Skip to content

Posts from the ‘EcoBoost’ Category

6
Apr

Ford introduces twin-turbo EcoBoost Ford Mustang Cobra Jet Concept at 2012 SEMA. 2015 preview?

For drag racing (and strictly off-road use only), Ford introduced a twin-turbo 5 liter V-8 powered Cobra Jet Mustang Concept at SEMA in 2012. The engine uses EcoBoost technologies with twin ball-bearing turbochargers. Power and torque were not specified.

Unfortunately, per the SEMA picture below, the engine will not fit conventionally into a street Mustang’s engine compartment… the placement of the turbos and intercooler are totally wrong. How this engine could be used in a future Mustang is up in the air. Likely the turbos would be moved much closer to the engine, probably drawn u in front of it. But then in the current car (as well as the 2015 with it’s much tighter engine compartment), the fuse box would be directly on top of the left turbo, and the air intake on the right. That wouldn’t meet production standards, so the use of an engine like this in the future Mustang is doubtful.

2012-ford-mustang-cobra-jet-twin-turbo-concept

Ford Press Release and images:

Ford Mustang Cobra Jet Concept Goes Twin-Turbo for SEMA Debut

  • New Cobra Jet concept adopts turbocharging technology from production EcoBoost® engines in the quest for ever more performance
  • Since its 2008 debut, the Ford Mustang Cobra Jet has been the most successful production-based drag racer
  • Ford Racing engineers have continuously improved and evolved the Cobra Jet to keep it at the head of its class

LAS VEGAS, Oct. 30, 2012 – The Ford Racing Mustang Cobra Jet concept revealed today at the Specialty Equipment Market Association (SEMA) show proves there is indeed a replacement for displacement.

In the perpetual quest to stay ahead of the competition, for the first time ever Ford Racing has equipped its factory-built turn-key drag racer with a turbocharged engine, adopting the same award-winning technology found on road-going EcoBoost engines.
Winning heritage
When the original Mustang Cobra Jet drag racers rolled out of the Mustang factory in 1968, they relied on 7.0-liter V8 engines with massive four-barrel carburetors to propel them down the strip.
“When a new generation of Cobra Jets arrived four decades later, they immediately began winning with a modern, fuel-injected 5.4-liter V8 topped with a belt-driven supercharger,” recalls Jesse Kershaw, Ford drag racing competition manager. “Over the past four years, the Cobra Jet has gone on to become both a fan and competitor favorite, the most successful late-model vehicle in drag racing.”

“Racing pre-dates Ford Motor Company. Henry Ford himself raced the 999 and won in 1901 to generate interest for the new company,” said Jamie Allison, director of Ford Racing Technologies. “We haven’t stopped since.
“We’ve competed in almost every category of auto racing, from deserts to road courses to ovals and drag strips over the past 111 years, often with cars and trucks based on our production models, including the Mustang,” Allison added.
In 2011, the Mustang GT’s all-new 5.0-liter V8 found a home in the Cobra Jet, both with and without a supercharger.
“Despite its smaller displacement, the improved breathing of the 5.0-liter with its twin independent variable camshaft timing and Boss 302 cylinder heads provided comparable performance while showcasing the high technology available in street Mustangs today,” said Rob Deneweth, Cobra Jet powertrain development engineer.
“Ever since we relaunched the Cobra Jet in 2008, we’ve continuously evolved the engine to be more optimized for drag racing and produce more power for its NHRA class.”
While superchargers provide instant on-demand power, they can also sap a lot of power especially at high boost levels. The 2.9-liter blower used on the 2013 Cobra Jet uses as much as 100hp to drive the supercharger.. That’s power no longer available for acceleration.
Two turbochargers, no waiting
Fortunately, every internal combustion engine has a plentiful source of energy that normally goes to waste right out the exhaust pipe. Turbochargers harness the thermal and kinetic energy in the exhaust gases to drive turbines and compressors that force more air into the engine for a big increase in power without most of the parasitic losses of a supercharger.
“Ford has embraced turbocharging technology and a lot of our production engineers are working with the technology on a daily basis, so we have a lot of knowledge,” added Deneweth. “So we decided to apply that knowledge to the Mustang Cobra Jet to showcase what our engineers and suppliers know how to do.”
Turbocharger design and release engineer Dave Born joined the Cobra Jet team after working on the 3.5-liter EcoBoost® V6 for the F-150 to help make this concept a reality. “When done right, turbocharging is just as good as or better than supercharging,” Born confirms.
“To overcome the biggest perceived drawback of turbocharging – the lag – we’ve selected the smallest possible turbos that will give us the airflow we need,” he added. “We’ve also got some other enhancements to help improve the responsiveness; we have very low inertia and very low internal friction.”
NHRA competition rules for the stock classes Cobra Jet races in require parts like turbochargers to be derived from production components. Borg-Warner™ has supplied smaller, more efficient turbochargers based on the units used in the Focus ST for the Cobra Jet concept. Smaller than those found in most other drag racing applications, the turbine wheels are made from titanium aluminide that reduces the rotational inertia by 50 percent. Along with a shaft riding on low-friction ball bearings, the compressors can spin up to 150,000 rpm almost instantly.
The same integrated, electronically controlled wastegates used on production EcoBoost engines enable the turbos to keep spinning and generating the boost pressure needed for low elapsed times and high trap speeds at the strip.
One of the top reasons for a car company to go racing is the rapid learning curve it provides and the lessons that can be fed back into the vehicles customers drive every day.
“We’re already using ball bearings in the turbocharger of the 6.7-liter Power Stroke® diesel V8 in Super Duty trucks,” adds Born. “We’re also evaluating materials like the titanium aluminide for the turbine, and it could find its way into future production programs as the costs come down.”
New global Ford Racing livery
The Cobra Jet project car features its own unique take on the new global Ford Racing livery that is also highlighted at SEMA. The white body is accented with an asymmetric black and blue stripe running over the top of the car from bumper to bumper. The Cobra Jet’s flanks blend an upward sweeping version of the stripe with the traditional striking cobra head executed in black with blue accents.
Following the SEMA show, Ford Racing engineers including Deneweth and Born will continue to develop both the performance and durability of the twin-turbo Cobra Jet.
“For every Cobra Jet model we release, every powertrain goes through hundreds of hours of dyno testing and a minimum of 50 runs on the drag strip before we’ll sign off on the durability and capability of that engine and car,” adds Kershaw. “Like Ford vehicles for the street, we want to provide our racing customers with cars that are best-in-class, affordable and reliable.”
19
Nov

Ford Marks Milestone As 500,000th EcoBoost-Equipped Vehicle Rolls off Line in Louisville

Ford’s phenomenally successful EcoBoost line of engines has surpassed the 500k mark. Read more in the following press release:

Ford Marks Milestone As 500,000th EcoBoost-Equipped Vehicle Rolls off Line in Louisville

