There are more powertrain options in today's automotive industry than ever before -- from compressed natural gas to electricity. And every automaker is taking a different road regarding what type of ''fuel'' they believe best positions them for the future.
DETROIT, MI- There are more powertrain options in today’s automotive industry than ever before – from compressed natural gas to electricity.
And every automaker is taking a different road regarding what “fuel” they believe best positions them for the future. But not one automaker is actually putting the final nail in the coffin when it comes to the gasoline internal combustion engine.
Regarding the Detroit automakers, Ford Motor Co. has been playing the field, but is focused on its EcoBoost engine family (a combination of direct fuel injection, turbocharging and variable valve timing) and electrified vehicles; General Motors Co., while also playing the field, is investing heavily in electrified vehicle technologies and continuing to launch its Ecotec engine family; and Chrysler is dabbling in large plug-in hybrid electric vehicles and even some diesel models.
The different strategies by the Detroit automakers and future of the powertrain industry were highlighted Wednesday during a panel at the Society of Automotive Engineers’ 2014 World Congress in Detroit.
The panel included Bob Fascetti, Ford vice president of powertrain engineering; Steven A. Kiefer, GM vice president global powertrain; and Bob Lee, Chrysler vice president and head of engine powertrain and electric propulsion engineering.
Three overarching themes came from the discussion: The combustion engine is not dead; collaboration is key; and there is no silver bullet.
Due to ethanol's lower energy content, FFVs operating on E85 get roughly 15 percent to 25 percwent fewer miles per gallon than when operating on regular gasoline, which typically contains about 10 percent ethanol. Regarding the latter theme, here's a look at five powertrains/fuels discussed, as the auto industry looks to meet the government’s 2017-2025 Corporate Average Fuel Economy standards.
5- Ethanol: More commonly known as E85 or Flex Fuel, this ethanol fuel blend -- containing 51 percent to 83 percent ethanol -- has become a bit corny.
Once thought of to be the next future of the automotive industry, officials said automakers overestimated consumer acceptance of the fuel.
“If you run on pure ethanol, or E85, you simply have to go to the gas station more often, and the customer figures that out quite quickly,” Fascetti said. “So the tendency to stay with it, it just becomes difficult when you can just pick up the other pump handle.”
Due to ethanol's lower energy content, flex fuel vehicles operating on E85 get roughly 15 percent to 25 percent fewer miles per gallon than when operating on regular gasoline, which makes customers have to go to the pump more often.
Kiefer also mentioned automakers felt it was a “great idea” when they thought it would be “cost effective.” But it hasn’t been – particularly as critics contend that production of ethanol from corn drives up world food prices, causing corn to be unaffordable or even unavailable.
4- Diesel: Don’t call it a comeback just yet, but diesel-powered vehicles are making their way back into the U.S. market.
GM currently offers a diesel version of its Chevy Cruze and has announced diesel versions of its upcoming midsize pickups, and Chrysler has been happily surprised with the performance of its Jeep Grand Cherokee and Ram 1500 variants.
2014 Ram 1500 (courtesy image)However, the return on investment, due to the cost of diesel in the U.S. is a “little bit of a push,” Lee said. Chrysler has found success by not focusing on the higher cost, but the improved miles per gallon and performance (low-end torque).
“They want something that’s fun to drive,” Lee said.
Diesels currently represent less than 3 percent of all U.S. sales. However, some companies expect that percentage to grow to 10 percent by 2020. They generally provide 15-25 percent better fuel economy and substantially more low-end torque.
3- Electricity- Electrified vehicles are selling at a slower pace than what many predicted, but don’t expect them to be unplugged just yet.
Due to some state and federal regulations, every automaker is offering an all-electric vehicle, but officials expect the bulk of electrified vehicle sales to come from plug-in hybrid electric vehicles, also known as PHEV.
Nearly every automaker is offering some sort of PHEV, whether they work with a gasoline engine, like the Chevrolet Volt, or another alternative fuel.
Of the Detroit automakers, Ford and GM have taken the lead regarding electrified vehicles. Ford currently offers the Fusion and C-Max Energi PHEVs and all-electric Focus. GM offers the Chevy Volt and Cadillac ELR PHEVs and all-electric Chevy Spark.
Chrysler offers the all-electric Fiat 500 and has produced a fleet of PHEV pickup trucks with the U.S. Department of Energy.
2014 Ford F-150 will offer a gaseous-fuel prep option on the 3.7-liter V6 engine; it will be able to run on compressed natural gas or liquefied petroleum gas. (Courtesy image)Cost of battery technology, lack of infrastructure and overall customer acceptance continue to hold electrified vehicles back.
2- Compressed natural gas- CNG, a fossil fuel comprised mostly of methane, is one of the cleanest burning alternative fuels and is quickly finding its way into the retail market as more automakers, including the Detroit Three, offer bi-fuel CNG and dedicated CNG vehicles.
CNG vehicles, which have primarily been reserved for commercial and fleet customers, can produce approximately 25 percent fewer carbon dioxide emissions than similar gasoline and diesel-powered vans, according to the U.S Environmental Protection Agency.
“The abundance of natural gas these days is a real opportunity for this country,” Kiefer said.
There is nearly a 100-year supply of natural gas available today, according to officials. And nearly 87 percent of it being used today is domestically produced.
Of the nearly dozen CNG vehicles in the U.S., only Honda Motor Co. offers a dedicated CNG vehicle that is not a heavy-duty pickup, van or chassis. But GM earlier this year announced a new bi-fuel Chevrolet Impala that operates on either gasoline or compressed natural gas.
CNG vehicles, like other alternative powertrains, face many of the same challenges as electrified vehicles. There is low demand, higher pricing, range anxiety issues if not a bi-fuel vehicle and a lack of infrastructure
1. Gasoline- The combustion engine isn’t dead, meaning gasoline is expected to remain the primary fuel for the U.S.
Automakers are improving their combustion engine lineups through turbocharging, direct injection, cylinder deactivation and a variety of other methods, including combining the engines with other powertrains.
Americans also have shown that they adjust to higher gas prices, according to industry analysts.