Ford EcoBoost family: half a million engines have already been produced!

History

First held as a points-paying event in , the race has had fifteen different winners.
An exhibition race, running 25 laps, was held on November 4, 1995, won by Geoff Bodine. Beginning as a 250-mile race, the inaugural race in 1996 was won by Ford racing driver Dave Rezendes after starting the race tent on the grid.Kenny Irwin, Jr. and Rick Crawford won the second and third running of the race, while Mike Wallace won the event in after going an extra seven miles. In , Chevrolet racing driver, Andy Houston won the event after qualifying third on the grid; the highest starting position for any of the winners at the time.Ted Musgrave won the final 250-mile race ahead of Travis Kvapil in .

For the 2002 running of the race, the race's distance was shortened by 50 miles and was moved to November, becoming the last race in the championship season.Ron Hornaday, Jr. recorded the win ahead of the defending winner Musgrave. The five next runs of the race were won by Bobby Hamilton, Kasey Kahne, Todd Bodine, Mark Martin and Johnny Benson, Jr.. In , Bodine became the first driver to win the event more than once.Kevin Harvick, Kyle Busch and Johnny Sauter won the next three runs of the event in , and .

Design features of Ecoboost

Technical characteristics of the car Ford Mondeo 2.0 2015

Let's see how the collector works. At first it may seem that he is completely absent. But this is a little different. It exists and is built into the cylinder head. Why did they do this? The whole secret is in the exhaust gases.

The developers' idea was to quickly warm up the antifreeze and the general engine to the required temperature. Therefore, the gases were redirected, and they began to produce heat in a different direction. But such a warm-up did not suit the developers, and they decided to go even further.

A 3rd cooling circle was created and implemented. So that you understand, in a regular engine there are only two such circles (small, large). It was decided that in Ecoboost the third circle would drive antifreeze inside the head. This was all done only to change consumption, or rather to make it more rational. Due to this, the environmental issue was corrected.

With these actions and implementations, the developers have also reduced the amount of harmful substances that are emitted from the exhaust gases when the car is running. Previously, this issue was a little lame and a problem arose, since in an unheated car, harmful substances from the exhaust pipe exceeded the norm in their content.

Many people who imagine how Ecoboost engines are designed will immediately begin to argue about whether there is any point in this whole design. It’s clear that toxicity has been reduced, as has gasoline consumption. The question immediately arises: How much did this save and bring benefits to the environment?

Now let's go from the other side and talk about the exhaust manifold. This is a very unpredictable device along with its seals. Let's assume that now in these types of engines the manifold is cooled with antifreeze, let it be protected from cracking and burnout. The question remains with thermal expansion.

No matter how much I would like to, this question will arise, it has not been canceled, and here it is immediately worth thinking about seals. We are gradually moving on to the cost of repairs. Maybe the developers saved money in one direction, but vice versa in another.

Disadvantages and cost of repairs

As for the thermostat, everything is not simple here either. In one wonderful moment, you can catch a wedge. If this happens in the open state, then it’s not so bad, but if it clogs the head. You should immediately be prepared for the fact that you will have to try hard to repair the engine after this.

We are now talking about the fact that with all the advantages, Ecoboost engines also have a number of disadvantages that motorists do not immediately think about.

The timing device also has its flaws. Once again, it may seem that the belt is driven by something other than a timing belt. But that's not true. The timing belt is located inside and is not the only one of its kind. There are two of them inside the housing - one timing belt, the second oil pump. They work in oil.

The developers claim that this helped them reduce noise and increase belt life. You will not find information anywhere about what kind of rubber is used in the manufacture of these two belts. After all, this is also an interesting question, have they really created rubber that doesn’t care about oil and temperature?

We also were not given a clear answer by how much the resource has been increased. They are said to last as long as the Ecoboost engine. The location of the belts is also interesting; in case of repairs, the technician will not be able to get to them.

Or rather, he can and will be able to get through, but he will first warn you that it will be easier to change the engine. Logically, it turns out that we ourselves can estimate the service life of the engine, which will be approximately 200-300 thousand kilometers and will directly depend on the belts.

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1.6L EcoBoost engine for Ford Kuga 2 (device, technical specifications)

In general, I thought for a long time why bypass and bypass valves are needed in the engine and whether it is worth removing them from the system and replacing them with tubes, and whether this has an effect on cylinder cracks. So, my ASSUMPTION about the operation of the system as a whole and in particular the bypass and bypass valves

, and also why on parts of the 1.6 ecoboosts there are just tubes like this instead. If you correct it or come up with something of your own, I’ll be glad to hear it.

1) When starting a cold engine, the BYPASS valve, or more correctly, the SHUT-OFF valve

expansion tank valve 1820582 (which is located to the right of the engine) is controlled by the brain and CLOSED (at the same time the BLINDS close). Due to this, cold liquid from the tank is not supplied to the thermostat housing (there is about a liter of it there, how long does it take for a 1-liter kettle to heat up?) and a smaller volume of cold liquid circulates in the engine. A conventional mechanical thermostat is, of course, closed.

2) The cooling pump begins to drive liquid through the block from bottom to top, but because...
The thermostat is closed, then it starts to drive in a SMALL circle: cylinders -> head -> stove. 3) TO THE LEFT of the cylinder block there are tees for RELEASE of hot fluid. ONE fitting goes to the radiator of the INTERIOR OVEN. It never shuts off, the interior radiator always heats up (in my opinion, this is the main stupidity of the system, it would have been easier to install an electric hair dryer) The SECOND fitting, the most powerful, goes to the main engine cooling radiator, but because... The thermostat is closed, then the liquid rests against the valve and that’s it. However, the radiator has a steam outlet fitting. The same thin, long Y-shaped plastic tube goes to it and it is not blocked by anything. The liquid is forced into this tube and squeezes air out of the radiator into the expansion tank. The second end of the Y tube does the same thing from the cylinder head, removing air from it and filling the system more completely with liquid.

The THIRD fitting is the most interesting thing, it is a BYPASS, or more correctly, a bypass valve, a bypass valve. It is controlled by the brain and for me it is the most interesting thing in the system. When open, it sends heated liquid directly to the pump inlet. Those. it turns out that when warming up it should be OPEN, and therefore the bypass tube should heat up quickly when starting a cold engine, and since The inlet from the expansion tank is at this moment closed with a SHUT-OFF valve, then the pump sucks in a minimum of excess liquid and the engine quickly warms up.

4) Naturally, when warming up, everything changes. (I don’t know what temperature, I need to study the diagrams.)

The SHUT-OFF valve should now be OPEN!. This gives the pump the opportunity to suck liquid from the expansion tank.

The thermostat is still closed because... How should the thermostat warm up? it stands in a separate cup on the body, the hot liquid through the tube from the bypass only slightly washes it. (Here is my guess: either the liquid in the expansion tank is already quite hot because it came from the head through thin steam outlet tubes, and this is enough to warm up the thermostat after opening the SHUT-OFF valve, or somehow the thermostat still opens.)

