Doug Subject, 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 growing this undertaking, referred to internally as CE1.
“We construct a structural battery out of the cells, and that’s the flooring of the car. So we truly constructed the seats on it,” says Subject. So, to be clear, there is no body or construction with a battery on prime of it to which the seats are bolted—with Ford’s new mannequin the battery is the construction. How does this differ from present cell-to-chassis or cell-to-pack know-how? “That is cell-to-body,” says Subject, and provides that making this all work was very, very onerous.
“There is no single magic breakthrough. It is simply actually, actually onerous engineering,” he says. “And there is a entire bunch of issues to be solved. Like, now you may have this physique that has no flooring, 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 wished to construct [EVs] in a different way, and we determined how we wished to construct them—then we acquired a large set of engineering issues we needed to go resolve 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 certainly essentially the most tough.”
Sure, a lot of that is catching up with state-of-the-art stuff for EVs, corresponding to zonal structure the place completely different capabilities are managed in several components of the automotive, which you’ll 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 absolutely and solely then bolted collectively, that could be a real first. Sure, Tesla has talked about doing one thing like this again in 2023 with its “unboxed” EV manufacturing course of, but it surely hasn’t executed it but. In different phrases, Ford might have crushed Tesla to the punch right here. The outdated dinosaur has become 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 plain win. “What’s actually fascinating is the dimensions 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 will 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 Subject. Alan Clarke labored for Subject 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 autos than anyone on the planet, so he was completely the appropriate 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 method of creating EVs is the proper weapon to tackle the Chinese language automakers, the perfect instance of exactly how the West must compete. “You have acquired the BYD mannequin: 700,000 staff, 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 all the way down to the watt in order that our battery might be a lot smaller than BYD’s. Their price 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 will beat them on innovation.”
