Earlier this week, Ford has announced it was phasing out its 3 manufacturing units still active in Brazil, to have its entire range comprising of imported models and allign itself with the truck-oriented business it's already implementing on a global basis. Some ignorants who dislike President Jair Bolsonaro are blaming him for a strategic decision that only Ford had something to do, unlike what happened to GM in Venezuela where its assets were seized by Nicolás Maduro's narco-dictatorship in 2017. It's also worth to notice Ford did not seem to really care about the Brazilian market, where it insisted in a strategy that proven itself not so suitable to the local needs, and its business model on a global basis still seems to revolve around the old body-on-frame layout which is roughly unchanged for a long time.
Saturday, January 16, 2021
Monday, January 11, 2021
Saturday, January 09, 2021
Sunday, December 13, 2020
It's not unusual to claim the CHT engine is the one to blame for the Escort XR-3 not having been taken so seriously as a sports car in Brazil until the AutoLatina joint-venture with Volkswagen provided Ford with the AP engine, yet the unsuitability to expand the CHT over 1.6L was much more of a real issue. Ford really got a hard hit from the '73 oil crisis in Brazil due to bad planning, including the usage of the F-Head Willys Hurricane engine in Brazilian versions of the Maverick instead of the Thriftpower Six which was available in Argentina powering the Falcon and the F-100 which used to rely only on the V8 engines in Brazil until the Lima OHC became available in Brazil only in the 2.3L displacement and also resorting to natural aspiration and carburettor while export-bound variants could be had with EFI and even turbocharging. In trouble, the Brazilian branch was saved by a combination of engine exports to the United States, the creation of the F-1000 which was basically a higher-GVWR F-100 with a Diesel engine available (while the Argentinian-sourced Thriftpower Six was not so sought after), and naturally the Escort to which the CHT engine already on the parts bin was a reasonable option not requiring the expenses of a tooling update to manufacture the CVH engine fitted to its European and American counterparts.
A cheap engine to manufacture, and nearly indestructible while also quite easy to overhaul due to its wet-sleeve layout, the Renault Cléon-Fonte on which the CHT is based was successfully tuned to high power and torque ratings in Europe, being widely used for rallying and other demanding motorsports even behind the Iron Curtain where some derivatives were made by Dacia in Romania before it merged with Renault. Even though it's often pointed out as "inferior" and "outdated", mostly due to the lack of an aftermarket support so focused on performance enhancements, the CHT engine was better than what it's often regarded in Brazil, with its low-end torque still being appreciated despite featuring a lower specific power within the 1.6L displacement range compared to what Volkswagen and Chevrolet had to offer in Brazil during the '80s. Had it not fell so out of favor between '86 and '96 when AutoLatina was in effect, sure the CHT could've proven its worth, and eventually could fare better than the Kent-based Endura-E supplied from Spain from '96 to 2000 in 1.0L and 1.3L variants along the 1.4L Zetec-SE once the Fiesta started being made in Brazil, and then presumably with the fitment of a sequential EFI and other fewer improvements it would not surprise me the CHT could save Ford in Brazil again...
