Introducing 2,3 EcoBoost Engines Ford Mustang and EcoBoost 1,0
After the Ford Mustang became the best-selling sports car and the 1.0 EcoBoost small engine won the Engine of the Year award for the fifth time in its class, we decided to tell you more about the powertrain of the first and small three-cylinder masterpiece.
The Ford Mustang 2,3 EcoBoost four-cylinder engine is a high-tech unit that has no reason to worry about driving such an iconic car. But it achieves all of this thanks to the already proven solutions of other EcoBoost machines, including the small masterpiece EcoBoost 1,0.
The fact that the introduction of a base four-cylinder engine to the new Mustang still looks odd means that we are indeed living in interesting times of rapid and radical change. However, they happen so quickly that they do not allow to assimilate the irreversible course of accompanying events. However, it should not be forgotten that the 2,3-liter engine of the sports car does not come from anyone, but from the already proven maestro of size reduction Ford. The facts are undeniable - the 1.0 EcoBoost recently won the International Engine of the Year up to 1,0 liter title for the fifth time in a row, and before that it won the absolute International Engine of the Year award three times, something that no one else knew thanks to its masterpieces. companies have failed. Ford was probably hesitant to offer the new V2,7 Mustang, which, despite modifications, is now an archaic machine that could easily be replaced with one of the twin-turbocharged six-cylinder EcoBoost units (3,5 EcoBoost and 100, XNUMX EcoBoost ). It is true that even the largest of them cannot provide the characteristic octave sound, but it is also true that its most powerful version offers 5,0 Nm, more than XNUMX Ti-VCT.
Anyway, we can say for sure that in this form, the V-XNUMX sings its swan song, whether we like it or not.
In fact, exactly 30 years ago, Ford stunned the American auto industry by offering the fastest Mustang, the SVO version, not with the typical large V-2,3, but with a turbocharged XNUMX-liter inline engine. Yes, that's right - the same volume and filling as the new 2,3 EcoBoost. And then time speaks for itself - legal restrictions on US emissions are getting stricter - and the engine is based on the existing naturally aspirated car from the Ford line. However, we have to mention the interesting fact that the power of this car - despite the loud meaning of the words behind the abbreviation SVO, or the unambiguous name of Special Vehicle Operations - is only 175 hp, which seems ridiculous at almost double the size. number in the new mustang.
As with the entire line of new downsized units, Ford uses the much more modest but, as it turns out, more influential phrase EcoBoost, and the 2,3-liter engine from the XNUMX-liter unit has been under intensive development for three years. ... The engine is designed to accommodate both front and rear transmission, so it comes as no surprise that it appeared simultaneously in front-wheel drive. Lincoln MKC and Mustang.
EcoBoost is running at full capacity.
When Ford engineers unveiled their 1,0 EcoBoost three-cylinder turbo engine to the tech community in 2012, it still seemed like a distant mirage to many. Then, for three years in a row, this car became the winner of the International Engine of the Year competition - which has never happened in the entire 16-year history of the competition. Added to this are five consecutive years (including 2016) during which he earned the title in his class. Bob Fasetti, head of engine development for the blue oval company, says he never imagined an engine would have such an impressive success. When, at the beginning of the development phase of this car, the then head of the engine department, and now higher in the Ford hierarchy, Barb Samardzic, presented a new concept to the board of directors in Detroit, one of the skeptical bosses even asked, didn't he? sound like a sewing machine. In fact, the decision to create one is not an easy and rather bold step forward, because the technologies of turbocharging and direct injection are not yet sufficiently developed, at least for Ford engineers. And integrating them into such a machine is a leap into the unknown. The first in a line of downsized engines, the 3.5 EcoBoost, is not quite a downsized engine as it is a more powerful version of the naturally aspirated engine that existed at the time.
Now that Ford covers virtually the entire range of cars on offer with such units, there seem to be clear answers to the question of the future of naturally aspirated units. However, the company's engineers are leaving such opportunities, focusing mainly on cars for basic urban purposes, where it is not necessary to have such a large power. This, for example, is the naturally aspirated version of the three-cylinder engine. When it comes to more power and less fuel consumption, there is no alternative to this technology in gasoline engines. The next generation of EcoBoost engines, along with the previous EcoBoost 3,5, 1,0, 1,6 and 2,0 engines, include the 1,5 and 2,3 four-cylinder and the 2,7 six-cylinder.