  • Ford has sold 500,000-plus EcoBoost®-powered vehicles globally since 2009 launch
  • EcoBoost sales in North America exceed 389,000 since launch
  • Ford to expand lineup bringing award-winning EcoBoost 1.0-liter three-cylinder engine to U.S.
DEARBORN, Mich., Nov. 19, 2012 – Ford’s highly successful, fuel-efficient EcoBoost® engine technology hit a big milestone recently with its 500,000th engine being produced just three years after its launch in 2009.
The 500,000th engine was fitted into a 2013 Ford Escape that rolled off the line at Ford’s Louisville Assembly Plant.
The milestone is another step in the One Ford plan to be the undisputed industry fuel economy leader, with more segment fuel economy leaders than Toyota or any other manufacturer. By the end of next month, customers will be able to choose eight Ford-built vehicles that deliver 40 or more miles per gallon — double the number available last year and more than any other automaker. Ford also recently introduced the world’s most fuel efficient mid-size sedan with the Fusion hybrid, rated at 47 mpg city, 47 mpg highway and 47 mpg combined. The C-Max Hybrid is also rated at a combined 47 mpg, which beats the Toyota Prius v.
When EcoBoost launches on Fusion in South America early next year, the fuel-saving engine technology will be available in every region Ford serves.
In North America, EcoBoost sales make Ford the leader in gasoline turbo direct-injected engines in its core high-volume passenger vehicles, such as Escape, Fusion and F-150.
Ford’s global EcoBoost engine family includes the award-winning 1.0-liter three-cylinder, 1.6-liter and 2.0-liter four-cylinder engines, and the powerful 3.5-liter V6.
EcoBoost was introduced in July 2009 with the 3.5-liter V6 EcoBoost engine in the 2010 Taurus SHO; 9,946 units were sold that year. 2010 saw EcoBoost sales increase to 15,117, while last year Ford sold 127,683 EcoBoost-equipped vehicles in the U.S.
By 2013, more than 90 percent of Ford’s North American lineup will be available with an EcoBoost engine. Today, Ford offers EcoBoost engines in 11 North American nameplates, with four more coming in 2013.
Engine control software the key Ford’s powertrains use hundreds of thousands of lines of computer code and related parameters that are adjusted to optimize the engine and transmission operation. It’s these processes that largely make up the EcoBoost patent contribution, and make Ford’s use of direct injection and turbocharging of its engines like no other automaker in the world.
Ford holds more than 125 patents on its EcoBoost engine technology, which uses turbocharging, direct gasoline injection and variable valve timing to boost fuel economy by about 20 percent without sacrificing performance.
Escape and Fusion sales get turbocharged The Ford Fusion and Ford Escape exemplify the trend at Ford of putting the technology to work in the most mainstream, high-volume vehicles. Fusion production will go from 0 percent EcoBoost-equipped for model year 2012 to 60 percent turbocharged EcoBoost for 2013. The new Escape features two EcoBoost engines, a 1.6-liter and 2.0-liter that will make up 90 percent of its expected sales volume.
In Europe, EcoBoost is beginning to build momentum as well. Ford plans to triple the production of its vehicles equipped with EcoBoost engines to approximately 480,000 in 2015, from 141,000 last year. More than 300,000 of that projected yearly output will be vehicles equipped with the new 1.0-liter EcoBoost.
“With the sharp increase in EcoBoost production in the Fusion and Escape – on top of the F-250 Super Duty Power Stroke® diesel – Ford will have the best-selling turbocharged sedan, SUV and pickup truck in North America,” said Robert Fascetti, director, Large Gas & Diesel Engine Engineering.
The limits for radical engine downsizing are undetermined. Ford plans on continuing to offer EcoBoost engines globally, including some innovative downsized engines. Ford has announced it will bring its award-winning EcoBoost 1.0-liter three-cylinder engine to North America next year.
After launching just this year, the Focus 1.0-liter EcoBoost has already achieved nearly 30 percent of European Focus sales.
# # #
17
Oct

Get ready – the Ford 1 liter EcoBoost is coming!

Get ready for the next step in the EcoBoost revolution: this time a 1 liter 3 cylinder direct-injected turbocharged engine. It’s already rolling out in cars across Ford of Europe, and it’s coming to North America next year in a Fiesta.

And if you think it’s not of interest to performance enthusiasts, consider that in a Formula Ford chassis it set records on the Nurburgring circuit over the summer. That car did so well that Ford is even considering building a run of them for a race series. This is the same technology that is providing fuel economy and performance benefits in sizes ranging from 1 liters to 3.5… and perhaps one day even 5 liters. And regardless of engine size, every example is a fun to drive engine with surprising dynamics.

Ford Press Release follows:

FORD’S ACCLAIMED 1.0-LITRE ECOBOOST ENGINE ON SALE IN C-MAX AND GRAND C-MAX THIS MONTH

  • Ford C-MAX and Grand C-MAX models equipped with the 1.0-litre EcoBoost petrol engine – the 2012 “International Engine of the Year” – go on sale in the UK this month priced from £17,695 and £19,795 respectively
  • Both cars deliver best-in-class fuel efficiency: C-MAX expected to achieve 55.4mpg, Grand C-MAX 54.3mpg
  • A new Titanium X series joins the range with standard features including panoramic roof, partial leather seats and 17in alloy wheels
  • Latest C-MAX updates include SYNC in-car connectivity system with Emergency Assistance, and advanced driver assistance technologies including Active City Stop, Lane Keeping Aid, Lane Departure Warning, Auto High Beam, Driver Alert and Traffic Sign Recognition

Brentwood, Essex, 15 October 2012 – Ford will this month offer C-MAX and Grand C-MAX with the acclaimed1.0-litre EcoBoost petrol engine – a combination which delivers best-in-class fuel efficiency and CO2 emissions.

Ford customers will have the option of purchasing a C-MAX and Grand C-MAX with either the 100 PS or the 125 PS versions of the 1.0-litre EcoBoost, this year’s “International Engine of the Year.”

The Ford C-MAX 1.0-litre EcoBoost delivers 55.4mpg and 117g/km CO2 across both power outputs, while the Grand C-MAX achieves 54.3mpg and 119g/km CO2.

“People love this engine – it puts a smile on your face when you drive and it’s amazingly fuel-efficient,” said Roelant de Waard, vice president, Marketing, Sales and Service, Ford of Europe. “It’s already very popular on the new Focus, so it makes a lot of sense to offer it in the C-MAX and Grand C-MAX as soon as possible.”

Ford has sold more than 27,000 C-MAX and Grand C-MAX cars in Britain since the latest versions were introduced in 2010; with the two models this year claiming Ford’s largest share of the compact multi-activity vehicle segment since the original C-MAX went on sale in 2003.

The three-cylinder 1.0-litre EcoBoost petrol engine uses turbocharging, direct fuel injection and variable valve timing on both intake and exhaust to deliver the power of a larger engine with the fuel efficiency of a downsized unit.

Over 7,500 customers in Britain have ordered a Focus 1.0-litre EcoBoost since launch, with the new engine making up around 25 per cent of total orders.

Ford predicts that by 2015 more than half of the vehicles it produces for Europe will be powered by EcoBoost engines – which are also available in 1.6 and 2.0-litre displacements.

To coincide with the introduction of the 1.0-litre powertrain, a Titanium X series joins the C-MAX and Grand C-MAX ranges.  Standard features include a panoramic roof, xenon headlamps with jet wash, partial leather seats, heated front seats, power driver seat, new style 17in alloy wheels and, in the five-seat C-MAX, a comfort rear seat system. This seating system offers the convenience of configurable rear seating to provide additional rear space and leg room.

The updated C-MAX and Grand C-MAX also offer the in-car connectivity system SYNC with Emergency Assistance; and optional advanced driver assistance technologies Active City Stop, Lane Keeping Aid, Lane Departure Warning, Auto High Beam, Driver Alert and Traffic Sign Recognition.