The most interesting thing is that the bypass should behave DIFFERENTLY. Because if it is CLOSED, then the liquid logically flows through the main radiator, getting to the thermostat, and the system as a whole becomes CONVENTIONAL, controlled by a mechanical thermostat (by the way, in the first diagrams of this motor, it has an ELECTRONIC thermostat installed, with additional heating, which allows the brain to FORCEDly open it ). But if it is open, then the liquid goes directly to the pump, partially bypassing the large circle.

My _assumption_ is that the engine PCM controls the bypass not only during engine warm-up, but also during normal operation of a hot engine. This was done in order to more stably and quickly keep the engine temperature near the optimal one, i.e. about 99C. Those. It turns out that using the bypass, the PCM sends some of the fluid bypassing the main radiator, even with the thermostat open.

But ! Most likely the bypass will be open only under certain conditions, most likely at low engine load. This is exactly what happens in practice - when you drive around the city quietly with the air conditioner turned off, the temperature is 99C, but just turn on the air conditioner and the temperature drops to 82-87C (temperature of the main thermostat), and on the highway it stays at 82-87C. 87C. (p.s. regardless of the blinds)

It turns out that if the bypass valve STICKS in the open position, then the system is constantly in WARMING mode! But not everything is so obvious - why on ecoboost 1.6 2020. Is there actually a tube there and not a valve? Then they would die like flies, but on the contrary they are more reliable. While I still agree with the shut-off valve for the expansion tank, I have a big question with the bypass valve.

Now the flaws in my theory are 1) where does the fluid come from to the pump at the time of startup? Is there any other way to the pump? 2) how the liquid enters the thermostat, due to which it opens, it’s just mechanics. 3) how does the outlet go from the stove to the pump? 4) Why on ecoboost 1.6 2020. There is neither a bypass valve nor a shut-off valve for the expansion tank, they don’t have an accelerated heating mode, and why don’t they die.

Design features of the Ford 1.6 EcoBoost engine

• The cylinder head, block and pan of this engine are made of aluminum alloy. To facilitate the design and improve cooling, the block uses an open cooling jacket.
• Thin-walled cast iron sleeves are placed in the block. Compression ratio – 10:1.

• The engine's cast-iron crankshaft with four counterweights rests on 5 supports.
• The timing belt is driven by a toothed belt, the replacement interval of which is 200,000 km.
• The connecting rods of the Ford 1.6 EcoBoost engine are forged, the pistons are cast from a hypereutectic aluminum alloy with a high silicon content. This alloy and pistons made from it have the lowest coefficient of thermal expansion.
• There are no hydraulic compensators in the valve drive mechanism. The valves are driven from the camshaft cams by pushers.

• Thermal clearances of the valves must be adjusted by selecting washers.
• Both camshafts are equipped with Ti-VCT (Twin Independent Variable-Cam Timing) phase shifters.
• The high pressure fuel pump is driven from a separate cam on the exhaust camshaft.
• The intake channels in the cylinder head have a D-shaped profile, in which the air flow speed does not change.

Review of skidding tractor TDT-55. Model characteristics, video work, reviews

The Borg Warner KP39 turbocharger is not part of the exhaust manifold, but is attached to it via a flange.

1.0L EcoBoost - 2012 Engine

In 2012, the title “Best Engine of the Year” was awarded to a Ford gasoline engine. The 1.0-liter EcoBoost received the highest score in the competition's 13-year history. This success was ensured by the votes of 76 journalists from 35 countries. It also won the "Best New Engine" and "Best Sub-Litre Engine" categories. The awards were presented by the international magazine Engine Technology International. This was the first time that Ford motorists received the competition's highest award.

Ford's new development combines compactness, efficiency and economy. The three-cylinder engine is equipped with turbocharging, direct fuel injection and variable valve timing on the intake and exhaust valves. From all this, the trend in recent years has been to reduce engine size and reduce fuel consumption without compromising performance properties, namely power and torque. The engine turned out to be so small that its block fits into the dimensions of A4 paper, while it weighs only 97 kg. It is worth noting that it is not aluminum, but is cast from cast iron. The fact is that making its mass even less is not possible by the fact that to combat vibrations on a light three-cylinder engine it would be necessary to install heavy balancer shafts, which would nullify all efforts. In this case, the engineers used an original balancing scheme by unbalancing the flywheel and installing balancers on the camshaft pulleys.

The environmental friendliness of the engine in warm-up mode is increased due to the integration of the exhaust manifold into the cylinder head.
This makes it possible to reduce the warm-up period by 50 percent compared to traditional engines, while not only reducing CO emissions, but also reducing fuel consumption. It is also worth paying attention to the turbocharger. To develop power, an engine of such a small volume requires a compressor that will provide pressure starting almost from idle speed. Therefore, it was made as light as possible, compact and capable of spinning up to a speed of 248 thousand per minute. The manufacturability of the engine turned out to be at the highest level. Although a number of experts had questions related to reliability. It is not yet clear how long the turbine and drive belts operating in an oil bath will last, just as the situation with maintainability is unclear. Although Ford claims that many components are designed to last a lifetime. Time will give answers to these questions, and apparently not Russian time, because Ford cars with this engine are not supplied to our country. For what reason, we do not know. Either due to increased maintenance requirements or increased demand for modifications with this unit. The share of sales of cars with this engine in Europe reaches 40 percent, and it is installed on almost all mass models of Ford Focus, Fiesta and B-Max, C-MAX and Grand C-MAX. The company expects to sell between 700 thousand and 1.5 million 1.0-liter EcoBoost units per year. Technical characteristics 1 l. Ecoboost

Production global family

EcoBoost gasoline direct-injection turbocharged engine technology adds 128 patents and patent applications to Ford's 4,618 active and thousands of pending US patents. Some of the costs of US development and production were assisted by the $5.9 billion ATVM DOE loan.

The V6 EcoBoost engines are being assembled at Cleveland Engine Plant No. 1 in Brook Park, Ohio. The 2.0 L I4 EcoBoost engines will be produced at the Ford Valencia Plant in Spain in 2009. The 1.6 L I4 EcoBoost engines will be made at the Ford Bridgend Engine Plant in the United Kingdom. The smaller 1000cc displacement 3 cylinder EcoBoost engine is produced both at Ford Germany in Cologne and at Ford Romania in Craiova.

By 2012, the company plans to produce 750,000 EcoBoost units annually in the US and 1.3 million globally in the world market. Ford expected over 90% of its global vehicle lineup (includes North America) to offer EcoBoost engine technology by 2013. From the engine's beginning to November 2012, 500,000 Ford EcoBoost vehicles have been sold.

Marketing: PTDi

Volvo used the term PTDi

(petrol turbocharged direct injection) for the 1.6 L I4 engine when introducing Volvo S60 concept and for the 2.0 L I4 engine when introducing Volvo XC60.

