Official press release:

FORD DRIVES INTO THE NEXT CENTURY

The application of advanced functional electronics is the keynote of the Ford Eltec research vehicle The Ford Eltec - the name signifies "ELectronic TEChnology" - is an advanced prototype research vehicle which has been developed to explore vehicle electronic management systems for the 21st Century. It will make its debut at the Frankfurt Motor Show.

This front-wheel drive, five-door family saloon, powered by an ohc 12-valve four-cylinder light-alloy 1.3 litre engine houses, within its futuristic bodyshell, the most modern on-board electronic systems available.

Eltec has been designed to prove that even small cars can benefit from electronic co-ordination of all their operating functions, and that the intelligent use of electronic controls can improve the dynamic characteristics of the car while reducing both fuel consumption and exhaust emissions. It is, in effect, a summary of Ford's commitment to advanced technology for the benefit of the customer.

A joint project between Ford's Research and Design departments in England and West Germany, Eltec has taken less than 18 months to build, a remarkably short time considering that Eltec incorporates such a high level of new technology.

Comments Mike Westbrook, Ford's Manager of Electronic Research: "Eltec incorporates some of the most advanced examples of electronics working for the customer yet seen. Although the car is futuristic, its emphasis is on practical, viable systems which have a high probability of being used on ordinary production cars within the next decade."

Consequently, Eltec has none of the distracting "Tokyo by night" dashboard displays seen on less advanced concept cars where electronics are merely used as a gimmick. But the neat analogue instrument nacelle has a major ergonomic plus point, for it is mounted on and moves with the adjustable steering column so that the wheel rim cannot mask the dials.

Microprocessor control

Eltec has microprocessor control of engine and transmission using the Ford EEC-IV computer similar to that used with the Scorpio 2.0 EFI and 2.8 EFI engines. Unlike conventional cars where computers, if fitted, control the engine and transmission as separate systems, in Eltec performance, driveability and fuel economy are optimised at all times by the computer which regards the engine and transmission together as one powertrain system.

The microprocessor not only matches the operation of the engine and continuously-variable transmission to the demands fed in through the throttle pedal, but also continuously 'fine-tunes' the engine operation to provide the best possible fuel consumption on a day-to-day basis; it does this by monitoring the combustion cycle in each cylinder continuously so that engine operation automatically adapts for ambient temperature, altitude, misfuelling, production variations and even component ageing. Eltec heralds the age at which an engine could hold perfect tune permanently.

The light-alloy wet-liner power unit was specially built for the Eltec project as part of Ford's lean-burn engine technology development programme. Designed to run on lead-free fuel at a lean-burn ratio of 20 parts of air to one of petrol (normal 'stochiometric' mixture is 14.7:1), the Eltec power unit develops 80 PS (59 kW) at 5000 rpm. It has two inlet valves and one exhaust valve per cylinder, actuated by a chain-driven overhead camshaft. To strengthen the engine block and eliminate vibration, the crankshaft bearings are carried in a separate bedplate.

Since a long inlet tract gives good bottom end torque while a short inlet tract provides maximum power at high engine speed, the length of the inlet system on Eltec can be varied automatically, under the control of the EEC-IV. Thus the engine has excellent torque characteristics; between 2500 and 4000 rpm it develops over 120 Nm.

The EEC-IV microprocessor at the heart of the Eltec powertrain system was specifically developed by Ford as a fully-integrated control system for vehicles. The use of EEC-IV not only eliminates duplication of control hardware and software in the various control systems but also permits them to interact, producing significant improvements in powertrain efficiency, control flexibility, vehicle driveability and fuel economy. Multiplex wiring is used to control some of Eltec's electronic systems, significantly reducing the amount of electric cable making up the car's wiring loom.