Customers will also be able to specify Blind Spot Information System (BLIS) and Power Tailgate options and a stylish new colour, Burnished Glow.

All Ford C-MAX and Grand C-MAX models for UK customers are produced in Ford’s Valencia Plant in Spain.

12
Sep

1-liter EcoBoost powered Formula Ford achieves 7:22 on Nurburgring

Another feather in the cap for Ford’s EcoBoost engineers. Their 1.0 liter 3 cylinder EcoBoost engine left supercars in its dust at the famed Nurburgring circuit.
Ford Press Release follows:

Ford’s 1.0-litre EcoBoost Powered Race Car Leaves Supercars in its Wake at Famed Nürburgring Circuit

  • A unique Formula Ford race car powered by Ford’s tiny 1.0-litre EcoBoost petrol engine produces a supercar-beating performance at the legendary Nürburgring track in Germany
  • Unique road-legal racer records the 11th fastest lap ever at the Nürburgring’s famed Nordschleife circuit – 7 minutes, 22 seconds – higher on the list than such 600+ horsepower supercars as the Lamborghini Aventador, Ferrari Enzo and the Pagani Zonda
  • 1.0-litre EcoBoost-powered Formula Ford boasts an unofficial top speed of 255.5 km/h (158.8 mph) and a 0-100 km/h (0-62 mph) time of less than four seconds
  • Fuel economy is equally eye-popping: unofficially 2.4 l/100 km (118 mpg) at 56 km/h (35 mph), and 5 l/100 km (57 mpg) at 120 km/h (75 mph)
  • The three-cylinder Ford 1.0-litre EcoBoost was recently named 2012 “International Engine of the Year”. The turbocharged, direction injection petrol engine is now available in the Ford Focus and coming soon in the B-MAX, new Fiesta and C-MAX

1-liter-ecoboost-nurburgring

COLOGNE, Germany, Sept. 4, 2012

– Ford’s tiny but feisty 1.0-litre EcoBoost engine is the reason why a unique road-going Formula Ford race car has scored one of the fastest lap times ever at Germany’s famed Nürburgring Nordschleife circuit.

The one-of a-kind, road-legal version of the latest Formula Ford single-seat racer completed the lap in 7 minutes, 22 seconds to register the 11th fastest time ever on the circuit – a performance that puts it ahead of a host of supercars including the 600+ horsepower Lamborghini Aventador, Ferrari Enzo and Pagani Zonda.

 

“This little engine has people rubbing their eyes in disbelief,” said racing driver and course specialist Nick Tandy, 28, who completed the drive. “It’s simply astonishing that a 3-cylinder, one-litre engine can deliver that kind of performance.”

Ford engineers have led several months of work on the project to switch the Formula Ford’s usual 180 PS,1.6-litre EcoBoost power unit with a specially tuned 205 PS version of the company’s new global 1.0-litre EcoBoost petrol engine, which was recently named “International Engine of the Year”.

The project team also modified the vehicle so it would be fully street legal for on-road use by fitting it with wheel covers, front and rear lights and indicators, aerodynamically designed wing mirrors and a horn. The car is fitted with a 6-speed manual gearbox and was driven on road-legal tyres.

The car’s unofficial top speed is expected to be 255.5 km/h (158.8 mph) with a 0-100 km/h (0-62 mph) time of less than four seconds. The vehicle completed the 20.832 km (12.94 mile) Nordschleife circuit at an average speed of 169 km/h (105 mph).

The 1.0-litre EcoBoost powered Formula Ford car beat previously recorded fastest times of many supercars including the 700 horsepower Lamborghini Aventador LP700-4, the 660 horsepower Ferrari Enzo and the 602 horsepower Pagani Zonda. No other three- or even four-cylinder car has posted a faster time at the legendary circuit.

“We wanted to prove that size doesn’t matter by showing everyone what an amazingly capable engine we have developed in the 1.0-litre EcoBoost,” said Roelant de Waard, vice president of Marketing and Sales, Ford of Europe. “What better way than by beating some of the best supercars in the world on the Nordschleife, while using a fraction of the fuel.”

In-house testing also showed the 1.0-litre EcoBoost-powered Formula Ford is capable of extremely frugal fuel economy, delivering 2.4 l/100 km (118 mpg) at 56 km/h (35 mph), and 5 l/100 km (57 mpg) at 120 km/h (75 mph).

While the 1.0-litre EcoBoost-powered Formula Ford car isn’t available to buy, the Ford Focus equipped with this engine is already proving a success with customers around Europe. About 30 percent of new Focus buyers in recent months have opted for the 1.0-litre EcoBoost.

In the Focus, the 100 PS version 1.0-litre EcoBoost engine delivers 4.8 l/100 km (58.9 mpg), and the 125 PS model achieves 5 l/100 km (56.5 mpg).* The engine also will be available in the all-new Ford B-MAX, and C-MAX  as well as the redesigned new Ford Fiesta coming later in 2012.

Earlier this year, a Ford Focus equipped with the 125 PS 1.0-litre EcoBoost set 16 Federation Internationale de l’Automobile (FIA) speed world records at the CERAM test circuit in France.**

# # #

* All fuel consumption and CO2 emissions figures in g/km are from officially approved tests in accordance with EC Directive 93/116/EC.  Fuel economy figures quoted are based on the European Fuel Economy Directive EU 80/1268/EEC and will differ from fuel economy drive cycle results in other regions of the world

** All records are subject to Federation Internationale de l’Automobile (FIA) homologation in Category B (series production cars), Group 1 (4-stroke engine), Class 5 (with engines of between 850-1000cc)

# # #

About Ford Motor Company Ford Motor Company, a global automotive industry leader based in Dearborn, Mich., manufactures or distributes automobiles across six continents. With about 168,000 employees and about 65 plants worldwide, the company’s automotive brands include Ford and Lincoln. The company provides financial services through Ford Motor Credit Company. For more information regarding Ford and its products worldwide, please visit http://corporate.ford.com/.

Ford of Europe is responsible for producing, selling and servicing Ford brand vehicles in 51 individual markets and employs approximately 66,000 employees. In addition to Ford Motor Credit Company, Ford of Europe operations include Ford Customer Service Division and 22 manufacturing facilities, including joint ventures. The first Ford cars were shipped to Europe in 1903 – the same year Ford Motor Company was founded. European production started in 1911.

4
Sep

Ford’s 1.0-litre EcoBoost shows the way forward

With the new American CAFE rule of 54.5 MPG becoming law, the only way forward will be thru efficiency. In terms of engine design, aerodynamics, and weight.  Ford’s 3 cylinder 1 liter EcoBoost engine will be seen in North America in an update next year to the Fiesta, and in the Focus after that. 30% of Ford Focus buyers in Europe are already choosing this engine over all other options.

Meanwhile, Ford continues to demonstrate the potential of this engine. This time at the Nurburgring where it set a phenomenal lap time while demonstrating both its potential as well as its reliability.