Pros and cons of the Ecoboost engine

The powerful and high-revving engine of the new generation Ecoboost is designed in such a way that it combines many new products that will take your breath away. We'll give you a few examples to give you an idea of ​​what we're dealing with.

The Ecoboost engine is small in displacement but still produces good power. This is really impressive. As for the torque, it is ready to multiply all our impressions by two. It develops between 1400 and 4500 rpm. And it turns out in the end that a small-volume 1.0-liter engine is ready to catch up with a 1.6-liter engine.

Why does this happen? If you take these types of engines and actually replace them, you will still be able to notice the substitution. In Ecoboost, a liter of volume is distributed over three cylinders. This results in weight savings; the car immediately becomes 30 kilograms lighter. This suggests that the lighter the car, the faster it picks up initial speed.

Those people who have already driven vehicles with Ecoboost engines have already experienced the thrill of driving. Indeed, the car becomes more maneuverable, faster, and more economical.

Go ahead. Many concerns believe that Ecoboost is an engine that will eventually change the general perception of people about gasoline units around the world. Yes, maybe this will happen, we won’t argue. Let's take the exhaust manifold as an example.

Test drive Ford Mondeo EcoBoost 2010

However, it is better to see (or in this case try) once than to hear or read a hundred times. Thanks to the Alarm Motors Ford auto center, we were the first in St. Petersburg to try out the updated Mondeo sedan in the Titanium X configuration, assembled in Vsevolozhsk and equipped with a 199-horsepower engine. Such a car costs 1,175,000 rubles. Although I only managed to use it for one day, I still managed to get a general impression.

Firstly, the Mondeo has really noticeably added to the feeling of quality - the Alcantara trim, stylish 17-radius wheels, combined with the impeccable fit of the parts, are really captivating.

The new Mondeo is available with as many as five petrol and one diesel engines. Junior engine with a volume of 1.6 liters and a power of 120 hp. power is coupled with a five-speed manual transmission and is offered only for the sedan. The two-liter 145-horsepower power unit received a similar box. A 2.3-liter gasoline engine produces 160 hp and a 2-liter diesel engine produces 140 hp. got a six-speed automatic. The turbocharged EcoBoost engines with 199 and 240 hp, coming in tandem with the Ford PowerShift gearbox, deserve special attention.

Secondly, sporty notes actually appeared in the driving habits. Of course, the updated Mondeo has retained all the best features of its predecessor. It also handles well and predictably, and has the same comfortable suspension settings for which it is prized by many owners. However, a previously absent composure appeared. The old 145-horsepower car? it seemed exaggeratedly large and clumsy, and the sluggish “automatic” took away some of the power.

In the new Mondeo, all these sensations are instantly forgotten. It picks up speed briskly, and the pedals feel responsive and even sensitive.

Ford Mondeo 2010

And finally, the dynamics - a real breakthrough was made in it. From now on, a heavy sedan will exchange hundreds as if by waving a magic wand, surprising its neighbors downstream. The driver of a two-liter Audi A4 with Moscow license plates, who happened to be nearby on the deserted night Avenue of the Nepokorennykh, could not understand why he couldn’t pull away, although he pressed the pedal all the way. As a result, he even settled down behind the Mondeo that had passed him, apparently trying to discern the magic letter that explained such agility. However, no letters are provided - it is almost impossible to distinguish modifications with the EcoBoost engine. Even the spaced-out pipes in the new Mondeo do not at all indicate that there is a more powerful car in front of you. Conspiracy!

Ford Mondeo 2010

As for efficiency, all that remains is to trust the official figures. As you know, in the running-in mode, a car consumes more fuel than later, and in our case, the running-in was accompanied by constant acceleration. A powerful sedan is a provocateur! But even at this pace, the average fuel consumption did not exceed 13.7 liters per 100 km.

We can’t help but say a few kind words about the PowerShift box. It feels much closer to traditional automatics than Volkswagen's DSG. No growls or twitching when switching - everything is extremely soft and smooth.

Ford Mondeo 2010

Ford Mondeo 2010

In a word, Mondeo received what a flagship model of one of the world's leading automakers should have. Now all that remains is to wait for the debut of the Ford Focus III, which will certainly receive the same filling. This means it threatens to become a real nightmare for competitors.

Past winners

Notes
The 2006 field being told that there was one lap remaining

• 1997:
  John Nemechek was seriously injured in a crash during the race, and died several days later, becoming the first of two drivers (the other being Tony Roper in 2000) to die from injuries sustained in a crash in the Truck Series.
• 1999, 2007–2009, and 2012–2013:
  The Race was extended due to a NASCAR overtime finish.
• 2005:
  Race postponed from Friday night to Saturday morning due to rain.
• 2006:
  First truck race at night.
• 2011:
  Race shortened due to rain.
• 2018:
  Won both the race and championship.

Multiple winners (teams)

Manufacturer wins

Pros and cons of the EcoBoost motor

Naturally, when choosing a car, taking into account the power unit installed under the hood, the future owner must understand that the engine has both positive and negative features. Ecoboost also has them.

The undoubted advantages of this option are:

• Excellent power performance with minimal volumes;
• Amazing level of efficiency;
• Compliance with all modern environmental standards;
• Guaranteed mileage of 400,000 kilometers;
• Less weight and dimensions of the entire power plant;
• Faster heating due to the use of special heat-conducting cast iron.

There are also disadvantages, but they are more likely not disadvantages, but a tribute to the manufacturability of the products that the world-famous automaker offers to use:

Inability to carry out major repairs of the installation. Manufacturers have calculated that in order to restore the functionality of their brainchild, it is necessary to carry out very complex procedures using expensive, high-tech equipment. Therefore, such a process is considered ineffective from an economic point of view and not relevant. That is, people are initially offered disposable products, and everyone knows the love of our compatriots for digging in their cars. However, the automaker is ready to provide all the necessary guarantees of the reliability of its products and a rather impressive resource for passenger cars - 400,000 guaranteed mileage. That is, for about two decades of active operation, which, according to the company, is quite enough; The proposed installation contains a huge number of auxiliary systems and components designed to obtain high levels of power and efficiency

Naturally, some of them are quite capable of failing due to careless or improper use, thereby creating certain problems for the car owner; This means using only high-quality fuel of at least 95-1 grade and good oil, which will have to be changed approximately every 15 thousand kilometers, even if the vehicle manufacturer implies long intervals between these procedures.

That is, it turns out that most of the shortcomings are not significant, and some of them are leveled out. For example, additional costs for the purchase of high-quality fuel will be reduced due to the excellent efficiency of such models.

Ford cars

The Ford F-150 is one of the best-selling vehicles on the planet. And considering that sooner or later the 2020 model will also undergo a redesign, we can confidently assume that the designers still have a large supply of creative thought and there will be no problems in this direction.

