1.0l EcoBoost 2nd Generation: A Success Story Continues

Authors

Dipl.-Ing. Carsten Weber, Dr.-Ing. Martin Wirth, Dipl.-Ing. Rainer Friedfeldt, Dr.-Ing. Helmut Ruhland, Dipl.-Ing. Jan Mehring, Dipl.-Ing. Jan Linsel, Dipl.-Ing. Ludwig Stump,
Ford Motor Company, Cologne;
Jean-Marc Le Bihan,
Ford Motor Company, Becontree

Summary

6 years ago, the Ford 1.0L I3 EcoBoost engine was presented here. It turned out to be a benchmark for the new generation of downsized gasoline engines. Its success was underlined by the unbroken series of wins of the prestigious international “engine of the year award”. It became the forerunner of a whole breed of small downsized 3-cylinder engines. The Ford 1.0L EcoBoost is a unique
design entirely tailored to 3-cylinder design and boosting requirements. With the original engine being successful on the market in various Ford vehicles, the next generation of the engine was developed with the aim to prepare the engine for all future challenges. The main focus here was on a further optimization of fuel economy as well as a refinement of transient response. The key technology for fuel economy improvement is cylinder deactivation, applied for the first time on a 3-cylinder engine.
It turned out to be applicable on the Ford EcoBoost I3, mainly due to its outstanding NVH qualities. For improved fuel economy, the compression ratio was further increased. This step was based on a refinement of the robustness against engine knock. First of all the cooling concept was changed. While the original engine used the longitudinal coolant flow principle, the new generation engine comprises a new cross reverse serial flow (CRSF) concept providing priority cooling of all critical engine areas resulting in significantly reduced wall temperatures in the combustion chamber. The overfuelling requirement is minimized and the engine can be
homologated to all current and near future worldwide emission legislations. Upcoming applications required a change of the engine installation from front to rear exhaust. A change of the cooling flow direction enabled a migration of the central injection DI combustion system to a transverse oriented layout which secures better mixture homogeneity. The performance of the combustion system was optimized with extensive use of CFD simulations. The dynamic capabilities of the engine could be further refined by introduction of a new generation turbocharger with a diagonal flow turbine. The engine is prepared to run on alternative fuels such as E100, CNG and synthetic liquid and gaseous fuels. The engine is ready for the transition into a sustainable future with electrified powertrains and IC engines fulfilling their role in hybrid concepts based on synthetic fuels.

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