Doug Area, Ford’s chief EV, digital and design officer, who previously ran Apple‘s automotive program and was led the event of the Mannequin 3 at Tesla, has been marshaling Ford’s in-house skunkworks crew secretly creating this undertaking, referred to internally as CE1.
“We construct a structural battery out of the cells, and that’s the ground of the automobile. So we really constructed the seats on it,” says Area. So, to be clear, there is not any body or construction with a battery on high of it to which the seats are bolted—with Ford’s new mannequin the battery is the construction. How does this differ from current cell-to-chassis or cell-to-pack expertise? “That is cell-to-body,” says Area, and provides that making this all work was very, very arduous.
“There is no single magic breakthrough. It is simply actually, actually arduous engineering,” he says. “And there is a complete bunch of issues to be solved. Like, now you might have this physique that has no ground, how do you retain it from bending because it goes down the road? How do you take care of the paint once you’ve painted the again half, however you have not painted the entrance half, after which you are going to bolt them collectively on the finish?”
“We knew we needed to construct [EVs] otherwise, and we determined how we needed to construct them—then we received a big set of engineering issues we needed to go clear up to make that work.” The worst of those issues? “Becoming a member of the entrance finish. Sealing, crash [strength], corrosion, dimensional accuracy—all of these issues, doing these on the finish is … that entrance finish joint is unquestionably probably the most tough.”
Sure, a lot of that is catching up with state-of-the-art stuff for EVs, reminiscent of zonal structure the place totally different capabilities are managed in several components of the automotive, which you’ll be able to already see within the new Tesla Mannequin Y and lots of China EVs. Equally, massive aluminum castings are already being utilized by Tesla and Chinese language makers.
Nevertheless, if Ford has genuinely managed to fabricate a automotive in three distinct and full modules, that are then accomplished totally and solely then bolted collectively, that may be a real first. Sure, Tesla has talked about doing one thing like this again in 2023 with its “unboxed” EV manufacturing course of, nevertheless it hasn’t carried out it but. In different phrases, Ford could have overwhelmed Tesla to the punch right here. The previous dinosaur has changed into fairly the velociraptor.
Virtually as spectacular as Ford’s new modular manufacturing is the variety of folks and sheer pace with which the corporate has achieved this simple win. “What’s actually fascinating is the scale of the crew [the skunkworks had] in comparison with what if Ford had to do that,” says Farley. “If we compelled [Ford] do it, it might have taken 5 occasions the folks.”
“Once we agreed to begin this system, three years in the past, we employed Alan Clarke. He went right into a constructing, and it was one individual. That is how the undertaking began,” says Area. Alan Clarke labored for Area at Tesla, the place he helped create the Mannequin 3, labored on the Y, the Cybertruck, and extra. “There’s folks in China now who in all probability have handed him, however on the time he had architected extra electrical automobiles than anyone on the planet, so he was completely the precise individual to faucet. And he is additionally a expertise magnet. He is constructed the crew actually rapidly—a world-class crew. Lots of people who’re tremendous excited to maneuver from a Rivian or a Tesla and construct one thing for Ford.”
Farley thinks that Ford’s new means of creating EVs is the right weapon to tackle the Chinese language automakers, the perfect instance of exactly how the West must compete. “You’ve got received the BYD mannequin: 700,000 workers, 200,000 powertrain engineers. How do you beat them?” asks Farley.
“Seems, Doug and Alan and the crew constructed a propulsion system that was like Apollo 13, managed right down to the watt in order that our battery could possibly be a lot smaller than BYD’s. Their value benefit on vertical integration on the battery is offset by innovation within the powertrain. We will not beat them on scale. We will not beat them on vertical integration. However we are able to beat them on innovation.”