The times, they are a changing. Though it breaks a long-held North American tradition and contravenes the 'bigger is better' mentality, Ford is pushing powerplant technology to the next level in the name of power and efficiency. Rather than optionally stuffing a V8 engine under the hood of selected models, a punchy new V6 will soon debut with the promise of eight-cylinder power and six-cylinder mileage.
Ford calls their latest engine technology '
EcoBoost'- and you're going to be hearing a lot about it this year. At writing, EcoBoost had been slated to launch in the new Lincoln
MKS sedan and follow in the
Ford Flex crossover- though Ford stresses that they plan to equip a half-million cars, trucks and SUV's with the technology by 2013.
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| EcoBoost Turbocharger |
So, what's the deal? EcoBoost promises up to 20 percent better fuel economy, 15 percent fewer CO2 emissions and superior driving performance compared to larger displacement engines. This is achieved by pairing up turbocharging with direct injection for maximized control over fuel delivery and combustion. In effect, the two technologies work with one another to make sure every molecule of gasoline is put to the best possible use.
If you think the concept here sounds familiar, you're correct: as it's already being used by BMW, Audi, Mazda, Porsche and others with very favorable results. The technology exists under many marketing names and is popular in Europe- having come initially from the world of diesel engines.
In a nutshell, turbochargers have the ability to cram more fuel and air into an engine for a significant power gain. They only operate when called upon- so when drivers are gentle or simply cruising along, the turbo remains idle. With a turbocharger on board, the power of a larger displacement engine is on standby as needed, though fuel consumption penalties are minimized when it's not.
Direct injection is more precise than standard 'port' fuel injection, and sees fuel sprayed directly into the combustion chamber at very high pressures. As a result, the fuel expands upon injection and causes a cooling effect within the cylinder.
With a cooler combustion chamber, the engine can safely run 'leaner', or on less fuel, without the risk of harmful detonation associated with 'leaning out' a standard engine. In plain English, running a regular engine with fuel injection that's too lean can blow it to pieces. Running a direct-injected engine with the same leanness isn't an issue. Ultimately, direct injection makes it possible to create more power using less gas.
Combine these two efficiency-boosting technologies into a single engine, and you'll have trouble going any farther on a given amount of fuel.
The launch engine for Ford's EcoBoost technology is a twin-turbocharged version of their 3.5 liter V6, generating an estimated 340 horsepower and at least as much torque delivered over a broad RPM span. A pair of smaller turbochargers is used as opposed to a single large one for enhanced response through minimized boost-lag.
According to Ford engineers, the EcoBoost V6 is not only significantly torquier than a 4.6 liter V8, but it averages about 2 MPG better in the fuel consumption department, too. When the four-cylinder EcoBoost engine launches, Ford says it too will deliver power levels on par with an engine over a liter larger in displacement.
Derrick Kuzak, Ford's VP of Global Product Development, comments "compared with the current cost of diesel and hybrid technologies, customers in North America can expect to recoup their initial investment in a 4-cylinder EcoBoost engine through fuel savings in approximately 30 months. A diesel in North America will take an average of seven and one-half years, while the cost of a hybrid will take nearly 12 years to recoup - given equivalent miles driven per year and fuel costs."
EcoBoost will arrive at Ford and Lincoln dealerships later this year.
photo:Ford
