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Written by Dan Carney
Ford Executive Vice President of Marketing Jim Farley sayshe knows what happened to the once-popular personal luxury coupe market in theUS: those drivers are now buying crossover SUVs like the Ford Edge instead. This is relevant to the development of the newest version ofthe Edge because it indicates a high degree of customer interest in luxury andcomfort amenities in such vehicles. So the Edge engineering team sought toimprove the vehicle"s refinement while adding a new range-topping Titanium trimlevel that decks the Edge out in maximum finery. For model year 2015, the Edge moves from the old to current Fusion platform, a change that brings a 26% increase in bending stiffness and a 16% improvement in torsional rigidity thanks to increased use ofhigh-strength steel. The front suspension continues with a MacPherson strutarrangement, but the rear suspension is upgraded to a multilink layout in place ofthe previous twist beam unit for improved ride and handling. This layoutis better at keeping the tires" contact patches in proper contact with theground, explained Chief Program Engineer J.D. Shanahan. Additionally, the new rear suspension"s geometry providesfor wheel recession in response to bumps, so it moves backward to soften theblow rather than keeping its place, or worse, swinging forward to exaggeratethe impact as happens when suspension geometry creates precession, he said. The new model is 3.9 in (99 mm) longer and stretches anadditional 1 in (25 mm) between its axles for a slight increase in wheelbase. The EdgeSport features 10% thicker springs coils front and rear, 15%stiffer front and rear anti-roll bars, and larger-diameter rear monotube shockabsorbers. Perhaps most significantly, the Sport includes a newTakata Corp.-supplied variable-ratio steering system. Unlike those systems that arebuilt into the steering rack, and potentially introduce excess compliance tothe steering response, the Edge uses a geared system that is built into the hubof the steering wheel. A tiny electric motor increases or decreases theresponse sent to the steering column based on input from the vehicle"s sensorsabout how the car is being driven, accelerating response to a racy 10:1 ratioin sporty driving and slowing it for steady highway cruising. In applications for trucks, the system can adjust the ratioto as much as 20:1, though the Edge never slows the response that much,according to engineer Rob Mrozek. Engineers have burned the midnight oil ensuringthat the system"s response is intuitive to drivers, rather than surprising themwith unwanted changes. "If you don"t spend enough time on motor controls youare going to have problems like lag," Mrozek explained. ""We"ve spent aninordinate amount of time tuning the motor controls." Takata was able to package the variable steering componentsinside the steering wheel hub because of its development of a vacuum-foldedairbag that is also packaged in the steering wheel, Mrozek pointed out. Theairbag"s compact size provided the needed space for the variable steeringhardware. The variable steering system also communicates with theContinental Automotive Systems-supplied electronic stability control system androllover-prevention system. While it does not actively steer the Edge inresponse to emergencies, it will try to minimize destabilizing inputs from thedriver. The Edge debuts Ford"s newest EcoBoost engine, an all-new2.0-L four-cylinder unit with a twin-scroll turbo and direct fuel injection thatproduces an estimated 245 hp (183 kW) and 270 lb ft (366 N m). In addition toimproving the Edge"s efficiency, it also permits all-wheel-drive and a 3500-lb (1600-kg)tow rating for this fuel-sipping base engine. The engine has a lower mass than the old 2.0 EcoBoost thanks to alighter engine block casting, an aluminum balance shaft assembly, lighterpistons, and an integrated exhaust manifold. The head casting pairs the outlets for the number two andthree cylinders together in the integrated exhaust manifold because doing sohelps keep the turbo spinning at high speed more of the time, according tofour-cylinder engine program manager Scott Makowski. He terms the new fuelinjectors "a critical piece," because their improved fuel atomization allowedan increase in compression ratio from 9.3:1 to 9.7:1. A stop/start system will also be available for better urbanfuel economy. While the system uses a heavy-duty version of a conventionalstarter, hardened ring gear, and a suitably upgraded battery to withstand thestrain of frequent restarts, Ford"s powertrain engineers worked to make theserestarts less obtrusive to customers. "This needs to be better than your traditional key start,"Makowski acknowledged. The enginemanagement system can smooth restarts by stopping the engine in an ideal position.While the Edge"s system cannot stop the engine precisely like a belt-alternatorsystem can, the engine management system can stop it within about 15 degrees ofits intended target, which is close enough to make a difference in the qualityof restarts, he said. The mid-level engine in the Edge is the same normallyaspired 3.5-L V6 engine as before, and the top level powerplant is the 2.7-Ltwin-turbo V6 EcoBoost that was introduced with the F-150. Power for the 2.7L will top 300 hp (224 kW), but an official rating for the Edge isn"t yet available. Edge Sport will use active noise cancellation in the cabinto refine the sound of the 2.7-L engine, while Titanium trim level modelsinclude acoustic side glass in the doors for reduced cabin noise. All three engines will use the same six-speed automatictransmission as the outgoing Edge, and the available all-wheel drive system cannow send 100% of the power to either the front or rear wheels asneeded, with no input from the driver. Other new details include active grille shutters on somemodels for reduced aerodynamic drag and an innovative front-passenger"s kneeairbag that inflates an injection-molded plastic bladder between the inner andouter glove box door panels to provide a cushion during a collision. The Edge also gains the inflatable rear seat belts seenoriginally on the Explorer. The MyFord Touch control system for infotainment and climatecontrol sees improvements for 2015, with physical buttons lining both sides ofthe center stack, restoring some familiar functions to simple buttons ratherthan capacitive touch controls. The 2015 Edge is expected to reach customers early in 2015.
