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Ford has a fam­ily of EcoBoost petrol en­gines that cur­rently range from the re­cently-in­tro­duced ed 1,000cc up to the 3,500cc V6.

EcoBoost en­gines all em­ploy three prin­ci­ple tech­nolo­gies: High pres­sure di­rect fuel in­jec­tion. Turbo charg­ing. Vari­able camshaft tim­ing.

EcoBoost en­gines ben­e­fit from the sum of a com­bi­na­tion of these three prin­ci­ple tech­nolo­gies ies that have been utilised in con­junc­tion with a suite uite of ad­vanced high ef­fi­ciency tech­nolo­gies.

Op­ti­mis­ing and com­bin­ing these prin­ci­ple tech­nolo­gies has cre­ated an ef­fi­ciency syn­ergy. . The re­sul­tant to­tal ef­fi­ciency ben­e­fit is greater than the sum of the ap­plied tech­nolo­gies when n they are ap­plied and mea­sured in­di­vid­u­ally.

What are some of the tech­nolo­gies and fea­tures utilised in the multi award win­ning Ford rd one litre EcoBoost en­gine?

In the New Zealand mar­ket, the one-litre Ford EcoBoost pro­duces 90kw with 170Nm of torque (200Nm is avail­able from 1,750rpm on short-term “over torque”).

De­vel­oped in the UK at the Dun­ton re­search fa­cil­ity the en­gine was given the in­ter­nal code name of “Fox”. This com­pact three-cylin­der en­gine has a ca­pac­ity of 999cc, and has been de­vel­oped to suit a wide range of ve­hi­cle and fuel qual­ity ap­pli­ca­tions.

De­signed for high ef­fi­ciency and low emis­sions, the “Fox” en­gine com­bines and utilises a num­ber of cut­ting edge de­sign fea­tures and tech­nolo­gies. With this suite of tech­nolo­gies the en­gine ex­ceeds the re­quire­ments of the strin­gent Euro IV and Euro V emis­sion stan­dards, while CO2 emis­sions are less than 140g/km.

Other tech­nolo­gies sup­port­ing the drive for ef­fi­ciency in­clude a vari­able ca­pac­ity oil pump. Con­trolled by the ECU, the oil pump lu­bri­cant out­puts are var­ied to suit the re­quire­ments of the en­gine at any given mo­ment.

For the camshaft and oil pump drive sys­tems, an oil-im­mersed com­pos­ite drive belt has been spec­i­fied. Toothed belts are qui­eter and more ef­fi­cient than the more com­mon chain drive sys­tems, and are spe­cially de­signed for this ap­pli­ca­tion. These in­ter­nal drive belts are in­tended to re­quire no ad­just­ment or re­place­ment for the ser­vice life of the en­gine.

The en­gine cool­ing sys­tem is multi-stage, pro­mot­ing rapid warmup, and al­low­ing for ef­fi­cient cool­ing when the en­gine is be­ing worked hard. The wa­ter jacket vol­umes have been min­imised, and this has the dual ben­e­fits of low­er­ing coolant vol­ume and fur­ther pro­mot­ing rapid en­gine warm up.

The rigid cast iron cylin­der block is suf­fi­ciently com­pact to sit within the con­fines of a sheet of A4 paper. The cylin­der bores are 71.9mm in di­am­e­ter with a stroke of 82mm. This com­bi­na­tion gives a swept vol­ume of 999cc.

Low fric­tion coated pis­tons are con­nected by sin­tered con­rods to the crankshaft, and are phased at an even 120 de­grees. The de­sign­ers have es­chewed coun­ter­bal­ance shafts, and utilised a com­bi­na­tion of out-of-bal­ance har­monic damper and fly­wheel to deal with the three-cylin­der vi­bra­tions.

A com­pres­sion ra­tio of ten to one is high for a tur­bocharged ap­pli­ca­tion, and helps to cre­ate an en­vi­ron­ment of high off off-boost boost and en­gine low out­put ef­fi­ciency.

With the “Fox” en­gine be­ing con­ceived as a purely tur­bocharged ap­pli­ca­tion, the en­gi­neers had a num­ber a num­ber of free­doms to op­ti­mise the en­gine de­sign for tur­bocharg­ing. One of the most ob­vi­ous fea­tures is the in­te­gra­tion of the ex­haust mani fold­ing into the cylin­der head cast­ing. The re­sult is greater tur­bocharger ef­fi­ciency.

Di­rect in­jec­tion of fuel into the com­bus­tion cham­bers has given the de­sign­ers free­dom to sweep the camshafts through a greater op­er­at­ing range than that per­mit­ted by a port in­jected en­gine.

Depend­ing on op­er­at­ing load the fuel charge in the ch cham­ber can be var­ied. These broad op­er­at­ing param pa­ram­e­ters have al­lowed the de­sign­ers to cre­ate a power unit that has an ex­tremely flat torque curve.

As a re­sult of this tech­nol­ogy an Ecoboost driver en­joys a power plant that per­forms the same as a much larger ca­pac­ity en­gine while ben­e­fit­ing from the re­duced fuel con­sump­tion and low emis­sions

of a smaller high ef­fi­ciency en­gine.


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