And finally, today, January 13, 2014, the thirteenth generation of the 2020 F-150 pickup truck was officially presented at the next North American International Auto Show in Detroit, while Ford itself is positioning its new pickup truck as the smartest and most capable F-150 when or created over the entire history of this car.

The new 2020 F-150 pickup truck, as previously expected, was based on the Atlas concept, the body of which is 93% made of a special aluminum alloy, which is essentially not much different from the alloy that the US military uses in its jeeps and combat vehicles M2 Bradley, this helps reduce the weight of the new Ford F-150 by 700 pounds. According to company representatives, the new aluminum body will also be more resistant to dents and scratches. In addition to aluminum, high-strength steel was used in the F-150's construction, and Ford says the steel is comparable to what competitors make some of its heavy-duty pickups and is rated at 70,000 PSI. Thus, the truck becomes faster, stronger and more efficient, and this is difficult to overestimate in real life!

“Our goal was to find materials that would allow us to design a pickup truck that was ultimately more fuel-efficient, stronger, stiffer and lighter than the current model, and we succeeded,” said Pete Friedman, Ford's manager of manufacturing research.

In addition, the 2020 F-150 has big innovations in the powertrain department, namely the all-new 2.7-liter EcoBoost V6 with automatic Start-Stop function, which is used here for the first time. The system automatically switches off if the truck is slipping or if the 4x4 is forcibly engaged, so the driver behind the wheel cannot be caught off guard when all the engine power is needed!

"No one has ever built a six-cylinder engine like this," said Raj Nair, vice president of Ford's global product development group. “It combines a number of advanced technologies found throughout the industry to create one of the most technically advanced and fuel-efficient engines ever built in the world.”

If desired, buyers will also be able to choose the new naturally aspirated 3.5 liter V6 engine as standard, while at the same time, the 2.7 engine will be positioned above it. Among other engines in the 2020 Ford F-150, the previous 5.0 liter V8 will be available, but the 6.2 liter V8, in turn, will be finally replaced by a 3.5 liter EcoBoost V6.

Ford has not yet officially released fuel economy and performance figures for the new engines, but we estimate that the 2.7-liter EcoBoost will be quite comparable in performance to the V8 engines produced by General Motors and other Ford competitors, while remaining a much more economical and preferable option compared to them. We also expect a slight reduction in power for the 3.5-liter engine, intended to improve fuel efficiency. At the same time, the 5.0 and 3.5 EcoBoost are unlikely to surprise us with their power and torque figures; they will most likely only benefit in terms of fuel efficiency due to the reduction in vehicle weight.

Interesting fact, the Ford F-150 already managed to participate in this year's Off Road Truck Baja 1000 rally. Now the most intriguing thing is that the truck that participated in the race was technically nothing more than a 2020 F-150 pickup truck, which, despite all this, was hidden in the body of the previous model, and under its hood there was a new 2.7-liter EcoBoost engine. So, it looks like the pickup seen in Detroit was already thoroughly tested before it was officially unveiled! And that's good news!

The cabin of the new F-150 is still easily recognizable, but looks new, new, higher-quality materials were used inside for finishing the cabin, and Ford also confirmed its intentions to equip the pickup with the SYNC system, MyFord Touch and an 8-inch multi-function screen in the instrument panel panels. The new Ford F-150 truck will also receive LED lights, a rear view camera, a towed trailer brake controller, a 360-degree camera system for full control of blind spots, remote control of the rear doors, high-voltage outlets, and a Sony car audio system with HD radio. and the new BoxLink system.

Note that the BoxLink system is designed to add a high degree of versatility to the bed of the 2020 F-150 pickup truck, according to the developers, BoxLink allows passengers to reconfigure the bed exactly as they see fit, this system was first tested on the Atlas concept. In addition, the new pickup truck is equipped with a “smart towing device” that alerts the driver to possible problems with the trailer connection, including burnt-out brake lights, parking lights and trailer battery failures.

The new 2020 F-150 will be available in five trim levels: base XL, XLT, Lariat, King Ranch and Platinum. The new F-150 will go on sale at the end of this year; it is unlikely that it will be possible to buy it before this period.

Photos and video of the new Ford F-150 from the auto show in Detroit.

Engine family list

Review of Ford Fiesta 1.0 EcoBoost (2014)

Review about the fiesta. Preamble.

I ordered a car in Paris, Charles de Gaulle airport, for one week with full insurance coverage. We ordered a B class car, since it was intended to travel some distances and take on board passengers who were unable to rent a car. The rental cost 238 euros and they also blocked 40 euros for gasoline.

The basic one was a petrol Opel Corsa with low HP... like 68yu. Upon receipt, our friends received a Toyota Yaris hybrid with a Varicopter, and we got a Fiesta Hatch 1.0 Ecoboost 100hp in a beautiful blue color.

The notorious three cylinders and a liter of volume.

We found a beauty in the parking lot, I couldn’t start it right away, it turned out that I had to squeeze out the scene. The mileage of the car was slightly less than 17,800. From the configuration, what became clear during operation: 1. a rain sensor, which for my taste had low sensitivity and did not completely clean the wet glass 2. Daytime running lights and car lights, no complaints about the operation of which were identified. 3. The wheels on alloy wheels are small in size, apparently size 14 with a dimension of 185/50 - electrical tape, but I didn’t experience any problems. 4. Mouzon turned out to be surprisingly good, except for the low volume. The system kept hinting that let’s connect the phone legitimately. There was no choice of language; I decided not to bother with French. 5. Electric windows in front with closers, paddles in the rear. 6. two cigarette lighter sockets, although the front one didn’t work, which almost drained the phone; I plugged it into USB, then I used the rear one. 7. There was cruise control.

Now to the car itself. The trunk turned out to be quite roomy, but three suitcases did not fit in there - medium, large and very large. The largest one was thrown into the salon. My wife and I sat down, took a passenger and drove 80 km towards the village. 2/3 of the route was on multi-lanes, a third or a little less on local roads. However, this trip revealed the main advantages and disadvantages, which were then supplemented by a number of minor points. So the main drawback is the lack of steering feedback, especially in smooth turns. It was not possible to maintain the trajectory automatically, but when there was a threat of falling out of the lane, I had to push the steering wheel. At the same time, the chassis is excellent, tenacious, comfortable and quiet. The seat turned out to be surprisingly comfortable, although it’s tailored for non-fat riders, but it suits me. Not a Volvo, of course, but a little worse. When it started to rain, it turned out that the wipers were short and left a 15cm strip on top, which was surprising, but it didn’t bother me on the highway.

If anyone cares, the front panel is covered with soft plastic, with hard plastic in the middle above the radio. It looks nice, but the center console of modern Fords is too Asian. On the doors there is an imitation of the same soft plastic, but hard. For me, it would be better to do it the other way around.

