Falcon EcoBoost Engineered for Australia

Mon, Apr 23, 2012

Ford Falcon EcoBoost engine

Availability: FG Falcon MkII XT, G6 and G6E sedans
Engine: 2.0-litre I-4 Gasoline Turbocharged Direct Injection (GTDi) petrol engine
Power: 179kW @ 5500rpm
Torque: 353Nm @ 2000 rpm
Fuel economy: XT 8.1L / 100km* G6/G6E 8.5L / 100km*
CO2 emissions: XT 192 g/km* G6/G6E 201 g/km*
Bore: 87.5mm
Stroke: 83.1mm
Capacity: 1.999cm3 / 2.0-litre
Compression Ratio: 9.3:1
Emissions Level: Euro 4 (Euro 5 Capable)

The outstanding FG Falcon MkII EcoBoost engine is a premium quality engine that delivers optimal performance and fuel efficiency for customers.

- Engine technologies for performance and efficiency

  • Twin-Independent VCT
  • Direct fuel injection system (side-mounted direct-injection, 7 hole injector, 150 bar)
  • High compression ratio (9.3:1)
  • High flow intake port
  • 4 Valves per cylinder
  • Coil on plug ignition

- Refinement technologies for reduced noise and emissions

  • Optimised injection process
  • Balance Shaft
  • Silent chain cam drive system – new chain tooth profile, guides, and tensioner
  • Tick mitigation − injector isolators, NVH treatments (fuel rail, high pressure pump, and appearance covers)

- Technologies for increased reliability

  • Enhanced cleanliness and oil filtration
  • Aluminum oil cooler for improved engine reliability
  • Cast inter-bore cooling in the cylinder block

- Mechanical vacuum pump for improved brake performance

Ti-VCT technology
What is it?

  • Ti-VCT is the precise variable timing control of both the intake and exhaust camshafts, which control the valve opening and closing events.
  • Each of the two camshafts is controlled independently. Ti-VCT uses the intake camshaft phasing to advance the intake valve opening and the exhaust camshaft phasing to retard the exhaust valve closing.

1. Injectors

  • The fuel injectors are located on the side of the combustion chamber (side entry direct injection).
  • Solenoid injector, 7-Hole Spray pattern for the fuel was optimised after extensive computer modeling work.
  • Damping material added between injectors and cylinder head designed to mitigate tick
  • On each stroke, seven individual jets on each fuel injector spray fuel directly into the combustion chamber, mixing with the incoming air.
  • By bringing the fuel injector right into the combustion chamber, there’s no delay from the time the fuel is injected to when it’s used by the engine.

2. Fuel rail

  • Stainless steel rail
  • Direct mounted to cylinder head
  • Orients and clamps fuel injectors

3. High pressure fuel pump

  • Single cylinder/piston stainless steel pump
  • Side mounted on exhaust side at the end of cylinder head
  • Driven by exhaust camshaft with 3-lobes and flat tappet
  • The high-pressure fuel pump operates up to 2,200 - 2,800 psi (15 – 20MPa). This is more than 50 times the norm seen in a conventional I-4 engine
  • Electronic valve controls how much fuel is routed into the fuel rail to the injectors

Direct Injection – benefits of injecting into combustion chamber

Evaporates and cools the air that’s been inducted into the cylinder

  • Improves the breathing and minimises knocking
  • Allows engine to run a higher compression ratio than is possible on port fuel injected boosted engines. That higher compression ratio contributes to improving the fuel economy across the operating range of the engine.

Optimal fuel/air mixing

  • Well-mixed air-fuel charge, increasing engine efficiency
  • May have multiple injections for each combustion event, and can tune where those injections should take place to deliver the strongest start possible with the lowest emissions.

Precision combustion

  • Fuel can be directed to exactly where we want it to be for a given combustion cycle, and enhanced with split injection
  • Direct injection removes chances of fuel wetting the combustion wall like port fuel injection. Consequently this reduces chances of saturating the ports and forming droplets that might recombine and add to saturation
  • In a port fuel system, when the ignition is turned off it is possible to have fuel on the walls of the intake port, which migrates to the top of the valve and puddles. When the ignition is turned on again, there can be an emissions spike. Direct injection is much cleaner than a port fuel system. This same feature also greatly reduces the evaporative vehicle emissions.

Fabricated stainless steel turbo assembly

Dependable refined wide-range torque:

  • The turbocharger operation paired with the direct-injection system helps to virtually eliminate turbo lag.
  • Turbocharger spins at up to 200,000 rpm and is designed for a life cycle of more than 200,000 kilometres or 10 years.
  • Peak torque across a very wide engine speed range.
  • Turbocharger “whoosh” is mitigated by electronically controlled anti-surge valves, which proactively relieve the boost in the intake, which can range up to 13 psi. Careful software calibrations manage the pressures in the intake manifold.
  • Waste gate control along with the throttle controls the boost and torque levels very precisely and the customer perceives a continuous delivery of torque.

*Figures obtained from controlled tests using ADR 81/02 (combined). Actual fuel consumption and CO2 emissions will depend on many factors, including driving habits, prevailing conditions and the vehicle’s equipment, condition and use.