Ford Press Release:

Ford’s 1.0-litre EcoBoost Powered Race Car Leaves Supercars in its Wake at Famed Nürburgring Circuit

  • A unique Formula Ford race car powered by Ford’s tiny 1.0-litre EcoBoost petrol engine produces a supercar-beating performance at the legendary Nürburgring track in Germany
  • Unique road-legal racer records the 11th fastest lap ever at the Nürburgring’s famed Nordschleife circuit – 7 minutes, 22 seconds – higher on the list than such 600+ horsepower supercars as the Lamborghini Aventador, Ferrari Enzo and the Pagani Zonda
  • 1.0-litre EcoBoost-powered Formula Ford boasts an unofficial top speed of 255.5 km/h (158.8 mph) and a 0-100 km/h (0-62 mph) time of less than four seconds
  • Fuel economy is equally eye-popping: unofficially 2.4 l/100 km (118 mpg) at 56 km/h (35 mph), and 5 l/100 km (57 mpg) at 120 km/h (75 mph)
  • The three-cylinder Ford 1.0-litre EcoBoost was recently named 2012 “International Engine of the Year”. The turbocharged, direction injection petrol engine is now available in the Ford Focus and coming soon in the B-MAX, new Fiesta and C-MAX

COLOGNE, Germany, Sept. 4, 2012 – Ford’s tiny but feisty 1.0-litre EcoBoost engine is the reason why a unique road-going Formula Ford race car has scored one of the fastest lap times ever at Germany’s famed Nürburgring Nordschleife circuit.

The one-of a-kind, road-legal version of the latest Formula Ford single-seat racer completed the lap in 7 minutes, 22 seconds to register the 11th fastest time ever on the circuit – a performance that puts it ahead of a host of supercars including the 600+ horsepower Lamborghini Aventador, Ferrari Enzo and Pagani Zonda.

“This little engine has people rubbing their eyes in disbelief,” said racing driver and course specialist Nick Tandy, 28, who completed the drive. “It’s simply astonishing that a 3-cylinder, one-litre engine can deliver that kind of performance.”

Ford engineers have led several months of work on the project to switch the Formula Ford’s usual 180 PS,1.6-litre EcoBoost power unit with a specially tuned 205 PS version of the company’s new global 1.0-litre EcoBoost petrol engine, which was recently named “International Engine of the Year”.

The project team also modified the vehicle so it would be fully street legal for on-road use by fitting it with wheel covers, front and rear lights and indicators, aerodynamically designed wing mirrors and a horn. The car is fitted with a 6-speed manual gearbox and was driven on road-legal tyres.

The car’s unofficial top speed is expected to be 255.5 km/h (158.8 mph) with a 0-100 km/h (0-62 mph) time of less than four seconds. The vehicle completed the 20.832 km (12.94 mile) Nordschleife circuit at an average speed of 169 km/h (105 mph).

The 1.0-litre EcoBoost powered Formula Ford car beat previously recorded fastest times of many supercars including the 700 horsepower Lamborghini Aventador LP700-4, the 660 horsepower Ferrari Enzo and the 602 horsepower Pagani Zonda. No other three- or even four-cylinder car has posted a faster time at the legendary circuit.

“We wanted to prove that size doesn’t matter by showing everyone what an amazingly capable engine we have developed in the 1.0-litre EcoBoost,” said Roelant de Waard, vice president of Marketing and Sales, Ford of Europe. “What better way than by beating some of the best supercars in the world on the Nordschleife, while using a fraction of the fuel.”

In-house testing also showed the 1.0-litre EcoBoost-powered Formula Ford is capable of extremely frugal fuel economy, delivering 2.4 l/100 km (118 mpg) at 56 km/h (35 mph), and 5 l/100 km (57 mpg) at 120 km/h (75 mph).

While the 1.0-litre EcoBoost-powered Formula Ford car isn’t available to buy, the Ford Focus equipped with this engine is already proving a success with customers around Europe. About 30 percent of new Focus buyers in recent months have opted for the 1.0-litre EcoBoost.

In the Focus, the 100 PS version 1.0-litre EcoBoost engine delivers 4.8 l/100 km (58.9 mpg), and the 125 PS model achieves 5 l/100 km (56.5 mpg).* The engine also will be available in the all-new Ford B-MAX, and C-MAX  as well as the redesigned new Ford Fiesta coming later in 2012.

Earlier this year, a Ford Focus equipped with the 125 PS 1.0-litre EcoBoost set 16 Federation Internationale de l’Automobile (FIA) speed world records at the CERAM test circuit in France.**

# # #

4
Oct

Ford EcoBoost 1.6 to make first North American appearance

Ford’s new EcoBoost 1.6 liter DOHC inline 4 is about to make it’s first appearance in North America. It will be interesting to see the horsepower rating, since there are at least two versions of this engine in the current and near term, including one thought to be at least 180 HP for the upcoming Fiesta ST. And then there is the 2 liter EcoBoost: there are 200, 240, and 250 HP versions.

As we reported two years ago when the 1.6 EcoBoost was first shown in public in concept form, the engine features Central Direct Injection, where the injector is located in the top of the combustion chamber, pointing down – rather than to the side as in conventional Direct Injection. The 1.6 liter EcoBoost was announced today at the Frankfurt show, but this detail was not. It is shown clearly in the Ford Press-supplied image below, to the left of the spark plug. Note the corresponding depression in the piston directly below. The concept engine makes 180 HP.

Central Direct Injection, the next step in the evolution of Direct Injection for petrol engines, is also used in the new Jaguar 5 liter DOHC V-8 engine. It’s benefits include even more precise fuel metering and burn, yielding better emissions, economy, and performance.
An image named ecobost-16-central-direct-injection.jpg
An image named ecoboost-16-2.jpg
An image named ecoboost-16-1.jpg

Ford Press Release follows:

———————————————————————————-

Fuel Efficiency Boost: All-New Ford Escape Boasts New EcoBoost Engines; C-MAX Hybrid Mileage 25 Percent Better

  • Fuel economy leadership remains the bull’s-eye for Ford’s new utility lineup for 2012, addressing the top influencer driving consumers’ vehicle purchase decisions
  • Three four-cylinder engines in the all-new Ford Escape deliver improved mileage versus outgoing models; 1.6-liter EcoBoost® engine debuting in the U.S. in new Ford Escape is expected to deliver better fuel economy than competitors’ larger four-cylinder engines
  • All-new Ford C-MAX Hybrid features more than a 25 percent improvement in fuel economy versus today’s Ford Escape Hybrid

DEARBORN, Mich., Oct. 4, 2011 – Ford continues to deliver more choices for customers craving top fuel economy, offering its largest-ever EcoBoost® engine lineup in the all-new Ford Escape debuting next month and an all-new C-MAX Hybrid that’s 25 percent more fuel efficient than even today’s Escape Hybrid.

“Customers are prioritizing fuel economy above every other trait when they make most vehicle purchases,” said Derrick Kuzak, group vice president, Global Product Development. “Ford is meeting people’s needs by offering a family of fuel-efficient vehicles – from hybrids to electrics to traditional gasoline-powered cars – packed with class-leading technology, giving customers both exciting and greener driving choices.”

The all-new Ford Escape, slated for reveal next month at the Los Angeles Auto Show, features a powertrain lineup with three fuel-efficient four-cylinder options, including the new 1.6- and 2.0-liter EcoBoost engines and a 2.5-liter Ti-VCT four-cylinder. The Escape will be Ford’s first SUV to be available with two fuel-efficient EcoBoost engines, delivering class-leading fuel economy and performance.