Well, now to the most controversial thing - a liter engine with three pots and 100 hp. Apparently most of the story will be devoted to him. So three times the engine of the year, and at the very least - the engine of the year in its volume. I don't know where to start. Perhaps I’ll start with something new for me as a driver - the recommendation to shift to the next gear according to the indication on the dashboard. It is suggested to go to 2000, there are five gears. And under thrust up to 2000 rpm the engine makes such sounds that you feel sorry for it and yourself, but at higher rpm it is very quiet and pleasant... Maybe you're already used to an odd number of cylinders, but the Volvo sounds different - quiet under low throttle and loud under full throttle, regardless of rpm. Well, it doesn’t last well until 2000, and then it’s fine, but as described earlier in the review of turbo golf, pressing the pedal all the way doesn’t give you much of an effect. Somehow on the highway, after lifting the limit from 90 to 110, I gave gas up a small hill - it accelerates poorly, turned on 4th, which was also not a fountain, turned on 3rd - 103, 104, 105 (according to the navigator) in about a second I gained 2 km, I was really surprised ( ((Before delivery, I stopped in Paris during morning traffic jams (I’ll write about this in tourism) I was driving in 1st and 2nd otherwise there wasn’t enough dynamics. Moreover, even in 1st gear there wasn’t enough dynamics, and I’m not accustomed to playing with the clutch up to 2000 rpm. It turned out - the man lets me into the hole, I get in, start accelerating slowly for the first 30 meters, and then the acceleration speed becomes good. I loaded everyone with suitcases and the car immediately felt better. Conclusion - for me the engine is weak, but in principle it’s acceptable when driving alone. Now on to the consumption . It surprised me - 6.0 at 90 km/h, although then it turned out to be the same 6 liters at 130. Somehow on a toll road I got on smooth and quiet asphalt and, lo and behold, at 110 - 4.7-4.8. I haven’t driven a manual for more than two years , but it never stalled, although the clutch was jammed.Upon arrival, I spent three days looking for the clutch with my left foot.

As a result, having driven over 800 km, I can say the car is good, in addition to the mentioned steering, there was not enough traction at the bottom - up to 2000 rpm. A few words about my friends’ car—the hybrid Yaris. And from practical considerations it turned out that a flat object measuring one meter by one meter fits into the Yaris into the trunk and through the rear seats into the cabin, but in a fiesta this is neither the case nor that. They gave me a 4-5 km ride. The first thing I didn’t like was the seats with short cushions. The drive in the Yaris is less, but acceptable...well, everything looks cheaper inside, but there is a large touch screen. Switching from electric to gasoline is not felt.

I uploaded a photo to the gallery, and a photo of the hybrid at the same time.

References

Inline three-cylinder

1.0 L Fox

Ford produces a 1.0 L turbocharged in-line three-cylinder engine for the EcoBoost family developed at Ford's Dunton Technical Center in the UK. Production started in April 2012. The 1.0 is built initially in two versions: 74 kW (101 PS; 99 hp) and 88 to 92 kW (120 to 125 PS; 118 to 123 hp).

The more powerful version delivers a maximum of 170 N⋅m (130 lbf⋅ft) from 1,400 to 4,500 rpm and 200 N⋅m (150 lbf⋅ft) on overboost, which makes for a broad torque curve when compared to a naturally aspirated gasoline engine A 140 PS (100 kW; 140 hp) version has also been released in the Fiesta Red Edition and Black Edition, with 210 N⋅m (155 lb⋅ft) of torque. The engine block is cast iron, which offers, in addition to the required strength, up to 50% faster warm-up than aluminum, at the expense of additional weight.

To quell the natural vibrations of a three-cylinder design, unspecified efforts have been made in the flywheel design to ensure satisfactorily smooth running without the use of energy sapping balance shafts.

The engine is packaged in an engine block with a footprint the size of an A4 sheet of paper. With the introduction of the face-lifted 2013 Ford Fiesta, Ford introduced a naturally aspirated version of the 1.0 Fox engine. The two versions produce 65 hp and 80 hp, and both engines use direct injection and Ti-VCT like the turbocharged versions. Start-stop technology is also available.

The engines are produced in Cologne, Germany, and Craiova, Romania, and Chongqing, China. Production is expected to be 700,000–1,500,000 units per year. The engine is available in Ford Focus, the Ford Focus-based C-MAX and Grand C-MAX, Ford Fiesta, the Fiesta-based B-Max, and Transit Courier. This version is also available in the second-generation Ford Ecosport manufactured and sold in Brazil, India, Thailand, and Russia, although in some markets, this vehicle comes with the 2.0 L EcoBoost engine.

Ford has announced that the 1.0 L EcoBoost engine will be available for the American market starting with the all-new 2014 Ford Fiesta sedan and hatchback. It was announced at the 2012 Los Angeles Auto Show, when the 2014 Fiesta was introduced. The 123-hp version is now available in the North American market Focus starting with model year 2020. The engine is said to account for just less than 5 percent of Fiesta and Focus sales in the US, according to a 2020 report. In the latest run of events, the 1.0 L engine was awarded the International Engine of Year Award 2020, making it the Best Engine Under 1.0 L for the fifth time in a row.

In 2020 Ford was again awarded International Engine of Year (for Engines Under 1.0 L) with an almost completely reconfigured version of the Ecoboost 1.0. Although thermodynamically similar to the old Ecoboost 1.0, the new engine features cylinder deactivation under low-load conditions. A new dual-mass flywheel and a vibration-damping clutch disc help neutralize engine oscillations when running on two cylinders . Production started in 2020.

Applications

85 PS (63 kW; 84 hp)

2018–2019 Ford Focus

100 PS (74 kW; 99 hp)

• 2012–present Ford Focus
• 2012–present Ford C-Max
• 2012–present Ford B-Max
• 2013–present Ford Fiesta
• 2013–present Ford Ecosport

125 PS (92 kW; 123 hp)

• 2012–present Ford Focus
• 2012–present Ford C-Max
• 2012–present Ford B-Max
• 2013–present Ford Fiesta
• 2013–present Ford EcoSport
• 2013–present Ford Mondeo
• 2014–present Ford Transit Courier

140 PS (100 kW; 140 hp)

• 2014–present Ford Fiesta
• 2014–2018 Ford Focus

1.1 L Duratec Ti-VCT

Applications

70 PS (51 kW; 69 hp)

2017–present Ford Fiesta 1.1 Ti-VCT (70)

85 PS (63 kW; 84 hp)

2017–present Ford Fiesta 1.1 Ti-VCT (85)

1.5L Dragon

On 24 February 2020, as part of the unveiling of the seventh generation (Mk8 - UK) derived Fiesta ST, Ford announced an all-new aluminum inline 3-cylinder 1.5 L EcoBoost engine with cylinder deactivation technology. The version of this engine announced for the Fiesta ST produces 200 PS (150 kW; 200 hp) at 6,000 rpm and delivers 290 N⋅m (210 lbf⋅ft) of torque from 1,600 to 4,000 rpm.

