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Ford introducing four new SUV models in China; EcoSport with 1.0L EcoBoost engine

The Ford EcoSport offers the 1.0L 3-cylinder EcoBoost engine. Click to enlarge.

Ford is introducing a family of four new global SUVs in China, which the company unveiled at 2012 Auto China in Beijing: the new Ford EcoSport (earlier post), offered with the 1.0L EcoBoost engine (earlier post); Kuga; Edge; and Explorer. These new SUVs are part of Ford’s planned introduction of 15 global vehicles to China by mid-decade.

China’s SUV sector is developing quickly, Ford notes—the China Association of Automobile Manufacturers reported that 1.59 million SUVs were sold in the country last year, a jump of more than 20% from the previous year, outstripping total industry growth.

Cutaway of the 1.0L EcoBoost. Click to enlarge.

The 1.0-liter EcoBoost three-cylinder engine in the EcoSport—the debut of the 3-cylinder unit in the China market—delivers 88 kW (118 hp) of power and 170 N·m (125 lb-ft) of torque, offering power and performance comparable to a conventional 1.6-liter gasoline engine. The Kuga offers two four-cylinder EcoBoost engines: the 1.6-liter EcoBoost engine delivers 132 kW (177 hp) of power and 240 N·m (177 lb-ft) of torque while the 2.0-liter EcoBoost engine produces 176 kW (236 hp) and 340 N·m (251 lb-ft) of torque.

Ford has also employed Ti-VCT technology across the EcoSport, Kuga, Edge and Explorer to deliver better fuel efficiency. The technology allows for precise and variable control over the valve timing for optimum performance which improves fuel economy and reduces part-throttle emissions.

The SUVs are equipped with safety technologies including the Electronic Stability Program system that uses intelligent logic to monitor the SUV’s progress and intervene effectively when required as well as Hill Launch Assist, Emergency Brake Assist and Anti-Lock Brake System.

Common to all four SUVs is the Ford SYNC in-car connectivity system that allows drivers to make calls or play music via voice commands. The Kuga, Edge and Explorer also offer MyFord Touch, which combines the connectivity of SYNC with a full-color 8-inch touch screen in the centre stack and two 4.2-inch LCD screens.

The SUVs are equipped with different driver-assist technologies. For example, the Blind Spot Information System (BLIS) displays an alert when a vehicle is detected entering the SUV’s blind spot while the Adaptive Cruise Control maintains a safe distance from other vehicles by decelerating or accelerating accordingly. Other smart technologies can help the driver parallel park hands free (Active Park Assist) or keep the SUV from drifting out of its lane (Lane Keeping Aid).

EcoSport with 1.0L EcoBoost. The 1.0L EcoBoost unit in the new EcoSport—which also offers a 1.5L TiVCT engine—will emit less than 140 g CO2/km, according to Ford, while delivering the performance of a 1.6L conventional engine. Ultimately, this turbocharged, gasoline direct injection engine will be made available in Ford models in Asia, Europe, North America and other regions.

Developed at Ford’s Dunton Technical Centre in the UK, the 1.0-liter EcoBoost engine features a new compact, high performance turbocharger design. The extremely fast response of the turbocharger and its ability to reach nearly 250,000 rpm results in virtually no turbo lag and peak torque of 170 N·m from 1,300-4,500 rpm. This high torque supports a fuel-efficient driving style and delivers a good performance feel and diesel-like torque experience, Ford says.

The all-new EcoBoost engine also features an exhaust manifold cast into the cylinder head, which lowers the temperature of the exhaust gases and in turn enables the engine to run with the optimum fuel-to-air ratio across a wider rev band.

An advanced split-cooling system reduces fuel consumption by warming the engine more quickly and—unique to the 1.0 engine—cast iron has been selected for the block, reducing the amount of energy needed for warm-up by up to 50% compared with aluminium.

Intelligent ancillaries such as a variable air-conditioning compressor and oil pump also reduce demand on the engine—improving economy and emissions—while special coatings for engine components and intricate development of engine geometry result in minimal frictional losses.

Like its larger-capacity siblings, the 1.0-litre EcoBoost engine will use twin independent variable camshaft timing (Ti-VCT) to further improve performance and economy. Ford has also employed an all-new camshaft actuator to speed up response times without sacrificing durability.

The emphasis in development of the engine has been on delivering both smooth and refined performance.

Engine refinement is improved thanks to an innovative design that immerses the two main engine drive belts in oil—resulting in quieter and more efficient running but with the durability of a chain. Careful attention has also been paid to mitigating the natural vibrations of the three-cylinder design.

Rather than employ the traditional method of adding energy-draining balancer shafts, Ford engineers have deliberately “unbalanced” the flywheel and pulley to offset the engine configuration. Ford believes these innovations combined with optimized engine mounts will deliver a refined performance feel perfected during 720,000 kilometers (447,387 miles) of tests—including 360,000 kilometers (223,694 miles) of durability trials and 10,000 kilometers (6,214 miles) of environmental testing.



I can't wait for the hybrids to get this engine.


The problem with such a small engine that is turbocharged is longevity. These seem to wind up having a lot more problems between 50k-100k miles vs. the big block naturally aspirated V-8's.


Speaking from experience with turbocharged engines (about 300,000 miles so far), synthetic oil with regular changes eliminates most of those issues.


They have fewer parts, and smaller radiators.

In the end it might cost a few bucks more to upgrade the (fewer) exhaust valves and pistons to maintain durability and add the turbo stuff.

But you get better fuel economy per dollar than hybrids or EVs.

We need better batteries.


With specific power and torque at this level, engine life should not be a problem. Note that Ford use split cooling and exhaust manifold cooling to cope with the temperature problem. You might love big block naturally-aspirated V8's for other reasons, ejj, but they are not suitable for small cars as this one.

Matti Nikkinen

The concept of small charged engine is not a problem itself, but car company can kill it with a bad design. Many VW's 1.2 and 1.4 TSIs are suffering low durability due

- weak timing chain, stretches very quickly and can ruin the engine under 50,000 km
- chain tensioner failure with low mileage, timing jumps and engine ruined again
- leaking fuel injectors and faulty turbochargers

I hope that Ford has done better job with this 1.0 ecoboost

Andy Kennedy

As I posted on another article, the Focus version with this engine 125hp 1.0l ecoboost has serious issues with the claimed fuel economy.

This isn't particularly Ford's problem, its more an issue with the ludicrous NEDC (european test cycle), but I do wonder if Ford have designed this engine with cycle beating in mind.

In the test cycle, the engine will almost never spool up the turbo, given the extremely low loads imposed on it.
However in the real world high loads really ruin the fuel economy.

That said, I'm averaging 40mpg average (33mpgUS) which isn't a disaster for a 1.3 tonne car.
And the turbo is fun, much better than the asthmatic old 1.6 na engine.

It also seems to me that only Americans seem worried about the engine's durability. Over here in the UK, no one cares, because most (paying) buyers buy on credit and hand it back after 3 years/30,000 miles.
After that its the dealers problem, and besides no one over here uses mineral oil at service time, its all dealer controlled fully synth oil. And as the dealer knows fine well, he's getting the car back at the end of the lease, I would have thought it would be in their best interest to keep the engine good.

If you want an engine with problems, its accepted that you just buy a diesel engine as their DPF's and recirc valves give no end of grief.

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