- 1.0-litre joins Ford’s EcoBoost petrol engine family, combining turbocharging, direct injection and twin variable cam timing
- Introduced in the new Ford Focus, the 1.0-litre EcoBoost delivers performance and refinement to rival larger capacity engines while achieving best-in-class fuel economy
- 1.0-litre EcoBoost incorporates unique features including integrated exhaust manifold, offset crank and variable oil pump, dual-split cooling system and unique unbalanced flywheel/pulley
- On sale now in Ford Focus – launching in B-MAX and C-MAX later this year
Brentwood, Essex, 23 February 2012 – Ford’s latest addition to its acclaimed turbo-powered EcoBoost petrol engine line-up boasts innovations which make the 1.0-litre a genuine alternative to its larger naturally-aspirated predecessor.
The second EcoBoost engine introduced into the all-new Focus, the 1.0-litre version combines turbocharging, direct injection and twin variable cam timing to deliver high levels of performance and refinement with all the fuel economy advantages of downsizing.
The 1.0-litre, three-cylinder EcoBoost delivers responsiveness and a wide range of peak torque to appeal to traditional petrol and diesel customers alike. It produces 125PS and 170Nm peak torque (200Nm with overboost) between 1,400 and 4,500rpm.
These output figures are achieved in combination with fuel economy improvements of 20 per cent over the outgoing 1.6-litre 125PS unit. In the five-door Focus with 125PS, combined fuel economy is 56.5mpg with low petrol CO2 emissions of 114g/km. The 100PS version delivers a combined fuel economy of 58.9mpg and outright best-in-class petrol CO2 emissions of 109g/km.
Thomas Zenner, Ford powertrain engineering supervisor, said: “With this engine there is no compromise: it delivers best-in-class fuel economy, outstanding driveability and excellent refinement – achieved by combining advanced features with smart engineering.”
The unique features of Ford’s 1.0-litre EcoBoost petrol engine include:
- Small low-inertia turbocharger which increases torque and performance while minimising the lag in response during the acceleration process
- Variable timing on both intake and exhaust camshafts allowing flexibility to optimise engine efficiency under all conditions
- New water-cooled exhaust manifold integrated into the cylinder head to lower exhaust temperature and provide optimal fuel-to-air ratio even at high speeds for real-world fuel economy improvements
- Offset crank and variable oil pump which increase efficiency and ensure the engine runs at optimum oil pressure across the entire speed range
- High pressure solenoid direct injectors are located centrally providing a much cooler and denser fuel-to-air ratio, leading to more efficient combustion and reduced fuel consumption
- Dual-split cooling system with two thermostats which supports a quicker engine warm up, reduced friction within the engine, lower fuel consumption and less emissions when engine is cold
- Cambelt running in oil reduces noise and also reduces friction leading to fuel savings
- Unbalanced flywheel/pulley. Compact in-line three cylinder engines naturally develop a combined pitch and yaw motion (resulting in a booming noise). Instead of introducing a conventional balance shaft to counteract this, the flywheel and crank pulley are intentionally “unbalanced” to offset the primary engine shaking forces