Ford is taking a systems-engineering approach to its Universal EV (UEV) platform. The automaker aims to extract more range from smaller battery packs. Rather than simply increasing battery size to address range anxiety, Ford’s strategy focuses on reducing weight, aerodynamic drag, and rolling resistance across the entire vehicle.
The battery accounts for roughly 40% of an EV’s total cost and over 25% of its weight. Ford argues that shrinking the pack — not growing it — is the key to affordability.
Highlights
- Ford’s “bounty” system assigns measurable cost-and-range values to every engineering tradeoff on the UEV platform
- In-house power electronics development, bolstered by the Auto Motive Power (AMP) acquisition, delivers Ford’s first 48-volt low-voltage architecture
- Wire harness reductions on the mid-size electric truck total 4,000 feet shorter and 22 pounds lighter than Ford’s first-gen EVs
- Lithium Iron Phosphate (LFP) cells will power the first vehicle off the UEV platform
How the Bounty System Works
Ford created a dedicated range, efficiency, and performance team within its skunkworks operation. That team developed what the company calls “bounties.” These are specific cost-and-range values tied to every engineering decision.
Traditionally, automotive engineering teams operate in silos. Aerodynamics teams push for lower rooflines. Interior teams want smaller cabins to cut costs. Occupant package teams advocate for more headroom. Each group negotiates independently, often without visibility into how their decisions affect range or battery cost.
Bounties change that dynamic. For instance, adding just 1mm of roof height translates to $1.30 in additional battery cost or 0.055 miles of lost range. As a result, every team shares a common objective. They work to maximize range while minimizing battery expense.
Aerodynamic Gains Add Up
Ford’s approach extends to small details with measurable impact. The mid-size electric truck’s side mirror body is now more than 20% smaller than a conventional mirror. That reduction cuts mass, lowers cost, and improves aerodynamics. It adds an estimated 1.5 miles of range.
Additionally, Ford streamlined the underbody to manage airflow. Engineers made bolt holes shallower and carefully directed air around the tires and suspension.
In-House Power Electronics and Energy Management
In 2023, Ford moved its high-voltage power electronics architecture and design for the UEV platform in-house. The acquisition of Auto Motive Power (AMP) brought experienced engineers. They specialize in power conversion and energy management for global EVs already on the market.
Key outcomes of this in-house strategy include:
- Ford’s first 48-volt low-voltage system, replacing the conventional 12-volt architecture
- Bi-directional charging hardware and software designed entirely by Ford
- Reduced power conversion losses during charging and voltage step-down from 400V to 48V
- Faster charging times and improved battery lifespan management
For the first time, Ford customers will experience a fully electric charging ecosystem designed internally. The company says this integration will reduce total cost of ownership.
Simplified Electrical Architecture
Ford is shifting from a conventional layout with over 30 scattered electronic control units (ECUs) to a zonal architecture. The mid-size electric truck consolidates those functions into just five main modules. This dramatically reduces wiring complexity.
The transition to 48-volt systems also allows thinner copper wires. Meanwhile, higher-speed ethernet enables the modules to communicate effectively. It also distributes edge computation across the vehicle. Together, these changes produced the 4,000-foot wire harness reduction and 22-pound weight savings.
Historical Parallel to EcoBoost
Ford draws a direct comparison to its EcoBoost turbocharger strategy. In 2011, the company introduced turbocharged engines on the F-150. Skeptics questioned customer adoption at the time. However, turbocharged engines now account for nearly 75% of F-150 sales. Ford sees the UEV platform’s efficiency-first approach as a similar inflection point for EVs.
Competitive Outlook
Alan Clarke, executive director of Advanced EV Development at Ford, acknowledged that skeptics will question this approach. However, he emphasized that the UEV platform represents a fully integrated system. It is not a single component that competitors can easily replicate.
Ford expects the UEV-based vehicle family to compete on price with leading global competitors. That includes gas-powered vehicles. The first product off the platform will be a mid-size electric truck using LFP battery cells.
Sign up for our popular daily email to catch all the latest EV news!
