New Ford EcoBoost 2.0-Litre GTDi Engine – In Detail

[russellw]

• Introduction of EcoBoost technology to Australian market continues a year of technological innovation for Ford Australia
• Mondeo spearheads local launch of high-efficiency EcoBoost technology with a 2.0-litre four-cylinder direct injection turbocharged petrol engine
• EcoBoost 2.0L GTDi engine produces 149 kW and 300 Nm, increases of 26 per cent and 44 per cent respectively over the previous 2.3-litre engine
• EcoBoost 2.0L GTDi engine has combined fuel economy of just 8.0 L/100km and CO2 emissions of just 187 g/km

The Ford EcoBoost 2.0-litre petrol engine is an all-new, state-of-the-art four cylinder design providing Ford’s global vehicle line-up with a new high-efficiency power unit delivering power outputs of over 147 kW (200 horsepower).

With a lightweight all-aluminium construction, latest generation high-pressure direct injection system, low-inertia turbocharging and Twin Independent Variable Camshaft Timing (TiVCT), the EcoBoost 2.0-litre engine features an advanced combustion system, which brings new levels of performance and fuel efficiency to petrol engines in this power range.

Initially installed in the latest European S-MAX and Galaxy models, in Mondeo the EcoBoost 2.0-litre GTDi – for Gasoline Turbocharged Direct injection – engine has a maximum power output of 149 kW at 6000 rpm, combined with maximum torque of 300 Nm delivered across a broad 1750–4500 rpm range.

It is available exclusively with the six-speed Ford PowerShift double wet-clutch automatic transmission, providing drivers with a powertrain that combines outstanding performance and efficiency with supreme refinement.

Fuel economy and CO2 emissions are also significantly improved with the new EcoBoost 2.0-litre GTDi engine. Compared to the 118 kW Duratec 2.3-litre automatic power-train currently in Mondeo, CO2 emissions are reduced by over 17 per cent to 187 g/km, even though the new engine has 26 per cent more power and 44 per cent more torque. This translates into a combined ADR 81/02 fuel economy number of 8.0 L/100 km, with an extra urban (highway cycle) figure of just 6.3 L/100 km.

EcoBoost benefits
Ford's Power-train engineers have maximised the fuel economy and CO2 emissions improvements delivered in EcoBoost engines by creating a new combustion system, which combines the benefits of three critical elements: high-pressure direct fuel injection, advanced turbocharging and twin independent variable camshaft timing.
While each of these features has potential technical advantages on its own, deploying all three together brings significantly enhanced performance and results in a much more efficient combustion process across the full engine operating range.

This enables Ford's EcoBoost technology to provide customers with many of the benefits offered by the latest diesel engines, while retaining the driving character and cost advantages of a petrol unit.
The primary benefits delivered by the EcoBoost design approach include:

• optimised engine efficiency – fuel consumption and CO2 emissions reduced by up to 20 per cent
• greater driving enjoyment – strong low-end torque and responsive performance across the full rev range
• opportunity to downsize – large-engine performance, but with the size, weight and fuel economy of a much smaller unit

The technology featured in EcoBoost engines builds on existing petrol engine knowledge and offers customers a more affordable alternative to reduce carbon emissions than equivalent hybrid or diesel engine designs.

Optimised engine efficiency
The reduction in fuel consumption and CO2 emissions achieved by EcoBoost engines is the result of a combustion system that burns the fuel in the most efficient and cleanest way possible.
At its heart is the latest generation high-pressure direct injection system which injects fuel into each cylinder in small, precise amounts.
The EcoBoost 2.0-litre GTDi engine features side-mounted seven-hole injectors, which operate at 150 bar using a system that directs the individual fuel plumes exactly where they are needed for efficient combustion.

Compared to conventional fuel injection, direct injection produces a cooler and denser charge, enabling the EcoBoost GTDi engine to operate with a higher compression ratio and increased boost from the turbocharger, resulting in improved fuel efficiency and strong low-end performance.

Low-inertia turbocharger for responsive performance
To maximise driver enjoyment, Ford EcoBoost engines deliver the same strong low-end torque that has made the latest diesel engines so popular, combined with refined and responsive performance across the full engine speed range.