“Expanding the availability of EcoBoost technology in the all-new Ford Escape will give customers a great range of choices for the fuel efficiency and performance they want in a small SUV,” said Joe Bakaj, vice president, Powertrain Engineering. “This advanced technology in the new Escape delivers on our commitment to provide class-leading fuel efficiency in every new Ford product.”

Ford’s 1.6-liter EcoBoost engine, which uses turbocharging, twin independent variable camshaft timing (Ti-VCT) and direct injection to deliver the performance feel of a larger engine, makes its North American debut in the new Escape. It is expected to deliver even higher highway fuel economy than the current Escape Hybrid, which is EPA-rated at 31 mpg. The new 1.6-liter engine also is expected to deliver better fuel economy than competitors’ larger four-cylinder engines.

Since launch, sales of the 1.6-liter EcoBoost in Europe in Focus and C-MAX are exceeding expectations by 40 percent. The engine’s broad, flat torque curve has been praised for its diesel-like performance.

Escape’s new 2.0-liter EcoBoost will have better fuel economy than competitors’ V6 engines while delivering unsurpassed performance compared to those larger six-cylinder powertrains.

Ford holds more than 125 patents on EcoBoost technology, a global approach to provide affordable fuel efficiency for millions of drivers that will extend to 90 percent of Ford vehicles by 2013. EcoBoost increases fuel economy up to 20 percent while reducing CO2 emissions by up to 15 percent.

With the addition of EcoBoost engines to the Escape, Ford will offer more advanced technology engines in its utility vehicle lineup than any other full-line manufacturer.

Next-generation hybrids for next-generation fuel efficiency
Next year, Ford also will grow its electrified vehicle production capacity when it launches the C-MAX Hybrid and C-MAX Energi plug-in vehicles. Both five-passenger hybrids will provide another fuel-efficient option for customers.

The next generation of the Escape Hybrid’s award-winning powertrain moves to the five-passenger C-MAX Hybrid and features the first hybrid transmission and lithium-ion battery system Ford is building in-house.

Ford’s new hybrid powertrain will be available exclusively in C-MAX, and it will deliver
a more than 25 percent improvement in fuel economy versus the outgoing Escape Hybrid while still offering hybrid customers the five-passenger capability they expect.

The Ford C-MAX Energi targets more than 500 miles of driving range using the battery and engine, more than any other plug-in or extended-range vehicle. It also targets AT-PZEV status and delivers better charge-sustaining fuel economy than the Chevrolet Volt.

“The C-MAX family of electrified vehicles will provide versatile, practical options for customers who need utility while reducing carbon output and significantly lowering fuel costs,” Kuzak said. “No other company is providing this type of choice in a hybrid or plug-in hybrid.”

Ford developed the new generation of hybrid electric vehicles using its extensive experience with first-generation hybrids including the Ford Escape Hybrid, the world’s first SUV hybrid. This led to offering the two C-MAX multi-activity hybrid vehicles that feature superior fuel economy on long road trips and in stop-and-go city traffic.

“Using our platform approach to hybridization, developing two choices for customers in the heart of the market with the dedicated, front-wheel-drive Ford C-MAX was our strategy to extend the benefits of hybrid technology to even more customers,” Kuzak said.

Power of choice
Ford is delivering electrified vehicles that are attainable, meeting real people’s needs in the center of the market where it counts the most.

Ford launched the Transit Connect Electric small commercial van in 2010 and will launch the all-new Focus Electric later this year. In 2012, these models will be joined in North America by the new C-MAX Hybrid, a next-generation lithium-ion battery hybrid and the new C-MAX Energi plug-in hybrid.

Ford has 13 vehicles with best-in-class fuel economy. In the most recent J.D. Power survey, Ford leads in fuel economy in more segments than any other major automaker, answering the demand of consumers for more fuel efficiency in their vehicles.

Today, fuel economy is 2.5 times more important to American customers than environmental concerns when it comes to buying a vehicle.

Ford Motor Company has four cars that achieve an EPA-rated 40 mpg or higher, including Fiesta, Focus, Fusion Hybrid and Lincoln MKZ Hybrid. Thirteen Ford vehicles achieve an EPA-rated 30 mpg or higher.

Ford’s recent lineup of smaller, more fuel-efficient vehicles has gained significant market share in key regions of the country. Vehicles such as the all-new Ford Focus and Fiesta both achieve 40 mpg or higher, boasting better fuel economy than even some hybrids.

###

26
Aug

Whats next for Ford EcoBoost? Lincoln C Concept may point the way

The Ford EcoBoost family continues to expand, with a 1.6 liter 160 PS 4 cylinder engine in production, 2 different 2 liter 4s of 200 and 240 HP, and 3 variants of the 3.5 V-6 for cars and trucks. We’ll also see a 3 cylinder EcoBoost, as well as a higher output 1.6 in the future Fiesta ST, a higher output 2 liter in the Focus ST, eventually a very high output 2 liter 4 in the future Focus RS, and a smaller displacement V-6 for future Lincolns. There are also rumors of a increased displacement >2 liter 4 for the future Mustang (not for performance, not an SVO – but solely for fuel economy).

The Lincoln C concept was introduced almost 3 years ago at NAIAS and was built on a production Focus chassis with an engine and drivetrain taken from near-production. While Ford has only acknowledged a future “C”-class product for Lincoln in the most general terms, the concept is an indication of what we may see in another year or so, combining a high output 1.6 liter EcoBoost 4 with a dual-clutch transmission. Note the facts in the press release below (red highlights are ours): the EPA highway mileage would be 43, and the HP would be 180 with matching torque. An exceptional achievement, combining exceptional fuel economy with very reasonable and responsive performance in a 2,750 pound car.

Ford Press release follows:

LINCOLN C PAIRS ECOBOOST I-4 WITH DUAL-CLUTCH POWERSHIFT TRANSMISSION FOR 40-PLUS MPG
DETROIT, Jan. 12, 2009 – The Lincoln C concept showcases Ford Motor Company’s newest combination of fuel-efficient powertrain innovations: a four-cylinder EcoBoost engine mated to a dual-clutch PowerShift transmission.

Featuring a 1.6-liter EcoBoost engine and Ford’s all-new dry, dual-clutch PowerShift six-speed transmission, Lincoln C achieves a projected 43 mpg on the highway, while offering up an estimated 180 horsepower and 180 ft.-lbs. of torque. That’s a nearly 25 percent fuel-economy improvement over Lincoln C’s fuel-sipping C-car cousin, the Ford Focus, which currently delivers unsurpassed highway fuel economy in its segment when equipped with a 2.0-liter naturally aspirated engine.

“Lincoln C demonstrates that a higher degree of engine downsizing as the key to fuel economy improvement, paired with the right technologies, can deliver optimum horsepower, torque and drive-away capability,” said Andreas Schamel, a chief engine engineer with Ford’s Powertrain Research Laboratory. “Plus, when combined with the PowerShift six-speed transmission, the impossible equation becomes perfectly possible: lower fuel consumption, increased power and smoother, more fun-to-drive performance.”

The 1.6-Liter EcoBoost Engine
The Lincoln C concept’s 1.6-liter engine dimensions the common attributes of Ford’s EcoBoost strategy, leveraging a combination of direct fuel injection technology and turbocharging to deliver significantly improved fuel economy and torque versus a larger displacement engine, while reducing emissions up to 15 percent.

