Honda’s P-NUT Design Concept Supports Small Displacement ICE, Hybrid or Battery Electric Powertrains
Hyundai Introduces 2011 Sonata at LA Auto Show with 4-Cylinder GDI Engine; GDI Turbo and Hybrid Powertrains Slated

Ford Unveils Ford Fiesta for North America at Los Angeles Auto Show; 1.6L I4 with Ti-VCT Delivers Estimated 40 mpg Highway

Fiesta four-door sedan. Click to enlarge.

Ford unveiled the North American 2011 Ford Fiesta at the Los Angeles Auto Show. Fiesta—available in four- and five-door bodystyles—will offer North American buyers a new choice of 15 class-exclusive technologies and projected highway fuel economy of 40 mpg, besting the Honda Fit, Nissan Versa and Toyota Yaris and Corolla.

The Ford Fiesta’s 1.6-liter DOHC I-4 engine delivers an estimated 119 hp (89 kW) @ 6,000 rpm and 109 lb-ft (148 N·m) of torque @ 4,250 rpm. Fiesta features Twin Independent Variable Camshaft Timing (Ti-VCT) (earlier post) which allows the engine to be downsized for fuel economy while continuously optimizing camshaft phasing for throttle response, performance and flexibility.

Ti-VCT gives precise, variable control of valve overlap; such valve overlap management is critical to eliminating intake and exhaust flow compromises.

This technology also optimizes phasing on both intake and exhaust camshafts by spinning them ever so slightly to advance or retard valve timing, resulting in improved throttle response at initial throttle tip-in, reduced emissions at part throttle and enhanced efficiency at higher rpm. The outcome is more power, responsiveness and fuel efficiency from less overall cylinder displacement.

During development of this global engine measures were taken to keep overall powertrain weight as low as possible.

The block, cylinder head and oil pan—traditionally the heaviest engine components—are aluminum castings. To increase rigidity, these elements are ribbed for additional strength and durability. Pistons are cast aluminum, as well, with the light weight helping to reduce reciprocating mass and adding to fuel efficiency.

Composite material is employed to keep intake manifold weight to an absolute minimum while allowing for induction routing to increase thermal efficiency and improve low-end torque characteristics.

Another Fiesta powertrain innovation is the new Front End Accessory Drive (FEAD) belt with stretchy dynamics, to improve the engine’s thermal properties. The elasticity in this new drive belt eliminates the need for a tensioning device. This decreases under-hood complexity and weight, helps increase fuel economy, and eases belt replacement at specified mileage intervals.

Fiesta is classified as US Tier 2 Bin 4 and California SULEV for tailpipe emissions.

“Our fuel economy leader is now a PowerShift automatic. Traditionally, a small car driver needed a stick shift and a clutch pedal to enjoy the greatest fuel efficiency.”
—Barb Samardzich, vice president of Ford global powertrain engineering

Transmission. Fiesta launches with an all-new, North American industry-exclusive PowerShift six-speed automatic transmission combining the responsive performance of a manual shift with the convenience of a traditional automatic.

PowerShift is a dual dry clutch transmission, operating with sealed internal lubrication, reducing friction and adding to Fiesta’s fuel economy. The lack of pumps and hoses reduces complexity, saves weight and contributes to fuel efficiency.

Fiesta’s PowerShift transmission gives better fuel efficiency than a traditional torque convertor automatic or manual shift transmission.

Twin internal clutches keep the PowerShift in constant mesh, continuously optimizing for maximum responsiveness and fuel efficiency, depending on engine speed, vehicle speed and input from the driver’s foot on the accelerator pedal.

Fiesta offers customers a standard five-speed manual transaxle with the ideal combination of gearing to provide swift acceleration from rest, responsive power at mid-range speeds and relaxed highway cruising in the overdrive fifth gear. Hydraulic actuation makes for smooth engagement with an easy-to-modulate clutch pedal, reduces the potential for slip and helps fuel economy.

Fiesta also features Electric Power Assist Steering (EPAS), which decreases complexity, saves weight and improves fuel economy by reducing parasitic drag on the engine in comparison to traditional hydraulic power-assisted steering. EPAS is speed-sensitive, providing optimized assist based on vehicle speed, steering wheel angle, cornering forces and acceleration or deceleration.

For the Fiesta application, EPAS is tuned to provide an engaging driver experience.

EPAS enables Pull-Drift Compensation to help Fiesta track true. This software-based technology detects road conditions—such as a crowned road surface or blustery crosswinds—and adjusts the EPAS system to help the driver compensate for the pulling and drifting these conditions can cause. Pull-Drift Compensation is designed to be imperceptible to the Fiesta driver.

In addition, EPAS enables Active Nibble Cancellation. This technology senses for irregularity in wheel balance and the related steering wheel vibration —“shimmy”—it can cause. Like Pull-Drift Compensation, Active Nibble Cancellation is designed and integrated to be seamless and unnoticeable to the driver while sensing and compensating for rotational oscillations due to wheel balance issues or uneven brake rotor wear.

More than 50% of Fiesta’s welded body structure is made from high-strength steel, with ultra-strong boron steel used in several critical areas. This rigid body shell contributes to Fiesta’s confident road-holding, best-in-class occupant safety and quiet composure.