Careful matching of the turbocharger ensures that EcoBoost power-plants remain powerful and responsive at engine speeds in excess of 5000 rpm, providing a much wider spread of power than a typical diesel unit.

This is made possible by using advanced turbocharger technology, with small, low-inertia rotors that spin at speeds in excess of 200,000 rpm.

The 2.0-litre GTDi engine features a Borg Warner K03 turbocharger with optimised design to ensure that maximum torque is achieved at very low engine revs, with the absolute minimum of delay (or ‘turbo-lag’) when the driver requires quick acceleration.
The charge cooling benefit of direct injection plays an additional part in boosting performance at low engine speeds. Variable valve timing further enhances this through a ‘scavenging’ effect, which increases air flow through the engine and maximises low-end torque.
While the EcoBoost 2.0-litre GTDi unit has outstanding responsiveness at low engine speeds, careful turbo matching ensures that this has not been achieved at the expense of a wide, flexible power band and effortless top-end performance.
For example, the driver can call upon 90 per cent of peak torque between 1400 and 5500 rpm. This broad spread of power also enables higher gearing to be used, further benefiting fuel economy and refinement.

TiVCT technology enhances efficiency
The EcoBoost 2.0-litre GTDi engine features independently variable timing on both intake and exhaust camshafts, optimising gas flow through the combustion chamber at all engine speeds. The TiVCT (Twin independent Variable Camshaft Timing) system plays a significant role in improving engine efficiency and performance, particularly at partial loading.

The use of TiVCT has also allowed Ford's EcoBoost engineers to further enhance low-end torque by exploiting a ‘scavenging’ effect.
Scavenging takes advantage of pressure differences between the intake and exhaust manifolds to increase the flow of cooler, fresh air through the engine at low speeds, generating increased torque and helping the turbo to spin up more quickly.

The TiVCT system uses vane-type actuators driven by oil pressure and can vary the camshaft angle by 50 degrees on both the intake and exhaust valves.

What is TiVCT technology?
TiVCT technology creates 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.
TiVCT uses the intake camshaft phasing to advance the intake valve opening and closing events and the exhaust camshaft phasing to retard exhaust valve events from their base "engine off" positions.

How does TiVCT help?
The ability to vary the overlap between intake and exhaust valves helps eliminate compromises in the two processes: fresh charge induction and exhaust has discharge.
The result is greater efficiency through reduced gas exchange pumping work, which leads to better fuel economy – approximately a three to four per cent improvement from this strategy alone compared to non-VCT engines.
Another benefit of TiVCT technology is a broadened torque curve. As the TiVCT strategy allows the intake valve to be advanced, instant power is delivered when the customer demands it at low speeds.
At high speeds, the intake cam is retarded and higher airflows are available, which results in approximately a 10 per cent power improvement over non-VCT engines.

Optimised design reduces CO2 emissions
The EcoBoost 2.0-litre GTDi engine is an all-new design that has been developed with the latest power-train technology to deliver outstanding performance and reliability.
It has a lightweight all-aluminium construction, with an extremely stiff and light precision sand-cast cylinder block and ladder-type, cast-aluminium, bed-plate. The cylinder head is a 16-valve DOHC design with chain-driven camshafts operating direct-acting shimless mechanical tappets.

Engine design has been optimised for maximum operating efficiency, with a particular focus on minimising friction and other parasitic losses. Specific features include the use of special low-friction coatings on the piston rings and highly polished surfaces on the tappets.

As the 2.0-litre GTDi engine is also downsized, this brings additional efficiency advantages from reduced internal friction, lower pumping losses, lighter weight and quicker warm up. This helps to ensure that the real-world fuel economy benefits of the engine are delivered in all driving conditions, including both city and motorway driving.
To ensure that optimum engine performance is maintained at all times, a state-of-the-art electronic management system monitors all key variables including the TiVCT system, turbo boost, electronic throttle position, ignition timing, fuel injection pressure and delivery, and the knock sensor.
The controller operates in real time, taking data samples from the engine thousands of times per second.

Meeting the toughest global emissions standards
Each element of the advanced combustion system design on the EcoBoost 2.0-litre GTDi engine – including the design of the intake and exhaust ports, the combustion chamber shape, the injection spray pattern and the air motion – has been meticulously developed, not only to provide outstanding fuel efficiency, but also to meet the most stringent global emissions requirements.