The 1.6-liter EcoBoost engine features turbocharging and a central-injector direct injection system. Using a central injector instead of a side-injector system provides improved fuel-air mixture preparation, helping to further reduce fuel consumption and lower emissions. A central injector-based system also provides the most flexible foundation for future fuel-saving technologies.

“We know that a central injection system is a prerequisite for future global fuel economy upgrades such as stratified lean operation, homogeneous charge compression ignition or HCCI, and premium injection system technology if the market demands,” said Martin Wirth, a Ford Direct Injection Gasoline Systems and Combustion technical specialist. “It’s a value solution that gives us the ability to answer market trends quickly and provide broad market coverage, a key component of the EcoBoost strategy to deliver an affordable, fuel-efficient engine technology at high volumes.”

When compared to a standard 2.0-liter naturally aspirated engine, the 1.6-liter EcoBoost engine can deliver up to a 10-percent gain in fuel economy simply on the merits of the engine downsizing and boosting as well as common powertrain systems such as twin independent variable camshaft timing (TI-VCT).

TI-VCT varies the phase of the intake and exhaust cams independently for improved airflow through the engine, which delivers more torque while reducing average fuel consumption by up to 5 percent. “TI-VCT gives us better low-end torque and drive-away capabilities even under the stronger engine downsizing conditions,” said Wirth.

The 1.6-liter EcoBoost engine also features other sophisticated fuel-saving powertrain technologies such as Assisted Direct Start, which contributes to an additional 3 percent gain in fuel efficiency.

Assisted Direct Start automatically shuts down the engine when the vehicle is at idle – at a stop light, for example – and automatically restarts the engine when the brake is released or gas pedal is engaged, improving fuel economy by saving idle fuel consumption.

When a vehicle comes to a stop, the electronic control unit immediately synchronizes the engine’s systems for restart. Once the brake pedal is released or the gas pedal is engaged, a short starter engagement triggers the direct fuel injection system to fill the cylinders with fuel, initiate combustion and start the engine, producing the no-hesitation vehicle launch. An advanced battery management system converts braking energy into electricity and stores it to keep electrical systems operating while the engine is not running.

This advanced system provides consistent start behavior of the stopped or stopping engine that is smooth, quiet and seamless to the customer, requiring no changes in driver behavior.

Powershift Transmission
The Lincoln C concept also features Ford’s dual-clutch PowerShift six-speed transmission, which delivers the efficiency of a manual with the ease of operation of a premium automatic transmission.

Compared to traditional automatic four-speed transmissions, PowerShift can help reduce fuel consumption by up to 9 percent depending on the application. PowerShift, for example, contributes to an estimated 8 percent uptick in Lincoln C’s fuel efficiency when compared to the current Focus.

“The Lincoln C application of PowerShift helps illustrate the competitive advantage this transmission will offer to Ford in the global small car markets,” said Jack Dorigo, North America Powertrain Planning manager. “It’s a new-to-segment technology that’s an improvement over today’s automatic transmissions in terms of fuel economy while providing customers a more connected feel between the pedal and the vehicle’s acceleration.”

PowerShift provides the full comfort of an automatic with a more sophisticated driving dynamic, thanks to uninterrupted torque from the dual-clutch technology, which consists essentially of two manual transmissions working in parallel, each with its own independent clutch unit. One clutch carries the uneven gears – 1, 3 and 5 – while the other the even gears – 2, 4 and 6. Subsequent gear changes are coordinated between both clutches as they engage and disengage for a seamless delivery of torque to the wheels.

The lean curb weight of the Lincoln C enables a dry-clutch derivative of Ford’s PowerShift transmission for added efficiency and durability. A dry clutch transmits power and torque through manual transmission clutch facings, while most automatic transmissions utilize wet clutch plates submerged in oil. As a result, the dry-clutch PowerShift transmission does not require an oil pump or torque converter, providing superior mechanical efficiency.

“A dry clutch is a real sweet spot for lighter vehicle applications like the Lincoln C concept,” said Piero Aversa, manager, Ford Automatic Transmission Engineering. “It is perfectly matched to this vehicle and engine. PowerShift is more efficient, it saves weight, is more durable, more efficient and the unit is sealed for life, requiring no regular maintenance.”

Lincoln C weighs in at 2,750 lbs. due to a number of light-weighting measures, including the transmission. PowerShift, unlike conventional automatic transmissions, does not need the pound-adding torque converter or planetary gears. In addition, the dry-clutch derivative eliminates the need for the weighty pumps, hydraulic fluids, cooling lines and external coolers that wet clutch transmissions require. As a result, the dry-clutch PowerShift transmission showcased on the Lincoln C is nearly 30 pounds lighter than the four-speed automatic transmission featured on today’s Focus.

Differentiating PowerShift even further in terms of its customer appeal is its shift quality, launch feel and overall drive dynamic, which are all facilitated by an expert blend of Ford-exclusive electro-mechanical systems, software features, calibrations and controls. These unique driving features include:

  • Neutral coast down – The clutches will disengage when the brakes are applied, improving coasting downshifts and clutch robustness as well as reducing parasitic losses for increased fuel economy.
  • Precise clutch control in the form of a clutch slip to provide torsional damping of the engine vibration – This function improves noise, vibration and harshness (NVH) at low engine speeds and enables lower lugging limits for improved fuel economy.
  • Low-speed driving or creep mode with integrated brake pressure – This function simulates the low-speed control drivers are accustomed to from an automatic transmission. T he amount of rolling torque in Drive and Reverse is precisely controlled, gradually building as brake pressure is released.
  • Hill mode or launch assist – Prevents a vehicle from rolling back on a grade by maintaining brake pressure until the engine delivers enough torque to move the vehicle up the hill, providing improved driver confidence, comfort, safety and clutch robustness.

# # #

2
Jun

Ford to add 3-cylinder and 8-speed transmission

Ford is dominating powertrain development in North America. Here we have a new 1 liter 3-cylinder engine, with EcoBoost technology, that develops the same power as a naturally aspirated 1.6 liter but delivers fuel economy far in advance. And a new 8-speed transmission that will keep the engine in an optimal RPM range for the best possible driving experience and fuel economy.

Ford Press Release follows:

—————————————–

Ford Adds New Fuel-Saving 1.0-Liter EcoBoost Engine and Eight-Speed Transmission to Powertrain Lineup

  • Newest EcoBoost™ engine, Ford’s first three-cylinder, to be launched globally in Ford small cars
  • New engine will deliver performance of a larger four-cylinder with even higher fuel economy
  • Ford announces first eight-speed automatic transmission for future vehicles
  • The first Ford-designed, Ford-engineered and Ford-built hybrid transmission begins production late this year; Ford expects to be largest domestic producer of hybrid transmissions by next spring

DEARBORN, Mich., June 2, 2011 – Ford is expanding its industry-leading range of fuel-efficient powertrains in North America with the addition of a new 1.0-liter EcoBoost™ three-cylinder – the smallest engine Ford has ever built – and an all-new eight-speed automatic transmission.

In addition, Ford’s next generation of hybrid vehicles, including a new plug-in hybrid that will launch next year, will have a Ford-engineered transmission that will be built in Michigan.

The arrival of the latest member of the EcoBoost family, Ford’s first eight-speed automatic and its new hybrid transmission will further strengthen the company’s lineup of fuel-efficient vehicles. Today, Ford Motor Company has 12 vehicles that lead their sales segments in fuel economy and four vehicles that deliver at least 40 mpg, a lineup no other automaker can match.

