|1.0L EcoBoost. Click to enlarge.|
The new 2014 Ford Fiesta on sale next year will be the first vehicle available in the United States with Ford’s 3-cylinder 1.0-liter EcoBoost (direct injection plus turbocharging) engine. (Earlier post.) Though the car has not yet undergone EPA testing, Ford says it expects the Fiesta to be certified as the most fuel-efficient non-hybrid car available in the United States.
The 1.0-liter EcoBoost is a quiet, smooth-running engine that develops roughly the same output as a 1.6-liter four-cylinder with about 25% fewer moving parts. The smallest engine available in its class, Ford’s 1.0-liter EcoBoost is projected to produce 123 hp (92 kW) and peak torque of 148 lb-ft (201 N·m). In a quick preview prior to the Los Angeles Auto Show next week, Bob Fascetti, Ford director of Global Engine Engineering, outlined 10 features of the engine enabling its performance and refinement:
A split cooling system sends coolant separately to the block and to the cylinder head on separate thermostats. This is an efficient method to manage engine temperature, Fascetti said, and enables faster warm-up, with reduced emissions.
A computer-controlled variable oil pump.
A crankshaft offset by 8mm reduces friction by 3-5% on the power stroke.
A timing belt-in-oil for the primary cam drive system produces less noise (being sealed), and is maintenance-free.
Rather than use a balance shaft (which add friction and weight) as most 3-cylinder engines do, Ford unbalanced both the flywheel and the crank pulley to offset the inherent imbalance of the engine.The result, said Fascetti, is one of Ford’s smoothest engines at idle.
An integrated exhaust manifold on the engine supports a wider rpm range with the optimum fuel to air ratio. The exhaust gas is cooler, and the integrated head and exhaust manifold reduces weight.
An optimized engine mountain system tuned to handle the imbalance that it left. There are a number of patents on the mounting system, Fascetti said.
A fast-acting, compact turbocharger developed with Continental runs at a maximum of 248,000 rpm.
Ultra-low friction design leverages optimized bearing sizes and coated pistons.
Scavenging. Click to enlarge.
A scavenging effect flushes residual gases from the cylinder, increasing the mass of the following charge and cooling gas to reduce the tendency to knock. It also increases turbo mass flow, helping to spool-up the turbo.
The 1.0L EcoBoost delivers more torque per liter than any other gasoline engine in North America, according to Fascetti.
Many customers would like the fuel efficiency of a modern diesel or a hybrid, but can’t stretch their budgets to cover the cost premium. That’s where the EcoBoost Fiesta fits in. It will offer a highly fuel-efficient alternative at a lower cost.—Joe Bakaj, Ford vice president of Powertrain Engineering
Since being launched in the spring in the Ford Focus in Europe, the 1.0-liter EcoBoost engine has established itself as one of the most noteworthy engines of 2012. In April it was voted International Engine of the Year by a jury of 76 journalists from 36 countries. In June it set 16 land speed records at a racetrack in France. In October the 1.0-liter EcoBoost was given a Breakthrough Award from Popular Mechanics magazine, and this month the engine won the prestigious DeWar Trophy in Great Britain.
In Europe, where the diesel engine reins, the 1.0-liter engine now accounts for about 30% of sales in the Focus. (The Fiesta weighs about 450 lbs less than the Focus, Fascetti noted.) The 1.0-liter EcoBoost engine is just now launching in the B-MAX and C-MAX, and will also be offered in the all-new Mondeo.
The 1.0-liter engine is the fourth member of Ford’s global EcoBoost engine family. Since launch in 2009, Ford has sold more than 520,000 EcoBoost-equipped vehicles globally and expects volume to grow to 1.6 million in 2013.