The engine is based on an expansion of the 1.0 EcoBoost, taking the capacity per cylinder up to 500cc which Ford considers is likely to be the maximum for optimum thermal efficiency. The engine is an all-aluminum design with integrated exhaust manifold, low inertia mixed flow turbocharger and combines both port fuel injection and direct fuel injection.

The engine will be available with cylinder deactivation technology, implemented by stopping fuel delivery and valve operation for one of the engine's cylinders in conditions where full capacity is not needed.

Applications

150 PS (110 kW; 150 hp)

2018–present Ford Focus

182 PS (134 kW; 180 hp)

• 2018–present Ford Focus
• 2020–present Ford Escape

200 PS (150 kW; 200 hp)

2018–present Ford Fiesta ST

Test drive the new Ford Mondeo 2.0 EcoBoost: the world guy

of difficult times for Ford . The test presentation of the Mondeo , was to be carried out without leaving the place of registration of both the car itself and your humble servant, in St. Petersburg. Mondeo is one of the brand's hopes for regaining lost positions. Let's see if there are any chances.

Now the Ford Mondeo has again become the same as it was seen at the very beginning, when it was awarded the name “World” (from the French monde). That is, “worldwide”. Essentially the same for all markets on all continents. This makes it clearer, and even cheaper and easier to produce cars, and, as a result, you can earn more on the margin. And in this vein, Ford people often remembered their colleagues from Volkswagen, either with resentment and reproach, or with envy and admiration, noting that they had learned to produce on the same platform and from the same components and components cars not only of different brands, but also and different segments. But the production of platforms in the automotive industry is almost the largest expense item. What kind of margin should these “Germans” have?!

Previously , the Mondeo was different for different markets. For example, the third and fourth (previous) generations of the car in the USA were sold as Ford Fusion . Those cars were built on a larger Mazda 6 platform from the mid-2000s.

Marketers from Ford have compiled a detailed portrait of the Mondeo buyer. He (note, not “she”) is 39 years old, he is not an oligarch, but he strives to make a career and is not averse to demonstrating his status to others. He is intelligent, appreciates the presence of new technologies in the car, but does not like crossovers. And most importantly, he would rather choose Ford than Toyota. If you do not take into account the last couple of criteria, then there will be a lot of such people, but the problem is that crossovers are captivating an increasing number of car enthusiasts, and the Toyota Camry is so conveniently located on the throne of the business segment of sedans that you can’t help but doubt the marketing success of Mondeo.

The leader of the Russian segment D is Toyota Camry. Ford is well aware that it is impossible to dislodge the Japanese sedan from its leading position in Russia for the “blue oval” this year. And in the future it will be very problematic. But the goal of entering the top three has been set, and Camry has been chosen as a reference point.

In response to questions from journalists about the reasons for the lack of hatchbacks, station wagons, diesel engines and all-wheel drive transmissions for the Ford Mondeo in Russia, Denis Marfutin, Marketing Director of Ford Russia, calmly noted that the Camry also does not have all this and Toyota is not embarrassed at all. And the marketer is echoed by statistics: sales of hatchbacks and station wagons of the previous generation Ford Mondeo make up some pitiful percentages in the total sales flow of the model.

In 2014, 34,100 Toyota Camry cars were sold in Russia . This is 28.2 % of the market and a strong slap on the head to marketers of all brands whose cars are sold in the same segment. Second place goes to Mazda 6 (10,700 cars ), third place to Nissan Teana (9,700 cars).

But almost every marketer of every company, before launching a new product, has a clear “plan to take over the world” with the clear advantages of their product, the disadvantages of competitors and the problems of the audience that the Product will solve. Most of the time these plans fail. But the new Mondeo, it seems to me, is not a failed project.

Even those who have never seen James Bond's cars in person can see Aston Martin in the new Mondeo. The large, slightly bulky sedan looks pretentious and expensive.

Although the new Mondeo does not give the same impression of premium and status in the cabin. No, looking at the photo of the salon panorama, it seems that there is a really expensive, comfortable and stylish interior here. But upon closer examination, only the latter remains. The abundance of buttons on the steering wheel forces you to use the usual alternatives on the center console or ask the navigator to turn on the heated steering wheel or turn down the music.

The digital instrument panel looks great, but you can only read RPM and speed from it; all other indicators are motley and fall into a heap. The current gear indicator only works in manual mode. The appearance of the infotainment system panel makes you think that some buttons and functions are missing due to the poverty of the equipment, although this is not the case. There are too many empty spaces here, apparently left at the request of the designers.

No wonder Ford marketers hope to attract the attention of hunters for new technologies. The owner of a car with bi-xenon headlights, writing this, felt the dust of centuries settling on his 2012 German sedan after hearing about the dynamic LED headlights of the new Mondeo and seeing them in action. They shine around the corner, ahead, far ahead, changing direction and range every second depending on where and at what speed you are moving. They are bright and energy efficient, they are the future, and for Mondeo owners, the present.

The new Mondeo also has inflatable seat belts for rear passengers, seats with a massage function, an automatic braking system, an automatic parking assistant, as well as a smart on-board information system SYNC 2, which recognizes voice commands, and other features.

But Ford employees themselves admit that, despite knowing traffic jams thanks to RDS, the system is still inferior to a smartphone with Yandex.Traffic in efficiency. The voice commands that SYNC 2 understands were also recognized by the previous version, and I can’t relate to such a system except as a toy; Showing off in front of your friends with the presence in the car of a girl who understands you by ear is a pleasure for a week. Then you will forget how to “call” this girl.

The box office in Russia is designed to be made by a 2.5 starting naturally aspirated engine with a power of 150 horsepower, which plays the role of a good “workhorse”. We got a Mondeo for testing with a 2.0-liter turbocharged EcoBoost. Even in the least powerful of the two 200-horsepower versions, it “shoots” at any speed (especially good from a standstill), and at the same time it operates quieter than atmospheric. Driving a car with such an engine will always be a pleasure, and the 39-year-old “careerist” will defend his right to get behind the wheel from his wife (children, father-in-law and other contenders) with sincere zeal. Only the current speed limit will be stressful.

And you need to be more careful with this: a Mondeo with this engine is a real provocateur. Acceleration is perfectly felt on the speedometer, but the vestibular apparatus is silent, leading you under the cameras hung on the ring road at an “uncomfortable” speed. Yes, and questions may arise regarding the operation of the brakes - the Mondeo stops a little worse than it accelerates; During the test, I experienced relief a couple of times (in the sense of exhaling with relief, and not what you thought), having managed to stop the car in a seemingly ordinary situation that did not require emergency efforts.

In the new Mondeo, instead of a hydraulic booster, there is its electric counterpart, capable of changing the force depending on the speed. The steering wheel has retained its information content, and at high speed the driver’s hands feel the reverse heaviness and severity of the consequences of a sharp turn. At city speeds, the steering wheel is light, especially when parking, you understand all the advantages of such a scheme. I have not tried parking using an electronic parking system. Probably because I’ve played enough with similar systems in other cars, and I don’t have any problems with this maneuver myself.