“In the last five years, we have made a record investment in new powertrains and fuel-saving technologies,” said Derrick Kuzak, Ford group vice president of Global Product Development. “Today, we have the freshest powertrain lineup in the industry. And there is plenty more coming.”

1.0-liter EcoBoost: Ford’s smallest engine yet
Engineers at Ford’s Dunton Technical Centre in the U.K. began designing the new EcoBoost 1.0-liter engine long before the current spike in fuel prices pushed the cost of a gallon of gas over $4. Their goal: To design a technically advanced, super-efficient three-cylinder engine that delivers the same performance as a four-cylinder, but with much higher fuel economy and lower emissions.

To do that, engineers at Dunton, Ford’s global center of excellence for small-capacity engines, focused on improving thermal efficiency and reducing friction of the engine’s internal moving parts, especially during warm-up. That’s when an engine emits higher levels of CO2 and other pollutants. The new engine introduces many new technologies that could someday be part of the DNA of future Ford engines, said Joe Bakaj, Ford vice president of Global Powertrain Engineering.

The new three-cylinder engine will be available globally in the company’s small cars. It will also play an important role in North America.

“Consumers are telling us they want to buy affordable vehicles that get many more miles per gallon,” said Kuzak. “Our new 1.0-liter EcoBoost engine will give consumers looking for hybrid-like fuel economy a new, more affordable choice.”

Final calibrations of the new EcoBoost 1.0-liter are under way. Kuzak said the new engine will deliver horsepower and torque outputs equivalent to or better than most normally aspirated 1.6-liter gasoline engines.

“The 1.0-liter engine is a little dynamo,” Kuzak said.

Technology powerhouse
Bakaj said the new 1.0-liter EcoBoost might be small in size, but it’s big on advanced technology.

The 1.0-liter engine features:

  • An offset crankshaft that helps improve fuel economy
  • An advanced, Ford-designed split cooling system that allows the cylinder block to warm up before the cylinder head. Faster cylinder block warm-ups save fuel, especially in cold weather
  • An exhaust manifold cast into the cylinder head. The one-piece assembly lowers the temperature of the exhaust gases. This enables the engine to run in a wider rpm band with the optimum fuel-to-air ratio. The new design also saves weight and allows the engine to operate more smoothly
  • EcoBoost technologies, such as turbocharging, direct injection and twin independent variable camshaft timing (Ti-VCT)

“No one’s ever built a three-cylinder engine quite like this. Not only is it one of the most technically advanced and efficient engines we’ve ever designed, but it will introduce a number of new technologies to the Ford engine lineup,” said Bakaj.

For comparison, the newest member of Ford’s global EcoBoost engine family has about the same displacement as a cruiser motorcycle. Ford has never built a regular production car engine with fewer than four cylinders.

“Drivers are going to like the new 1.0-liter EcoBoost engine for many of the same reasons the EcoBoost F-150 is such a big hit,” said Bakaj. “It will deliver great low-speed responsiveness, power, torque and smoothness.”

First seen in the Ford Start concept car that debuted at Beijing in 2010, the engine more recently made its European debut in the Ford B-MAX at the 2011 Geneva Motor Show. More technical and application details for the new 1.0-liter EcoBoost engine will be released in September at the Frankfurt Motor Show in Germany.

Ford’s EcoBoost commitment
Ford is on track to deliver on its promise in 2006 of offering EcoBoost on 90 percent of its North American lineup by 2013 and to be producing 1.5 million EcoBoost engines globally. The next vehicles to get EcoBoost engines, Edge and Explorer, arrive late this summer.

“With our global family of EcoBoost engines, we’ve replaced V8s with V6s and V6s with four-cylinders – with no loss of performance and with impressive fuel economy improvements,” Kuzak said. “The new 1.0-liter EcoBoost engine will come in at the lower end of the global range and will take the place of a four-cylinder engine, again with no loss of performance or refinement. Above all, drivers win because this new engine is specifically designed and engineered for terrific fuel economy.”

Two new Ford transmissions
This year, Ford offers more automatic, manual or dual-clutch automatic six-speed transmissions across its lineup than any other full-line automaker. From the subcompact Fiesta to the industrial-strength F-Series Super Duty pickup, 100 percent of Ford’s lineup of cars, trucks, SUVs and CUVs feature fuel-saving six-speed transmissions.

Like the 1.0-liter EcoBoost engine, advanced technology will be a key feature of the new Ford-designed, Ford-engineered and Ford-built eight-speed automatic currently under development, Bakaj said. “The new gearbox will be the first with
a number of advanced new technologies that will provide faster, smoother and more positive shifts,” he said.

The eight-speed transmission will feature:

  • Ford’s next-generation clutch controls
  • An input torque sensor, which measures torque coming into the transmission. The sensor enables faster selection of the proper gear, reduces hunting and helps smooth out shifts
  • Actuators built into the case for tighter, more precise control of hydraulic pressure
  • Closed-loop control

More details on production and applications will be released at a later date.

In-house hybrid transmission
Another new Ford transmission, to be installed in hybrid vehicles, starts production late this year at Van Dyke Transmission Plant in suburban Detroit. Full volume production is slated for the first quarter of 2012.

By next spring, Ford expects to be manufacturing more hybrid transmissions in North America than any other automaker or supplier. The new transmission replaces a unit currently made in Japan that is used today in Ford and Lincoln hybrids.

As with the new eight-speed, the new hybrid transmission is Ford-designed, Ford-engineered and Ford-built. It’s an e-CVT or electronic continuously variable transmission. The new hybrid transmission will offer improved performance over the current unit. The current Ford Fusion Hybrid can reach a top speed of 47 mph on electricity and go as far as one mile.

Within the last year, Ford has invested $135 million to design, engineer and manufacture key components for its expanding lineup of hybrid, plug-in hybrid and battery electric vehicles. The investment not only brings in-house battery and hybrid transmission production, it also has created at least 220 jobs in Michigan.

Ford is on track to launch five electrified vehicles in the U.S. by 2012 and in Europe by 2013.

“It’s absolutely essential for Ford to further develop its core competencies in engineering electrified powertrains,” Kuzak said. “With this new Ford-built hybrid transmission, and assembly of battery packs at our Rawsonville plant, Ford will be positioned well to meet the quality and performance requirements of future electric and hybrid vehicles.”

# # #

24
Mar

Ford Falcon going the way of the Dodo… and EcoBoost delayed

According to an article on the Drive website from Australia, the Ford Falcon is going the “way of the Dodo” and sales are well below the point of economic viability.

     Reference: http://news.drive.com.au/drive/motor-news/is-the-falcon-going-the-way-of-the-dodo-20110304-1bh3k.html 

And the EcoBoost 4 cylinder, which was designed to make the Falcon a bit more competitive in the Australian marketplace, has been delayed until early 2012.

     Reference: http://news.drive.com.au/drive/motor-news/delayed-fords-4cylinder-falcon-20110315-1bvpx.html

Not a surprise, since this same engine hasn’t shown up in the new Explorer when it was supposed to either.

Going back to our original article on the likely demise of the Falcon, and how that will kill any hope for a modern Mustang platform, it appears that the sales decline makes the demise of the rear wheel drive Falcon all but a sure thing. Our question next would be “what happens now”. Will Ford go thru with it’s plan to make the Ford Taurus the next Falcon? And the gigantic, obese, SHO would replace the current Falcon XR. Even with it’s new 400-HP EcoBoost V-6 coming in 2012, it’s still hauling 4368 pounds without options.

