Four engines with a volume of 1.0, 1.6, 2.0 and 3.5 liters - is it not enough for the whole world range of cars? Not if motorists use doping called turbocharging. As a result, the engines cover a power range from 100 to 370 hp. The youngest of the units is presented in two versions: a return of 100 hp. and 170 N.m of torque or 125 hp and 200 N.m. The motor will be driven by B-MAX and C-MAX vanes, and a 1.6-liter aspirated engine has already given way to the Focus under the hood. Deliveries of cars with a liter engine to Russia are not planned in the near future, and the matter is clearly not in the price: the scanty working volume will disappoint our customers. By the way, in the UK, the three-cylinder Focus is more expensive than the previous 1.6-liter version by only £ 250.
Like many modern engines, the liter "Ecobust" is equipped with direct injection, a system for changing the valve timing at the intake and exhaust. "Head" is made of aluminum alloy, cast-iron cylinder block. Apparently, the weight saving of the aluminum block with such a modest size is negligible. In addition, there are rumors that the developers have laid a charged version of this engine - with a capacity of almost 180 hp. - And they were afraid that the aluminum block would not withstand increased loads.
Fordovtsy did not fail to brag about the dimensions of the unit. According to them, the sizes of the lower part allow it to fit on A4 sheet (210 × 297 mm). It is impressive, although it seems that it did not do without a share of cunning. The official dimensions of a classmate from the Fiat concern, a 2-cylinder twinra with a volume of 875 cubes, are 307 × 500 mm (length × width). And these are the real dimensions of the entire motor, and not the incomprehensible “bottom plane”.
The long-stroke "Ecobust" (cylinder diameter 71.9 mm, piston stroke 82.0 mm) gives an impressive torque even at 1400 rpm. The inertia forces of the first and second orders are well balanced in the three-cylinder engine: they are mutually compensated due to the crankshaft cranks deployed at an angle of 120º, but there are harmful moments from these forces; they are usually suppressed using a balancing shaft that rotates at the same speed as the crankshaft, but in the opposite direction. Ford motorists claim that they managed without a balancing shaft, correctly calculating the shape and weight of the connecting rod and piston group and the crankshaft balances, and also “unbalancing” the flywheel. The gain in mass and eurocents is obvious, but are the results comparable in reducing the level of vibration?
According to press releases and company statements, in the modern world there are no engine characteristics more important than fuel consumption and harmful emissions. One of the most unpleasant modes from this point of view is the operation of a cold engine, the efficiency of which is lower than that of a warm engine by about 10-12%. One-liter Ecobust has separate cooling circuits for the head and cylinder block: this speeds up heating, and losses are reduced to 7%.
I wonder if it will be possible to feel this gain in everyday operation?
Another interesting solution is to drive an oil pump. Ford used the belt here. It is made of oil-resistant material and is designed for the entire life of the motor. Chain durability at the cost of a belt! If only the whole engine corresponded to the same principle.
The exhaust manifold is integrated into the cylinder head to reduce production costs. The consumer is not worth worrying about because of the high cost of the combined unit as a spare part: engine overhaul is most likely simply impossible.
The oil pump operates in one of two modes, developing the desired lubrication pressure in the system depending on the crankshaft speed. When excessive performance is not needed, there is no need to take the power from the engine and waste precious fuel.
How long the oil pump belt turns out to be washed with oil is an open question. It is claimed that it is designed for the entire life of the engine, as well as the timing gear drive. Such durability itself is not exotic. Bright examples are even in our country: the timing belt on the VAZ-21116 motor does not require replacement within 200, 000 km.
The low-inertia turbocharger quickly spins, helping to accelerate briskly. The small diameter of the turbine wheel provides good responsiveness to pressing the gas pedal and eliminates the turbo-hole. The compact turbine accelerates to 248, 000 rpm. Such characteristics are especially important for a small engine that is not able to carry due to volume.
The plant in Cologne is capable of producing 350, 000 Ecobust engines. In a few years, Ford expects to make 1, 300, 000 liter engines annually to equip them with all of its B- and C-class models.