The engine is fully compliant with the latest European Stage V regulations and has also been designed to meet Californian PZEV (Partial Zero Emission Vehicles) standards.

A key factor is the engine’s ability to heat up the exhaust catalyst extremely quickly during critical cold start conditions. This is achieved by optimising the valve timing using the TiVCT system and using the capability of the fuel injection system to deliver multiple injections per combustion cycle.

Cold start performance is also enhanced by the unique fabricated design of the exhaust manifold, which integrates the turbocharger scroll. The manifold’s two-skin design absorbs less heat than a conventional cast manifold, so that more heat is transferred into the catalyst.

Ford PowerShift – easy and efficient
After the successful local introduction of the Ford PowerShift transmission in Focus TDCi and Mondeo TDCi models, as well as the latest WT Fiesta petrol range, this state-of-the-art technology is now extended to the EcoBoost power-plant in Mondeo.
The six-speed double-clutch transmission combines the efficiency and driving dynamics of a manual transmission with the ease of operation of a premium automatic transmission.

Ford PowerShift is fitted as standard equipment with the new 149 kW EcoBoost 2.0-litre GTDi engine, creating a high-tech combination that will deliver new levels of fuel efficiency and low CO2, but is still fun to drive.

PowerShift is also fitted as standard equipment on Mondeo with the 120kW 2.0-litre Duratorq TDCi common rail turbo-diesel engine. In either case, PowerShift demonstrates clearly that driving pleasure does not have to result in high CO2 emission levels.
Fuel economy data for the EcoBoost 2.0-litre GTDi engine paired with PowerShift clearly demonstrates how efficient this modern, state-of-the-art power-train combination can be – in Mondeo it delivers a combined ADR 81/02 fuel economy of just 8.0 L/100 km, with corresponding CO2 emissions of just 187 g/km.

When integrating the PowerShift transmission into the Mondeo range, particular attention was paid to maximising the abundant available torque of the 2.0-litre EcoBoost GTDi engine. The system has been calibrated to deliver a shifting strategy that excludes, as far as possible, wasteful double-shifts – for example, reverse switching of gears 5-4-3 when high acceleration is required.

This calibration offers many advantages, as the lowering of the relative engine speed level has a particularly positive effect on fuel consumption and driving comfort, while the high torque reserves of the engine over a broad torque spectrum ensures responsive performance at the same time.

In developing the PowerShift transmission and pairing it with the EcoBoost engine, a significant number of special technical solutions were implemented to improve packaging and ease of use.
The transmission hardware is constructed around a parallel arrangement for the double wet-clutch system, which not only offers significant advantages in terms of the cooling of the clutch units when compared to integrated designs, but also contributes (in combination with an all-new connection to the crankshaft, a claw design) to providing a very compact overall length for the transmission unit.
Special efforts to further minimise fuel consumption were implemented with the PowerShift system calibration: the 'neutral idle control' feature reduces drag torque for the engine when the vehicle is stationary with the gear shifter in the D position and the brakes are applied.

Controlled by a brake sensor, the clutch units are partially opened to reduce drag torque when compared to the conventional 'creep' mode with brakes not applied.

Another advantage of this set-up is that despite the reduced drag torque, the internal oil circuit of the system still has enough oil pressure to allow a completely smooth and immediate vehicle launch.



Technical Specifications




Source: Ford Media

[Smoke Pursuit]

Does this mean we are getting this motor in the Mondeo??

[prasac]

direct injection and turbo's

[HULK EF]

Is this the new falcon 4 cylinder ?

[fairBA]

Originally Posted by HULK EF

Is this the new falcon 4 cylinder ?

You mean the EcoBoost Falcon.....

[GTP-814]

i thought the power output for the falcon was a lot higher than this?

[Chilliman]

Falcon will most likely get the next one up (which is also available on Mondeo overseas) with 177kW/339Nm

[SM1DY]

I wonder if Sinead McAlary will come out and complain that the new Ecoboost Falcon can't be driven be 'P' Platers???

[XR6_661]

Well it certainly ticks all the right boxes if you ask me. Even if it is missing a couple of cylinders.