Date: 25-Jul-2014 03:35 EDT
More of this article on the SAE International website
ID: 901
Ford Executive Vice President of Marketing Jim Farley sayshe knows what happened to the once-popular personal luxury coupe market in theUS: those drivers are now buying crossover SUVs like the Ford Edge instead. This is relevant to the development of the newest version ofthe Edge because it indicates a high degree of customer interest in luxury andcomfort amenities in such vehicles. So the Edge engineering team sought toimprove the vehicle"s refinement while adding a new range-topping Titanium trimlevel that decks the Edge out in maximum finery. For model year 2015, the Edge moves from the old to current Fusion platform, a change that brings a 26% increase in bending stiffness and a 16% improvement in torsional rigidity thanks to increased use ofhigh-strength steel. The front suspension continues with a MacPherson strutarrangement, but the rear suspension is upgraded to a multilink layout in place ofthe previous twist beam unit for improved ride and handling. This layoutis better at keeping the tires" contact patches in proper contact with theground, explained Chief Program Engineer J.D. Shanahan. Additionally, the new rear suspension"s geometry providesfor wheel recession in response to bumps, so it moves backward to soften theblow rather than keeping its place, or worse, swinging forward to exaggeratethe impact as happens when suspension geometry creates precession, he said. The new model is 3.9 in (99 mm) longer and stretches anadditional 1 in (25 mm) between its axles for a slight increase in wheelbase. The EdgeSport features 10% thicker springs coils front and rear, 15%stiffer front and rear anti-roll bars, and larger-diameter rear monotube shockabsorbers. Perhaps most significantly, the Sport includes a newTakata Corp.-supplied variable-ratio steering system. Unlike those systems that arebuilt into the steering rack, and potentially introduce excess compliance tothe steering response, the Edge uses a geared system that is built into the hubof the steering wheel. A tiny electric motor increases or decreases theresponse sent to the steering column based on input from the vehicle"s sensorsabout how the car is being driven, accelerating response to a racy 10:1 ratioin sporty driving and slowing it for steady highway cruising. In applications for trucks, the system can adjust the ratioto as much as 20:1, though the Edge never slows the response that much,according to engineer Rob Mrozek. Engineers have burned the midnight oil ensuringthat the system"s response is intuitive to drivers, rather than surprising themwith unwanted changes. "If you don"t spend enough time on motor controls youare going to have problems like lag," Mrozek explained. ""We"ve spent aninordinate amount of time tuning the motor controls." Takata was able to package the variable steering componentsinside the steering wheel hub because of its development of a vacuum-foldedairbag that is also packaged in the steering wheel, Mrozek pointed out. Theairbag"s compact size provided the needed space for the variable steeringhardware. The variable steering system also communicates with theContinental Automotive Systems-supplied electronic stability control system androllover-prevention system. While it does not actively steer the Edge inresponse to emergencies, it will try to minimize destabilizing inputs from thedriver. The Edge debuts Ford"s newest EcoBoost engine, an all-new2.0-L four-cylinder unit with a twin-scroll turbo and direct fuel injection thatproduces an estimated 245 hp (183 kW) and 270 lb ft (366 N m). In addition toimproving the Edge"s efficiency, it also permits all-wheel-drive and a 3500-lb (1600-kg)tow rating for this fuel-sipping base engine. The engine has a lower mass than the old 2.0 EcoBoost thanks to alighter engine block casting, an aluminum balance shaft assembly, lighterpistons, and an integrated exhaust manifold. The head casting pairs the outlets for the number two andthree cylinders together in the integrated exhaust manifold because doing sohelps keep the turbo spinning at high speed more of the time, according tofour-cylinder engine program manager Scott Makowski. He terms the new fuelinjectors "a critical piece," because their improved fuel atomization allowedan increase in compression ratio from 9.3:1 to 9.7:1. A stop/start system will also be available for better urbanfuel economy. While the system uses a heavy-duty version of a conventionalstarter, hardened ring gear, and a suitably upgraded battery to withstand thestrain of frequent restarts, Ford"s powertrain engineers worked to make theserestarts less obtrusive to customers. "This needs to be better than your traditional key start,"Makowski acknowledged. The enginemanagement system can smooth restarts by stopping the engine in an ideal position.While the Edge"s system cannot stop the engine precisely like a belt-alternatorsystem can, the engine management system can stop it within about 15 degrees ofits intended target, which is close enough to make a difference in the qualityof restarts, he said. The mid-level engine in the Edge is the same normallyaspired 3.5-L V6 engine as before, and the top level powerplant is the 2.7-Ltwin-turbo V6 EcoBoost that was introduced with the F-150. Power for the 2.7L will top 300 hp (224 kW), but an official rating for the Edge isn"t yet available. Edge Sport will use active noise cancellation in the cabinto refine the sound of the 2.7-L engine, while Titanium trim level modelsinclude acoustic side glass in the doors for reduced cabin noise. All three engines will use the same six-speed automatictransmission as the outgoing Edge, and the available all-wheel drive system cannow send 100% of the power to either the front or rear wheels asneeded, with no input from the driver. Other new details include active grille shutters on somemodels for reduced aerodynamic drag and an innovative front-passenger"s kneeairbag that inflates an injection-molded plastic bladder between the inner andouter glove box door panels to provide a cushion during a collision. The Edge also gains the inflatable rear seat belts seenoriginally on the Explorer. The MyFord Touch control system for infotainment and climatecontrol sees improvements for 2015, with physical buttons lining both sides ofthe center stack, restoring some familiar functions to simple buttons ratherthan capacitive touch controls. The 2015 Edge is expected to reach customers early in 2015.
Date: 25-Jul-2014 03:35 EDT
More of this article on the SAE International website
ID: 901
