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Ford has the Prius v in its crosshairs

Ford is taking the fight straight to Toyota with its new C-MAX Hybrid. While we first brought you news of the vehicle last year, Ford is now accepting per-orders for what it sees as the perfect competitor for the popular Prius v.
Ford announced that the C-MAX Hybrid will have a base price of $25,995 which is $500 lower than the Prius v. Ford also plays the "spec war" game by touting slightly greater maximum cargo capacity (99 cu. ft. vs. 97 cu. ft.) and roughly an inch greater headroom for both front and rear passengers.

Ford C-MAX Hybrid 

The C-MAX Hybrid is powered by a naturally aspirated 2.0-liter, four-cylinder gasoline engine (Atkinson Cycle), which is paired with a CVT and Ford's hybrid powertrain (now with a lithium-ion battery pack).  We have the feeling that this is the same system that powers the second generation Ford Fusion Hybrid. While Ford isn't yet giving out EPA numbers for the C-MAX Hybrid, the 2013 Fusion Hybrid is good for 47/44 (city/highway).

“C-MAX Hybrid offers better fuel economy, performance, technology and functionality than Prius v – and C-MAX Hybrid customers will pay less at the dealership and at the pump,” said Ken Czubay, vice president, U.S. Marketing, Sales and Service. “Ford is delivering the power of choice for leading fuel economy across its lineup – from EcoBoost to electrified vehicles – because customers increasingly want to save money at the pump, even as gas prices rise over time.”

Production of the C-MAX Hybrid is already underway, and potential customers can spec and price out one on Ford’s site. A plug-in variant, the C-MAX Energi, will be available later this year.

Source: Ford

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RE: Slow and steady...
By Mint on 5/21/2012 4:49:13 PM , Rating: 2
True, we don't have multiple universes, but we can make reasonable speculations. I doubt that Nissan would have built their $1.7B battery plant without the subsidy driving EV sales (or at least it would have been delayed a few years and built elsewhere), and same with LG Chem.

However, I disagree with your belief that the impetus is already there:
But I'd point out the biggest problem with hybrids and EVs appears to be battery tech. We use and have huge incentives to increase battery life in all sorts of consumer devices that receive no subsidy at all, like laptops and cell phones.

First of all, battery energy density only matters for pure EVs, as PHEVs only need around 50 miles range (say 150kg & 80L plus cooling) to offload 80% of gas usage to electricity. All that matters now is cost.

More importantly, consumer devices have little incentive to last 10+ years or do 5000+ cycles. You won't lose a single sale if you produce a cellphone or laptop battery that "only" lasts 3 years or 500 cycles. They also have very different cost incentives, as a double-density battery could cost $5 per Wh (over 10x as much as car batteries today) yet still find a lucrative market in smartphones.

The primary engineering requirement for auto applications of batteries is lifetime cost per kWh discharged. There's no other market with that requirement. What they have to minimize is (cost+interest)/(capacity * total cycle life).

Cycle life is a critical part of that formula in today's low-interest reality. A Volt costing $50k with a bulletproof 30yr battery, for example, can have lower lifetime operating costs than the equivalent $25k gas car once battery recycling is taken into account, and that will find it's way to lower consumer cost (e.g. with GM retaining ownership of the battery). However, true battery lifetime can only be ascertained with experience. That's where subsidies come in, because they offset that risk premium, and get the ball rolling sooner.

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