[futura]

Be very interested to know the gross weight of these engines? Do anyone know the mass of a complete motor assembly incuding turbos??

[vztrt]

http://www.caradvice.com.au/110013/2...coboost-in-q4/

2011 Ford Mondeo EcoBoost in Australia mid-year, Falcon EcoBoost in Q4
By Tim Beissmann | March 15th, 2011

The 2011 Ford Mondeo will become Ford Australia’s first vehicle to be powered by an EcoBoost engine when the 2.0-litre GTDi unit arrives in local showrooms mid-year.

The move from Ford Australia to introduce the Mondeo EcoBoost means it will be available a few months before the Falcon EcoBoost, which is due in the fourth quarter of 2011.

The early introduction of the Mondeo EcoBoost will provide us with an indication of the price premium to expect from the Falcon EcoBoost.

The 2.0-litre all-aluminium petrol engine incorporates direct injection, turbocharging and twin independent variable camshaft timing (TiVCT).

Produced at Ford’s Valencia Engine Plant in Spain, the engine has been available in the Mondeo in Europe since April 2010, but Ford Australia decided to hold off on the engine to avoid the Mondeo EcoBoost cannibalising future Falcon EcoBoost sales. The engine is also available in the Ford S-MAX and Galaxy people-mover models in Europe.

The 2.0 GTDi has a maximum power output of 149kW at 6000rpm and produces 300Nm of torque between 1750rpm and 4500rpm.

Teamed with a six-speed Powershift dual-clutch automatic transmission, the Mondeo EcoBoost uses 8.0 litres/100km of premium unleaded fuel on the combined cycle and emits 187g/km CO2.

Compared with the existing 2.3-litre petrol, the EcoBoost produces an additional 31kW of power and 92Nm of torque. Despite this, combined cycle fuel consumption is down 1.5 litres/100km and CO2 emissions are cut 40g/km.

The 2.0-litre TDCi produces 120kW and 340Nm, uses 6.2 litres/100km combined and emits 165g/km CO2, still making it the most frugal option for fuel watchers.

The EcoBoost engine will be available in only the Zetec and Titanium hatch models when it goes on sale in Australia. The 2.3-litre Duratec petrol engine will continue to be available in LX hatch and wagon variants from that time. The 2.0-litre TDCi diesel will continue to be available across the range.

Ford Australia’s Justin Lacy confirmed the EcoBoost engine would not be available in the Mondeo wagon range. He said the decision was made because the majority of Mondeo wagon customers preferred to team the larger vehicle with the diesel engine.

Mr Lacy also confirmed a lack of demand meant Ford would no longer offer a petrol-powered variant of the Mondeo Zetec wagon. This model will be discontinued when the new engine is launched.

Ford Australia has confirmed a more powerful version of the 2.0-litre EcoBoost engine will be implemented into the Falcon range later this year. The Falcon is expected to get the tune of the engine already seen in the Ford Explorer and Edge SUVs in the US, which produces 177kW of power and 339Nm of torque.

Ford Australia President and CEO, Bob Graziano, said the rollout of EcoBoost engines in Australia was a part of Ford Motor Co.’s global plan to sell 1.5 million EcoBoost engines by 2013.

“We believe that these engines will provide customers with a genuinely attractive alternative to diesel or hybrid power units, delivering highly competitive fuel economy and cost-of-ownership, along with the responsive performance and wide rev range that have made petrol engines the favoured choice for so many drivers,” Mr Graziano said.

He said the Mondeo would play an important role in introducing EcoBoost technology to Australian buyers and would continue to help change the way people think about the Ford brand.

Specific launch and pricing details of the 2011 Ford Mondeo EcoBoost will be revealed closer to its mid-year introduction.

[vztrt]

Ford EcoBoosts Mondeo

http://www.goauto.com.au/mellor/mell...257854000F6805

Turbo-petrol EcoBoost engine to grace Mondeo before powering Falcon in late 2011

15 March 2011

By MARTON PETTENDY

FORD has confirmed its new turbocharged 2.0-litre EcoBoost petrol engine will make its Australian debut in a Blue Oval model under the bonnet of the facelifted Mondeo in mid-2011, before a more powerful version becomes available in the upgraded 2012 Falcon late this year.