For North America, the global Fiesta was tweaked, not re-designed or re-developed. We built on the success of the European Fiesta and are really proud of how little has changed.

—Steve Pintar, chief engineer

Fiesta is the next milestone under the ONE Ford plan to design and develop vehicles that meet the differing needs, wants and expectations of customers around the world. The car is Europe’s No. 2-selling car and Ford of Europe’s top-selling vehicle, helping increase Ford’s share in Europe’s main 19 markets. More than 500,000 Fiestas have been sold since the car was launched last autumn.



Doesn't look like the Fiestas I've seen overseas.
And where's the hatchback!!


Smart looking compact (2445 lbs) car meeting 2017 CAFE consumption standards.

Good work Ford.

Stan Peterson

It is nice to see Ford spreading its advanced technology with its new engine family extended downward to 1.6 liter size. But for all the new technology, I am surprised that the mileage is not better. But it is still superior to Toyota and Honda offerings.

GM is introducing a larger C-segment car, the Cruze, with the same or better mileage, as this smaller, B-segment car. The new all-alloy I-4 family, with the dual VVT, that Ford calls Ti-VVT, is a welcome addition, and puts Ford almost equal to the GM Ecotec family; and the World Gas engine family from Chrysler/Mitsu/Hyundai that both offer all-alloy, DOHC, dual VVT, engines, and have for several years. Those manufacturers have shown turbo, and GDI, production versions. They have also shown VVL,and HCCI operation with demonstration models of their engines.

Further development on this new base will see GDI and VVL, throttle-less operation, and turbo-ization, all prerequisites for the introduction of HCCI functionality. The domestic car makers will obtain diesel-like fuel economy, without the heavy engines or heavy pollution of so called "clean" diesels, which are no such things, of course.

Ford's new engine family, joining those from GM and Chrysler, and the fuel economy that they produce, now confirms that across the board, the most modern and advanced ICE engines, now come from the domestic manufacturers. Which is a reverse of the prevalent situation occurring, since the heyday of the OHV V8, in the 1960s.

Ford's achieving California SULEV emission ratings, right out of the gate, means these new Fiestas need only a few dollars of HVOC vapor control, to be PZEV ZERO pollution cars, like their GM and Chrysler competitors. Perhaps they have it, and simply didn't claim it.

It is a quiet reality that the mainline engines offered by the domestic three, all have routinely achieved Zero Pollution emission levels, while still using ICE engines, something once thought impossible.

At the same time we can speculate that a mid-sized engine for this new Ford family, such as a 2.0 liter version to join the 1.6 and 2.4 liter versions announced, will be introduced to power the C-segment Focus when the new Focus is announced for America, and a future performance engine option for the Fiesta.

The addition of another 6-speed dual-clutch manu-matic automatic transmission is good news. As is the spread of electrical power steering. Removing the obsolescent hydraulic loads from the ICE engine, aids in efficiency, and helps prepare the day when hybrids can be more common. The efficiency gains of the dual-clutch transmissions equals and surpasses the fuel efficiency and performance of manual transmissions.


Has anybody noted that Hyundai dropped their V-6 ICE in favour of a heigh performance 200-hp I-4's while Ford and the other Big-3 are still using large V-6 and V-8?

Is there a message here?


V6s are inherently heavier, costlier, hotter, have more warranty problems and plain dont have ANY need in a 15-2000kg car.


Sorry Stan. There is NO substitute for diesel. Love does NOT make the world go round, DIESEL does. The faster we can make more lower-sulpher dinodiesel, the better. Mine and many others diesel cars go petroleum-free with BIODIESEL for most months of the year. And the more smaller, cleaner engines that can use this technology, the better. The ONLY problem diesels have is cold starts. Once running they can easily pass the strictest emission specs. Dummy-up.

Stan Peterson


When diesels pollute only as much as gasoline ICEs do I'll welcome them. Your T2B5 diesel is almost 90 times cleaner than the really dirty European ones, with their phony so called 'clean' diesels, but it's hardly very clean.

I myself, would not be proud or boasting to drive a new car that pollutes more than 1000 new gasoline cars around me. I think I'd hang my head in shame, instead.

T2B5 diesels need to reach T2B2 and cleaner levels where new gasoline cars are actually at now, rather than some old '90s era, still pretty dirty standard.

I challenge you to a "Breathe Off" I'll breathe the tailpipe of a new PZEV ICE car (cooled and with a tang of O2), if you will do the same with the tailpipe from your American T2B5 'clean' bio-diesel.

Lets see who DIES first.

Winner collects on the big insurance policy we take out on each other, with you designating me as beneficiary and vice versa.

Fair enough?


My neighbour says that Clean Diesels and Clean Coal Power Plants belong to fantasy land. Over 350 different types of harmful pollution is created by both. Their use should be curtailed.

Both CLEAN terms were created by PR people to make us believe that which is not true. Many of us are willing to accept those outright lies.

A reminder of tobacco PR campaigns that convinced many that smoking was good for our health and well-being.

Why did we ban smoking and not diesels and coal fired power plants?

The Goracle


Delivers Estimated 40 mpg Highway

And my 28 year old VW Rabbit Pickup gets an actual 50 mpg highway, 43 mpg around town, on waste vegetable oil.

Ten mpg less is progress?


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