Ford Motor is adopting a systems-engineering approach for its upcoming Universal EV (UEV) platform, using a proprietary “bounty” framework that assigns measurable cost and range impacts to individual design decisions in an effort to reduce battery size and vehicle prices.
Rather than increasing battery capacity to address range concerns, Ford’s strategy focuses on lowering energy consumption through weight reduction, improved aerodynamics, and reduced rolling resistance. The automaker notes that batteries account for about 40% of an EV’s cost and more than a quarter of its mass, making pack size a key determinant of affordability.
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Under the bounty system, every engineering tradeoff is quantified in terms of dollars and miles of range. For example, adding 1 millimetre of roof height could increase battery cost by about $1.30 or reduce range by roughly 0.055 miles, encouraging cross-functional teams to align decisions around efficiency targets rather than isolated objectives.
The approach extends to small design changes that collectively deliver measurable gains. Ford said its mid-size electric truck will feature side mirrors more than 20% smaller than conventional units, improving aerodynamics and adding an estimated 1.5 miles of range. Engineers also refined underbody airflow management by minimizing protrusions and optimizing air paths around suspension components.
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Ford has brought key power electronics development in-house, supported by its acquisition of Auto Motive Power. The UEV platform will introduce the company’s first 48-volt low-voltage architecture, replacing traditional 12-volt systems. The integrated design supports bi-directional charging, reduces energy losses during power conversion, and may improve charging speed and battery longevity.
Electrical architecture is also being simplified through a shift to zonal computing. Instead of more than 30 separate electronic control units, the new platform consolidates functions into five primary modules. Combined with thinner wiring enabled by the 48-volt system, this reduces the vehicle’s wiring harness by about 4,000 feet and cuts weight by roughly 22 pounds.
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Ford plans to use lithium iron phosphate batteries for the first UEV-based model, a mid-size electric truck intended to compete on price with gasoline vehicles. Alan Clarke, executive director of advanced EV development, said the platform represents a fully integrated system that competitors may find difficult to replicate quickly.
The automaker likens the strategy to its earlier adoption of turbocharged engines in pickup trucks, arguing that efficiency-focused design could similarly transform EV adoption by lowering costs without sacrificing usability.