Eltec incorporates the following electronic powertrain controls:-

o Variable intake configuration control: This highly innovative feature consists of variable-length tuned induction tracts, the ability to close off one or the two intake ports to each cylinder and to introduce variable swirl port blades or jet-flow valves into the other inlet port. EEC-IV programmes the configuration of the inlet system to correspond to the driver's demand for speed and power with the maximum efficiency. At high load and above 2000 rev/min, for instance, the system automatically selects dual intake ports. At medium load and/or low speed, only one inlet "primary" port per cylinder is used (the other being shut off by a butterfly valve). At light load, blades which vary induction swirl in the primary port are activated to give the most efficient combustion by maintaining a high intake charge velocity. In addition, the Eltec engine has an ingenious dual inlet manifold system. Under normal conditions a faily long inlet tract length is utilised to give excellent low-speed torque; but above 4000 rpm a unique system of sliding tubes produces a shorter tract length to make best use of induction resonances to enhance volumetric efficiency. This gives unusually good torque - and hence vehicle performance - over the full engine speed range.

Electronic fuel injection and spark timing control: This basic engine management system continuously checks'the engine speed, load and temperature and determines the exact combination of fuel injection, spark timing and exhaust gas recirculation to give the best fuel economy and lowest exhaust emission levels.

Idle speed feedback control: This maintains a steady idle speed by automatically adjusting the engine output to compensate for any change in power demand (for cold start, warm-up, lights, heater, air-conditioning and power steering, or heavy traffic).

Ionisation feedback adaptive combustion control: In this system the EEC-IV directly monitors combustion inside the combustion chamber by means of an ionisation probe situated in each cylinder opposite the spark plug. This registers the arrival of the flame-front at the furthest point away _rom the spark plug and represents a measure of the completion of the combustion process. By comparison to eletronic memories on ideal ionisation feedback timing, the EEC-IV can automatically fine-tune the fuel and ignition characteristics on a continuous basis for each individual engine cylinder and cycle. Regardless of ambient temperature, altitude, variations in production tolerances and even component wear, this optimum calibration can thus maintain low fuel consumption and exhaust emissions throughout the vehicle's working life.

Electronic throttle; There is no mechanical connection between the accelerator pedal and the throttle butterfly. Instead, the pedal moves a potentiometer which indicates the driver's demand to the central microprocessor. EEC-IV then decides which combination of throttle opening and transmission ratio satisfies the driver's demands, in the most efficient manner. This key electronic control coordinates all the major powertrain components. The system avoids sudden variations in fuel consumption and exhaust emissions, and the risk of engine knock, by damping out unnecessary throttle movements. Finally, the use of the electronic throttle for cruise control reduces driver fatigue on long journeys and for anti-spin control: these safety features are vital to the total EEC-IV control strategy.

Electronical control of continuously-variable ratio transmission (CTX):    The CTX, being a continuously variable transmission of the belt and pulley type, is a fundamental part of the Eltec powertrain system. It allows the driver's power requirements to be achieved at optimum engine conditions. Two drive modes "Power" or "Economy" (selected manually by the driver) are available. In "Economy" the EEC-IV controls the transmission ratio so that the engine speed corresponds to the most efficient for the power required. Maximum engine speed (and therefore power) is limited in Economy mode unless the driver demands kick-down. In "Power", the schedule raises the engine speed at any given throttle setting, increasing the power available for rapid acceleration and touching the brake pedal ensures that engine braking is made available. The EEC-IV microprocessor also controls the transmission pressure which clamps the transmission sheaves to the drive belt, ensuring minimum losses.

Controlled cooling improves economy

Eltec's unique cooling management system has been designed to improve fuel economy, and control of this is also effected by EEC-IV.

The cooling spaces in the cylinder head ana block are only connected by bleed holes. Consquently the cooling of the cylinder head and valves is carefully controlled, while the temperature of the cylinder walls is raised to reduce bore friction. In addition, the temperature distribution within the cylinder is more uniform, reducing the volume of coolant required and improving engine efficiency. Water is pumped through the cylinder head to the radiator by an electric pump; if the engine temperature rises, the EEC-IV increases the speed and output of the pump and switches on the cooling fans.

The cross-flow radiator is, therefore, 30 per cent smaller than on the Escort. It takes in air through an aerodynamically-located duct in the front bumper; the heated air passes through a duct behind the radiator housing the twin electric fans and is exhausted beneath the car. At high speeds, auxiliary cooling is needed; the velocity creates a low-pressure area beneath the front of the car, which pulls open five rubber flap valves and draws out surplus hot air. When the car is stationary, the flaps close to prevent hot air re-entering the cooling duct.