The first of these, unveiled at the 2014 Geneva Motor Show, is a development of a 1,6-liter engine, the smaller displacement of which is mainly due to the fact that engines with a displacement of less than 1,5 liters enjoy significant tax incentives in China. . However, it is a more modern car than its 1,6-liter sibling, and at the same power levels of 150 and 180 hp. provides lower fuel consumption. This new generation (made in Romania) borrows technology from its smaller 1,0 EcoBoost counterpart, such as a completely new head design with improved cooling and integrated tailpipes. The 1,6 EcoBoost itself replaced the 2,0-liter naturally aspirated 2.0 Duratec a few years ago, and the larger 6 EcoBoost replaced the smaller VXNUMX engines - mostly in American models and sports versions of the Focus and Mondeo. The 3,5-liter naturally aspirated engine is used primarily for SUVs, pickups and luxury limousines and has 320 hp in various variants. (542 Nm) up to 380 liters. (624 Nm).
More liters of power than the Bugatti Veyron
Not only has it won the EcoBoost 1,0 International Engine of the Year award three times in a row, it has received numerous other awards in this ranking. Meanwhile, this car has got an even more powerful version for the Fiesta Zetec S Red and Black models. In them, he has no more and no less than 140 hp. This means a liter more power than the Bugatti Veyron. With this engine, the Fiesta accelerates from 100 to 9 km / h in 4,49 seconds with a standard cycle consumption of 100 l / XNUMX km. To achieve this amount of power, this little engineering marvel has undergone new boost training, including new tuning for Continental turbocharger control and valve opening; intercooler and throttle valve changed.
The turbocharger rpm reaches 248, twice the speed of Formula 000 engines. However, this ingenious machine maintains a high level of efficiency, providing not only quick response but also a maximum pressure of 1,6 bar. The maximum cylinder pressure of a one-liter engine is 124 bar. For track racing, even versions with 180 and 203 hp are used, and in the new generation of the car, one of the cylinders is disabled at partial load. It's a really big achievement to get a three-cylinder engine running on two cylinders without compromising its balance.
In theory this could be the base drive, but of course this engine does not suffer from a lack of power - with its 314 hp. and 434 Nm of torque, it is the most powerful four-cylinder Ford has ever produced. Perhaps the nature of the engine is the decision to manufacture it in Europe (at a plant in Valencia, Spain), but Ford's Cleveland, Ohio plant will help with the increase in sales.
The goal of the team of Scott Makovsky, head of global four-cylinder division, is to reintegrate one of them into the Mustang, but the car doesn't lose power. The task required horsepower to start at 3, and the team spent 20 percent more than standard time on computer analysis before the first part was done. Particular attention is paid to the air flow into the cylinders and the combustion process, since the compression ratio is high (9,5: 1), the piston stroke is large (94 mm), and the cylinder diameter is small (87,55 mm). ). This particular architecture leads to the need for airflow analysis, and the danger of fuel flooding the cylinder walls requires the creation of injectors with six holes and a different nozzle shape.
Like all the other members of the EcoBoost family, the 2,3-liter engine has variable valve timing, direct injection at 163 bar and a forced filling of 1,7 bar, which is also quite a lot for this type of engine. The fuel pump and injectors are supplied by Bosch and perform two injection cycles in cold start and low speed modes for better air-fuel mixing. The aluminum block is die-cast and has implanted steel cylinder liners and several external ribs to reinforce the structure.
Instead of separate heels on the main bearings, a common support frame is used, the crankshaft is steel, the connecting rods are forged steel, and the forged aluminum pistons have a steel steel insert that serves as the base for the upper piston seal ring. On the front of the piston itself, recesses for the valves are formed, and inside each piston has a separate cooling nozzle. The head itself, like its small three-cylinder counterpart, has integrated exhaust manifolds in the head, which reduces the thermal load on the turbo and gas flow losses, to which are added sodium-filled valves and reinforced beds.
Of particular importance to the design of the engine was the installation of a new Honeywell dual-mode turbocharger. The double helix architecture retains the high energy of the pulsations literally hitting the turbine blades. This also allows for wider valve opening phases, since direct injection allows clean air to flow through the cylinders better, which also provides greater phase overlap. Their control is carried out by means of dephasing oil devices under pressure and is in the range of 50 degrees. For such a large four-cylinder engine, a balancing shaft is indispensable, which, however, in this case is made of aluminum and saves 5 kg of weight.
In a nutshell
Ford 2.3 EcoBoost
Engine / Displacement: 2,300-cylinder, 3cc
Horse powers 314 hp at 5500 rpm
Timing belt: DOHC, four valves per cylinder, variable oil inlet and outlet phases, oil pressure valves
Compression ratio: 9,5: 1
Bore x Stroke: 87,55 x 94mm
Turbocharger: Honeywell Garret dual jet
Fuel injection system: Bosch
Construction: aluminum block and head with integrated exhaust pipes.