There will be no Mondeo station wagons or hatchbacks in Russia. We will also not see diesel and turbocharged micromotors that are popular in Europe. And only the automatic transmission will change gears for us. Having heard this, fellow journalists immediately began to contact Ford representatives with declarations of love for diesel station wagons with manual transmission, which, I bet, none of them have in their garage. Our people tend to regret what we don’t have, and when asked why we don’t buy, they say, “No, it’s expensive! And do I need it?!”

What's the result?

The two-year delay in coming to Russia played a cruel joke on the Ford Mondeo. Not only has everyone who needed a business sedan already bought one, but our car market is also going through one of its most difficult periods. So the car will have a chance of success only at very attractive prices. And they do exist. At least they try to be so.

With a 200-horsepower turbo engine, the new Mondeo is, of course, very good, but this is rather a choice for an ardent fan of the model. The most rational option would be to buy the basic version. After all, it combines the most desirable things for our car enthusiast: a large 2.5-liter engine, an automatic transmission and a hefty, beautiful sedan body. The nuances of the configurations are still not visible from the outside, but a serious and respectable car is visible to all neighbors from afar. Moreover, the Ford-Sollers alliance swore to keep prices at a level acceptable for Russians and to become almost a national brand. But what if?!

Ford Ecoboost global savings

Currently, Ford Motors is the first car manufacturer in the US market in terms of annual output, ahead of such giants as General Motors and Toyota, and second in the European market after the Volkswagen Group. It is obvious that reducing the level of fuel consumption of at least one of this companies will make a significant contribution to reducing humanity’s oil dependence

It is also important that such technology is simple and accessible. In 2007, at the Detroit Motor Show, with the help of the Lincoln MKR, Ford demonstrated a new generation of the Twin-Force gasoline engine, which, according to fashion, received the unequivocal name EcoBoost

The first in the Ford EcoBoost family was a 415-horsepower V6 GTDI with direct fuel injection and two turbochargers. In terms of characteristics, the new gasoline engine was not inferior to six-liter naturally aspirated engines, but it was lighter, more compact and, according to the engineers of the American company, 15% more economical. Another feature of the first Ford EcoBoost engine is the ability to operate on one of the most common types of biofuel – E85 bioethanol. It not only reduces the level of harmful emissions, but also increases the dynamic characteristics of the power system.

Just a year later, the Ford Ecoboost line was replenished with an inline four-cylinder 2.0 GTDI, first shown on the Explorer America concept car. Most recently, the company announced the availability of two new 4-cylinder engines: 1.6 and 2.0 GTDI. The first will be equipped with the C-Max compact van, the second will be equipped with the Explorer and Edge models. At the 2010 Beijing Auto Show, the American company, using the B-Max prototype, showed the most compact three-cylinder Ecoboost 1.0 GTDI, demonstrating high economy and low emissions.

Ford Mondeo EcoBoost 2.0 GTDI

Ford plans to grab a significant slice of the Chinese auto market by increasing sales of models with the latest fuel-efficient engines. In March of this year, a Ford Mondeo with a 236-horsepower EcoBoost 2.0 GTDI (340 Nm), coupled with a six-speed transmission with a PowerShift twin clutch, became available in the Middle Kingdom. Thanks to this duo, the Ford Mondeo EcoBoost can be considered one of the most economical in its class.

The main feature of the Ford Ecoboost is a turbocharger and direct fuel injection. Together, these two technologies show excellent efficiency without loss in dynamics. In fact, Ford Ecoboost is a 20-30% reduction in fuel, and together with Ford’s proprietary start-stop system, another 5-7%.

The development of the Ecoboost family of gasoline engines does not mean that Ford is abandoning other solutions. The company produces electric vehicles and hybrids, and at one time even presented a hydrogen concept car, most of the elements of which are made from natural materials.

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Ford EcoBoost engine: how to save money while driving dynamically?

For the third year in a row, the Ford engine, installed on many modern models of the line, received the title of “Best Engine of the Year” (“International Engine of the Year”). In the final of the 2014 competition, Ford's EcoBoost beat the Ferrari V8 power unit by 70 points.

Holding the title of “best engine in the world” for three years is an outstanding event in itself, not previously repeated by any automobile brand. However, there is one factor that makes Ford's success significant beyond the automotive world. The fact is that the triumphant winner of the prestigious competition, the Ford EcoBoost engine has a volume of only ... 999 cubic centimeters. This is a 1.0-liter engine, available in three versions - 100 horsepower, 125 hp. and a boosted version of 140 hp. (first introduced June 2014)

Thus, Ford engineers proved to the whole world that a modern engine can be economical and environmentally friendly, on the one hand, and powerful and dynamic, on the other hand. You just need to correctly use the beneficial effect of the power unit, increasing and increasing its efficiency.

Everything is as simple as shelling pears, and now the owner of a modern Ford model knows that customs clearance in Moldova for his 1.0 car cost only 400 euros, road toll and annual insurance are much cheaper, fuel required for 100 kilometers is 20% less compared to a standard gasoline engine, and on the road his car is in no way inferior to its competitors in terms of dynamic performance. Moreover, not only, so to speak, direct competitors.

It was not for nothing that we mentioned at the beginning of the article that in the final of the “Best Engine of 2014” competition, the Ford EcoBoost engine was ahead of the 4.5-liter 8-cylinder power unit from Ferrari. The fact is that to compare engines of different calibers in the automotive world, such an indicator as “unit power per liter of volume” is used. The leaders in these indicators are the 2.0-liter Mercedes “turbo-four” installed on AMG racing models (360 hp in total, 180 hp per liter of volume) and the 3.8-liter engine on the Porsche 911 Turbo S (total 560 hp, 147 hp for each liter of volume). So, in third place in this very honorable rating is the 1.0-liter Ford EcoBoost engine, which, as mentioned above, develops 140 hp in one of its new versions. This engine is superior in performance to many very worthy competitors.

The 1.0 liter 3-cylinder Ford EcoBoost engine features variable valve timing and direct injection, as well as a low-inertia turbocharger capable of accelerating to almost 250 thousand rpm.

Ford EcoBoost: Tested in Moldova One of the main trends in the current civilized market of new cars in Moldova is the reduction in engine sizes of the most purchased models. No, our motorists are not yet planning to switch to “small cars” in the classical sense of the word. However, the automakers themselves offer on the Moldovan market models that are already loved by local motorists, such as Ford Focus, C-Max, Fiesta - with a new innovative 999 cc EcoBoost engine. cm.