This cooling management system enables the engine to reach operating temperature more quickly than normal; this reduces fuel consumption and exhaust emissions. Additionally, the hot exhaust is enclosed in a heat shield, which enables extra hot air to pass over the two-way exhaust catalyst so that it reaches operating temperature more quickly.

Electronically-controlled suspension and brakes

The modern small car has a high payload for a relatively low vehicle weight, giving the chassis designer the problem of reconciling good handling with safe handling characteristics.

Consequently, Eltec is equipped with an adaptive suspension system using electronically-controlled airsprings incorporating hydraulic dampers.

The powerful electronic control unit receives information on the driving conditions from sensors and, in addition to controlling an integral self-levelling system, automatically switches the suspension from its normal soft 'comfort' setting to a stiffer setting for optimum handling under critical driving conditions such as hard cornering, sharp braking and lane changing; the stiffer setting is also switched on for rapid acceleration and high-speed driving, when the suspension also lowers the Eltec's ride height to reduce drag and enhance stability, thus combining economy with safety.

Eltec's self-levelling suspension receives information on spring compression and extension from three transducers and compensates for any variation in load or ride level by either pumping air into, or exhausting air from, the spring units. Neither headlamp setting nor tyre pressures need be altered when the load changes.

Low cost wheelspin control

Eltec incorporates a low-cost system of electronic wheelspin control, which also functions as an anti-lock brake system (ABS). This system developed by Ford and Kugelfischer uses standard braking system components in conjunction with an electronically-controlled power servo and has a similar effect to a limited-slip differential.

The speed of rotation of the front wheels is measured by electronic sensors: if one wheel starts to spin, the control unit backs off the throttle and actuates an electromagnetic servo which increases the braking pressure on that wheel.

With this system, the Eltec driver benefits from significantly enhanced security: he can maintain steering ability on any surface under the heaviest of braking or acceleration.

Eliminating the spare wheel

Eltec's newly-developed Conti Tyre System eliminates the need for a spare wheel, simultaneously increasing luggage space and reducing weight. The Conti tyre fits on the outer face of the rim, so that if the tyre loses its pressure, the car can still be driven without damaging or shedding the tyre. Advance warning of flat tyres is given by tyre pressure monitors on each wheel, which indicates any loss of air pressure by sending a radio signal to a dashboard indicator.

Eltec's aerodynamic body was designed by Ford of Europe Design and built by the craftsmen of Ghia of Turin. It incorporates a novel glass sunroof made up of five glass louvres which can be electrically retracted until the entire roof area is open: alternatively, just the front louvre can be raised like a normal sunroof. Electronics play their part here, too:    when the ignition key is removed, the roof automatically closes, -though the louvres remain open for ventilation. The driver then has 20 seconds to close them, otherwise a humidity sensor is activated to monitor the weather and automatically close the roof at the first drop of rain.

Brighter lights without dazzle

Working with Hella, Ford has developed a new, smaller design of headlamp which makes its debut on Eltec, giving enhanced lighting yet blending with the sharply-raked nose of the car's aerodynamic bodywork.

Previously, headlamps have tended to be large to give a satisfactory dipped beam: moreover, the diffuser lens has needed

to be as near vertical as practical.

But in the new headlight - known as the 'DE' lamp - the light is projected by a condenser lens like that of a slide projector, which collects a far greater proportion of the light emitted by the bulb than would a conventional paraboloid lens of similar size.

The projected light is of uniform brightness across the beam, which also has a wider spread than normal.

However, since the projected light rays are more optically correct, the DE lamps are remarkably free from dazzle, either for on-coming traffic or for the driver in rain, snow or fog. This important safety feature brings the promise of a superior design of fog lamp designed on the 'DE' principle.

Eltec also has a new design of high intensity brake and indicator lights, in which the lamp unit is made up of many small reflectors each with its own bulb. This gives a bright light, but again eliminates dazzle. Moreover, the number of individual bulbs is a safeguard against the failure of one bulb putting an entire light unit out of action. This gives an exceptional level of safety.

Engine & performance:

Position: front

Type: Ford Escort, 4-cylinder

Capacity: 1.3-liter

Power: 80 hp

Dimensions:

Length: 4120 mm

Width: 1640 mm

Height: 1360 mm

Wheelbase: 2590 mm