Saturday, December 05, 2020
Thursday, December 03, 2020
Monday, November 09, 2020
Saturday, November 07, 2020
Monday, October 19, 2020
1 - the "twincharger": while the engine-driven supercharger might provide a reasonable boost from launch to around 3500 RPM, and then the exhaust-driven turbocharger does all the job when it comes to forced induction, it's worth to notice the increase on parasitic drag from the supercharger and its drive, which is somewhat more objectionable as it may be desirable to keep the engine at lower load during normal operating conditions driving on the speed limits. Since the presence of the supercharger is not taken benefit to allow the engine to operate within the Miller cycle, which resorts to a longer intake timing advacing through compression stroke in order to emulate the Atkinson effect while the forced induction prevents the charge air intake to escape, eventually it would make more sense resorting to the PowerPulse system fitted to the Diesel twin-turbo D5 engines which resorts to a compressed-air impeller for the turbocharging in order to overcome turbo-lag with the air being supplied through an electric-driven compressor on board;
2 - absence of flexfuel capability: due to the "sustainability" premises, it would make sense to have a provision for the vehicle to be capable to operate on a renewable fuel along the more usual gasoline, with ethanol capability being somewhat reasonable to expect from a modern spark-ignited engine. Not only it has a cleaner combustion process, turbocharged engines fitted with direct injection provide ideal conditions to narrow the efficiency gap per fuel volume between gasoline and ethanol, as they lead to a safer increase on compression ratio while operating with gasoline and easier cold starts while running on ethanol;
3 - keeping the same automatic transmission of non-hybrid versions: while it could either take benefit from the instant torque output of electric motors to get no gearbox at all, enabling them to act as a CVT just like Toyota and Lexus hybrids usually do through their Hybrid Synergy Drive setup, or to use some other automatic or automated-manual transmission more optimized for overall efficiency, it just retains the same 8-speed automatic shared with the non-hybrid T4, T5 and T6 versions. Sure it would be harder to expect the option for a manual transmission, as an automatic leads to a smoothier transition from EV mode to combined electric and gasoline power, but other setups predictably more in line with the usual expectations for hybrids would be more favored by fuel-efficiency and emission regulations;
4 - seemingly lack of motivation to benefit from a Freevalve design: even though the mainstream automakers usually tend to take breakthrough tech with a grain of salt, most noticeably when there is a need for a licensing from a smaller engineering outlet, its hybrid range would be a perfect receiver for the Freevalve technology, not only because it would allow the usage of a simpler port-injection and to get rid of the particulate filter, but also due to eventually making it easier to alternate from 4-stroke to 2-stroke under specific conditions as the presence of the supercharger could serve to provide a more efficient scavenging just like on 2-stroke Diesel engines.
Monday, October 05, 2020
2nd-generation Peugeot 208 made in Argentina: only one engine option doesn't match regional needs and preferences
While the higher purchase cost of a turbodiesel inherent to the increasingly sophisticated aftertreatment becomes troublesome for a country with a severely troubled economy as Argentina is at the moment, a strong market for natural gas conversions is more favorable to the EC5 and would also be to the basic naturally-aspirated EB2 due to the usage of port-injection, instead of the direct injection which is fitted to the turbocharged variants of the smaller engine. And since the 1.2L EB2 is slotted right above a more favorable displacement class up to 1.0L for taxation purposes in Brazil, just like the 1.6L EC5 does, it could be at a first glance rendered less competitive against the direct-injection turbocharged flexfuel 1.0L engine offerings from Chevrolet, Volkswagen and Hyundai and unlikely to set a foothold as the higher manufacturing cost of a downsized engine compared to a more traditional counterpart is not so easily amortized through a tax break, even though the Mercosur agreement gives Argentinian-made cars a different tax break in Brazil. It's also worth noticing similar models from other manufacturers which are available in Brazil in 1.0L naturally-aspirated or turbocharged and larger-displacement naturally-aspirated versions only go to Argentina with the biggest engine for the very same reason, as such more favorable taxation scheme is absent there.
While a naturally-aspirated trim of the EB2 could be more valued by Argentinian customers as long as the purchase cost remained lower and a manual transmission would be retained, and some turbocharged variants would be more appreciated in Brazil due to the technology and "sportiness" appeal with a good marketing perspective for the availability of both manual and automatic transmission options, retaining the EC5 and automatic-only becomes an objectionable one-size-fits-all approach. The total absence of turbodiesel options, which could at a first moment sound quite predictable as it's not allowed for cars in Brazil and nowadays seems too expensive for a small car in Argentina, can also be counted as another mistake somehow. Overlooking all the complexity of South American car markets as a whole, ignoring specific aspects of each country in the region and how to better address such conditions, often leads to a poor decision-making which may have a troublesome reflex on the actual marketing perspectives for an otherwise good product, and right now it seems to be what happens to the 2nd-generation Peugeot 208 even though it's too soon to be sure about it failing or receiving a better-adjusted selection of engines.