If we look at the warehouse of new cars of the official Ford dealer in Moldova, we will see that more than half of the 18 cars that are presented at the warehouse in Chisinau (as of 07/07/2014) are equipped with a 1.0 EcoBoost engine. This is the Fiesta model with a 100 hp unit, and the best-selling Focus brand in the 125 hp version. and minivans B-Max (100 hp) and C-Max (125 hp). It is worth noting here that the 140 hp version of the engine. appeared on the European market only in mid-June this year and is so far available only on the limited versions Fiesta Red Edition and Fiesta Black Edition.

In total, the EcoBoost engine, which appeared in Europe in 2012, is currently installed on the following models: Fiesta, Focus (sedan\hatchback\universal), B-MAX, C-MAX and Grand C-MAX, on the Tourneo line (Connect and Courier), as well as the Ford Transit family (Connect and Courier). Isn't the one-liter engine in the commercial Ford Transit the future?

The three hottest offers on cars with a 1.0 EcoBoost engine : (as of 07/07/2014)

DAAC Hermes – Ford Auto Center Chisinau, st. Kalya Orheiului 111\6 Car showroom phone: (022) 406-240 Car service phone: (022) 406-250 ford.md

What problems happen with the Ford 1.6 EcoBoost engine

This power unit was not without problems caused by both engineering miscalculations and operating features.

Engine overheating

At first it turned out that the cooling system of the 1.6 EcoBoost engine received a cooling system with extremely unreliable plastic pipes. They, as well as the expansion tank, burst and fell off. The antifreeze was leaking, causing the engine to overheat. In addition, the thermostat, antifreeze temperature sensor and cooling system bypass valve were not particularly reliable. Under warranty, the pipes were replaced with rubber ones, and the damaged parts were replaced.

Worst of all, many 1.6 EcoBoost engines suffered from overheating. Overheating caused the cylinder head to deform and even crack, causing engine oil to flow through the block. There are 13 known cases of fire that started due to the ignition of engine oil that got onto the hot manifold of the 1.6 EcoBoost engine.

Fuel system

The fuel injectors of the 1.6 EcoBoost engine do not tolerate low-quality fuel, become clogged, and their performance decreases. However, the injectors can be ultrasonic cleaned. The 1.6 EcoBoost engine does not tolerate operation on 92-octane gasoline and requires a minimum of 95-octane. If the injectors malfunction and deviations in mixture formation occur, there is a risk of pistons burning out when

LSPI - an unprecedented problem

Many small turbocharged engines have developed an unprecedented problem - spontaneous combustion at low speeds. That is, the fuel-air mixture ignited on its own. This phenomenon occurred in the most efficient engine operating mode - at low (up to 3000 rpm) speeds and at high pressure in the combustion chamber and at a sufficiently low coolant temperature. In practice - when driving on a highway at a constant speed.

What happens with LSPI? The fuel-air mixture begins to ignite on the compression stroke - as the piston moves to top dead center. At the same time, the pressure in the combustion chamber rises sharply - 2 or 3 times higher than normal, that is, from 30-50 bar to 100. As a result, as a rule, one or more pistons are destroyed. Pistons may crack, the partitions between the rings may collapse, and the skirts may “fall off.”

Why does LSPI occur? The culprit turned out to be motor oil with a high content of calcium salts, which are part of detergent additives. Already when the oil contained 0.1% calcium, the effect of spontaneous ignition was evident, and at a concentration of 0.2% ignition occurred three times more often.

Spontaneous ignition occurred in tiny oil vapors that leaked into the space above the piston. To solve the problem, engine and oil manufacturers changed the composition of additive packages, reducing the proportion of calcium. Anti-wear additives based on zinc, phosphorus and molybdenum turned out to be an excellent “antidote”.

In short, to solve the problem of sudden engine failure, you need to operate the 1.6 Ecoboost engine with a fully synthetic 5W-20 viscosity engine oil with a suitable WSS-M2C945-A approval.

​​Ford engines with EcoBoost technology

​Ford EcoBoost engines use turbocharging and direct gasoline injection into the combustion chamber to increase engine power, reduce exhaust emissions and improve fuel efficiency by up to 20 percent.
Instead of using more expensive diesel or hybrid engines, EcoBoost technology takes a currently available gasoline engine and improves its design. Ford's 2.0-liter EcoBoost I-4 (inline-4) engine uses many of the fundamental principles of Ford's original 3.5-liter EcoBoost V-6 engine with turbocharging and direct injection. A turbocharger increases the amount of air entering the engine to increase power, while direct injection helps ensure more efficient fuel combustion for improved fuel economy. Just like the first generation of EcoBoost engines, the EcoBoost I-4 will quickly reach its peak torque speed and maintain it over a wide range - Ford estimates from 2,000 rpm to 5,500 rpm.

​ ​ A turbocharger takes energy from exhaust gases that would otherwise be wasted and returns it back to the engine for improved operating efficiency. Simply, a turbocharging system delivers more air to the engine, creating more power. The compressor increases the pressure of the air entering the engine, and the intercooler reduces its temperature before entering the combustion chamber.

Ford's 2.0-liter EcoBoost I-4 engine also adds Ti-VCT technology (Twin Independent Variable Camshaft Timing). Ti-VCT technology provides precise control of the valve timing of both intake and exhaust camshafts, which independently change the opening and closing timing of the valves. The ability to vary the overlap of the intake and exhaust valves will help avoid compromises in two processes: the intake of fresh air charge and the release of exhaust gases. The result is increased efficiency through reduced pumping losses, resulting in better fuel economy - approximately 3 to 4 percent compared to non-VCT engines. Another advantage of Ti-VCT technology is the extended torque curve. Since the Ti-VCT strategy allows the intake valve to close early, instantaneous power is delivered when the driver requires it at low engine speeds. At high rpm, the camshaft's delayed intake valve closure forces additional air into the cylinder, adding about 10 percent more power to the engine than non-VCT engines.

​The fuel delivery system has been completely redesigned and modernized to take advantage of EcoBoost technology. The high fuel pressure pump produces up to 2,200 psi (150 bar) - more than 50 times the norm for conventional I-4 engines. The high pressure pump is a cam driven mechanical plunger pump with a single plunger and an electronic valve that controls how much fuel is sent to the fuel rail with injectors.

​Every engine stroke, six separate jets from each injector inject fuel directly into the combustion chamber, mixing it with incoming air, resulting in no delay in injection timing or engine fuel utilization. The fuel spray cone and angle were optimized after extensive computer modeling work, resulting in a qualitatively improved air-fuel mixture, increased engine efficiency and reduced exhaust emissions. When fuel is injected into the cylinder, it evaporates and cools the air that was introduced into the cylinder. Improved charge cooling allows EcoBoost engines to use a higher compression ratio than was possible on manifold fuel-injected engines without knock. In addition, a higher compression ratio leads to lower fuel consumption throughout the engine operating range.

​The operation of a turbocharger in combination with a direct fuel injection system makes it possible to almost completely eliminate turbo lag. The turbocharger, spinning at up to 200,000 rpm, is designed for 240,000 km or 10 years of operation.

​