The EcoBoost turbo-four that will make its global rear-wheel drive debut in the Falcon by year’s end should offer similar outputs to the Ford-sourced 177kW/320Nm EcoBoost engine that became available in Volvo’s MY11 XC60 and S60 last week.

Ford’s similarly sized Mondeo, however, will come with a 149kW/300Nm version of the direct-injection EcoBoost engine, which will replace the current 2.3-litre petrol engine that now powers Mondeo Zetec and Titanium hatch models.

The 2.3 will remain available only on entry-level LX hatch and wagon versions of the facelifted MC Mondeo, LX and Zetec versions of which began rolling on to Ford dealer forecourts in mid-November before being joined by top-shelf Titanium variants late last month.

Ford’s 2.0-litre TDCi turbo-diesel will be the only engine available for Zetec and Titanium wagon variants, after the 2.3-litre petrol Zetec wagon is discontinued as part of the EcoBoost engine’s introduction to the Mondeo range.

Australians will not have access to 1.6-litre TDCi Econetic or 2.2-litre turbo-diesel versions of Ford’s latest Mondeo, but the introduction of EcoBoost power for the Mondeo is significant as the first in a number of local applications for Ford’s new downsized turbo-petrol engine family, which will also be seen in the Falcon and the range-topping ST/XR version of this year’s third-generation Focus.

Ford2011 Mondeo center imageDue on sale here in the third quarter, the latter is one of four vital new models for Ford in Australia this year, with the facelifted SZ Territory to offer diesel power for the first time from May, the locally developed T6 Ranger ute to arrive in the third quarter and the final quarter’s facelifted Falcon to come with both four-cylinder and liquid-injection LPG power for the first time.

As such, Ford Australia describes 2011, when it will replace or significantly update close to 85 per cent of its model range – as its year of innovation and makes much of the EcoBoost technology that has been available for some time in Europe’s S-Max and Galaxy people-movers and North America’s Edge crossover.

EcoBoost combines direct-injection with turbocharging to deliver fuel consumption and CO2 emissions reductions of up to 20 per cent compared to conventional petrol engines, while offering the performance of a larger-displacement engine.

Compared to the Mondeo’s current 118kW/208Nm 2.3-litre naturally aspirated petrol four, the ‘EcoBoost 2.0L GDTi’ engine produces 26 per cent more power (149kW or 200hp at 6000rpm) and 44 per cent more torque (300Nm between 1750 and 4500rpm), with 90 per cent of peak torque said to be on tap between 1400 and 5500rpm.

At the same time, it returns combined ADR 81/02 fuel economy of 8.0L/100 km – down from the 2.3’s 9.5L/100km – and a highway cycle figure of just 6.3L/100 km. CO2 emissions are stated at 187g/km.

Apart from latest-generation high-pressure (125-bar) direct fuel-injection and low-inertia turbocharging (in this case a Borg Warner K03 snail with rotors that spin at more than 200,000rpm), the Mondeo’s – and therefore the Falcon’s higher-out version – all-aluminium EcoBoost engine features twin independent variable camshaft timing (Ti-VCT).

In the Mondeo, the DOHC 16-valve 2.0-litre EcoBoost GTDi (Gasoline Turbocharged Direct Injection) engine will be matched exclusively with Getrag’s six-speed Ford PowerShift double wet-clutch automatic transmission, which is already available with the Mondeo’s 120kW 2.0-litre Duratorq TDCi diesel engine and in selected Focus models.

As the first EcoBoost engine to go fully global, the 2.0-litre powerplant is produced at Ford's Valencia engine plant in Spain. However, Ford plans to build about 1.5 million EcoBoost engines globally by 2013 – by which time it expects the technology to be available in 80 per cent of the company's global nameplates – with 750,000 of them assembled in the US, where diesel passenger cars are not popular.

Ford says it holds more than 125 EcoBoost patents and patent applications – mainly related to the proprietary powertrain management strategy it employs to reduce turbo lag and optimise engine and transmission output – as part of its current roster of 4618 active and thousands of pending US patents.

Ford Australia president and CEO, Bob Graziano said the new family of Ford EcoBoost petrol engines represented a key element of Ford's global 'Blueprint for Sustainability’.