The Australians have loved their performance Falcons for years. Are they going to accept a warmed over SHO? We don’t think so. Australians, time to get to your nearest Ford dealer for very nearly your last chance to buy a real Falcon.

23
Mar

Ford engine development focused on efficiency and performance

An interesting Press Release from Ford today. Encouraging in the sense that Ford engines are moving forward and several world-class examples are reaching production.

However, we would take issue with the explanation of the Explorer 2 liter EcoBoost compared to the previous 4 liter V-6. The 4 liter was one of the least competitive and oldest engines still produced by Ford. The basic architecture dated back to the sixties. It was only offered in the Explorer and Mustang for cost reasons, where it provided a very dull and unsatisfying experience.

In terms of the competition, Nissan’s state-of-the-art 4 liter V-6 currently produces 266 horsepower and 288 lb-ft of torque. The EcoBoost 2 liter cannot produce that kind of power in its current form while maintaining the required emissions and mileage.

Keep in mind the other half of the challenge: despite all the press spin on this topic, the bottom line is that the new Explorer has lost only 100 pounds pounds in weight from the previous generation Explorer. That’s meaningless in terms of fuel economy. And over the history of the Explorer from the beginning, it has gained in seize and added several hundred pounds in weight.  While the 2 liter EcoBoost is a fine engine – we’d take one – it has to haul far more weight than it should. And the only reason the new Explorer carries this size and weight is because of the Volvo-originated suspension it is based on. Same problem with the new Taurus (which in SHO form at a minimum of 4368 pounds is grotesquely obese, especially when compared to the original SHO at 1000 pounds less!). The weight problem is going to be the next challenge for Ford to overcome, but given the investment costs and model cycles, it may be another 6 to 8 years before we see the kind of Explorer Ford is capable of building, rather than the one they were forced to build.

Ford Press Release follows: 

 ———————————-

Ford Engines Are Getting Smaller, While Fuel Economy and Horsepower Are Growing

  • Ford engineers are creating a new generation of global engines that use advanced technology – not more cylinders – to enhance performance
  • Ford’s new engines are the most fuel efficient and powerful in the company’s 107-year history
DEARBORN, Mich., March 23, 2011 – Ford is leading the way in the transformation of the automobile engine around the world.
 
For most of Ford’s 107 years, engineers have answered the call for higher horsepower and more torque with larger, heavier and thirstier engines. But the company’s 2006 commitment to lead or be among the leaders in fuel economy in every sales segment has changed the way Ford designs its engines.
 
The advanced technologies adopted and enhanced by Ford’s engine development team – EcoBoost™, twin independent variable camshaft timing (Ti-VCT) and direct injection, for example – have made the old saying “There’s no replacement for displacement” as obsolete as the carburetor.
 
For consumers, horsepower per liter is as important as the speed of an Internet connection – the higher the number, the better the performance.
 
Two of America’s favorite vehicles, the Ford Mustang and Ford F-Series, now provide the most dramatic examples of how that is not the case, and how new, smaller-displacement engines are delivering levels of performance that in the past could only be obtained with much larger engines.
 
  • The optional 6.8-liter V10 engine in the 2011 F-Series Super Duty is rated at 305 horsepower and 420 lb.-ft. of torque. F-150’s EcoBoost 3.5-liter engine – with about half the displacement – delivers 365 horsepower and the same 420 lb.-ft. of torque. The horsepower per liter of the V10 is 38.125 compared with more than 127 for the 3.5-liter
  • The 2011 Mustang coupe has a 3.7-liter V6 engine rated at 305 horsepower and delivers as much as 31 mpg highway, according to the 2011 EPA Fuel Economy Guide. The 3.7-liter replaced a 210-horsepower 4.0-liter V6 that was EPA-rated at 26 mpg highway. The 2011 Mustang Coupe is the first car in history to have a 300-plus-horsepower engine rated at 30 mpg or more. It also delivers 0-to-60 times of around six seconds
 
These new engines are part of nine all-new or significantly revamped engines Ford began launching in 2010. And they are helping make the 2011 Ford and Lincoln lineup the most fuel efficient in the company’s 107-year history.
 
Ford and Lincoln showrooms today are filled with an industry-best dozen vehicles that lead or are among the leaders in their sales segments for fuel economy. Four vehicles carry an EPA-certified rating of 40 mpg or higher, also best in the industry.
 
“From Fiesta to Super Duty, Ford has invested a record amount in new engines, transmissions and cutting-edge technologies to meet our commitment to lead or be among the leaders in fuel economy in every segment in which we compete,” said Joe Bakaj, Ford vice president of powertrain engineering.
 
“Though we have made great strides, our work in improving fuel economy is not done and never will be. We have to deliver a fuel economy gain of about 10 percent every three years from now on. Expect further improvements to our EcoBoost system, three-cylinder engines and our Auto Start-Stop system launched now in Europe and soon to be installed in North American vehicles,” he added.
 
More new engines on the way
The next smaller but more powerful engines coming from Ford are two new four-cylinder EcoBoost engines already proving popular in Europe. First up is the new 2.0-liter EcoBoost four-cylinder slated for later this year in Edge and the all-new Explorer. Then comes a frugal 1.6-liter EcoBoost engine for the C-MAX multi-activity vehicle.
 
In the 2010 Explorer, the smallest engine available was a 4.0-liter V6 rated at 210 horsepower and 250 lb.-ft. of torque. In the all-new Explorer, the 2.0-liter Ford EcoBoost engine will be the smallest engine, yet it delivers 237 horsepower – 27 more than the old engine – and about the same torque, 245 lb.-ft. The 2.0-liter Explorer is projected to deliver best-in-class fuel economy.
 
“The 2012 Ford Explorer with EcoBoost is going to mark a new era in smaller-displacement SUVs, offering more power than the previous 4.0-liter V6 with a really remarkable improvement in fuel economy,” said Greg Johnson, manager of North American power packs. “Similarly, Edge with EcoBoost and C-MAX with the EcoBoost 1.6 will both serve to redefine customers’ opinions about smaller-displacement engines.”
 
Although the Ford EcoBoost 2.0-liter is the smallest engine ever offered in Explorer – and the first four-cylinder – drivers likely will not notice the two fewer cylinders. “It’s got the efficiency of a small gasoline I-4 when cruising,” explains Johnson, “because that’s fundamentally what it is. But when you need that extra muscle for passing or accelerating, the turbocharger provides a diesel-like reserve of torque without the drawbacks – like higher weight, slower engine speeds and, at least in the States, higher fuel cost – of a diesel engine.” 
 
For most consumers, all it takes is a test drive to convince them smaller engines can deliver the goods.
 
“Most everyone who has driven the EcoBoost F-150 has been converted,” explains Jim Mazuchowski, Ford V6 engine manager. “Once our customers move past the idea of ‘only’ having six cylinders, and begin to think of our EcoBoost V6 as a gas-powered engine with diesel-type capability and characteristics, the excitement begins to build. Twin turbochargers and direct injection give the EcoBoost F-150 the broad, flat torque curve that makes towing with a diesel so effortless – and hard acceleration so much fun.” 
« Older Entries