower are improved because hydrogen burns faster and hotter than diesel, dramatically boosting combustion efficiency…
[Continue at source]
Taking the future for a drive
The New York Times
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