“We believe that these engines will provide customers with a genuinely attractive alternative to diesel or hybrid power units, delivering highly competitive fuel economy and cost-of-ownership, along with the responsive performance and wide rev range that have made petrol engines the favoured choice for so many drivers,” he said.

[vztrt]

http://theage.drive.com.au/motor-new...315-1bvpx.html

Delayed: Ford's 4-cylinder Falcon
Matt Campbell
March 15, 2011 - 5:11PM

Mondeo will be first Ford in Australia with new Ecoboost four-cylinder engine after more fuel efficient Falcon is held up until 2012.

The Ford Falcon has suffered another blow, with its long-awaited four-cylinder model delayed until early 2012.

The homegrown large sedan was due to go on sale before the end of the year with the more fuel efficient engine that the company is hoping will help revive flagging sales.

Falcon sales have plummeted 44 per cent compared to the same period last year, and the local car maker has cut production in response.

he Mondeo medium car will now become the first Ford in Australia to feature the Blue Oval’s new Ecoboost engine technology, with a 149kW version of the 2.0-litre four-cylinder arriving mid-year.

The company’s press release says “a more powerful version of this engine will follow for the Australian market over the next 12 months, when Falcon EcoBoost is introduced”, though a Ford Australia spokesman said the model wouldn’t go on sale before 2012.

Offering an EcoBoost Mondeo also goes against the company’s strategy of differentiating the Falcon from the Mondeo in regards to power options. As Drive has previously reported, an EcoBoost Mondeo was virtually ruled out for Australia, as Ford focused on diesel powertrains for the European-made model.

The four-cylinder engine will be available in the mid-range Zetec (which currently starts at $36,240) and top-end Titanium (from $43,490) models, with pricing details yet to be revealed.

The 2.0-litre, which is mated to a dual-clutch auto, produces 149kW and 300Nm – notably higher outputs than the non-turbo 2.3-litre engine (118kW/208Nm). It also sips considerably less fuel, down from an average of 9.5 litres per 100km to a more respectable 8.0L/100km.

The company says the turbocharged Falcon will use a higher output engine than the Mondeo – possibly the 177kW/320Nm version found in some European Mondeo models.

[phillyc]

Originally Posted by vztrt

http://theage.drive.com.au/motor-new...315-1bvpx.html

Damn. Damn. Damn. Has this 2012 launch of EcoBoost Falcon been confirmed? 177kW/320Nm would do rather nicely.

[vztrt]

Drive says 2012 while the other articles are saying late 2011 (I would assume 4th quarter with the FG2 release). So I think drive are just being their usual moronic selves.

[Brazen]

Originally Posted by vztrt

Drive says 2012 while the other articles are saying late 2011 (I would assume 4th quarter with the FG2 release). So I think drive are just being their usual moronic selves.

Ford's press release says nothing of Falcon EcoBoost being released in 2011. Instead it says it will be introduced over the next 12 months. Drive appears to be the only outlet to chase up a spokesperson and they have been told 'not before 2012'. I am betting it has been delayed.

[phillyc]

Originally Posted by Brazen

Ford's press release says nothing of Falcon EcoBoost being released in 2011. Instead it says it will be introduced over the next 12 months. Drive appears to be the only outlet to chase up a spokesperson and they have been told 'not before 2012'. I am betting it has been delayed.

IF, and that still is an IF it has been delayed, it better be to get LiLPG out earlier. There was some chatter to say it had been brought forward a few months to July 2011 from the expected October 2011 date.

Perhaps a new thread?!

Note: in the other thread from the press release it states "The range of EcoBoost engines for Australian products will launch with a 2.0-litre four-cylinder unit for Mondeo in mid-2011, followed by the first global application of an EcoBoost engine in a rear-wheel drive vehicle in Falcon."

[Brazen]

Originally Posted by phillyc

IF, and that still is an IF it has been delayed, it better be to get LiLPG out earlier. There was some chatter to say it had been brought forward a few months to July 2011 from the expected October 2011 date.

Perhaps a new thread?!

Note: in the other thread from the press release it states "The range of EcoBoost engines for Australian products will launch with a 2.0-litre four-cylinder unit for Mondeo in mid-2011, followed by the first global application of an EcoBoost engine in a rear-wheel drive vehicle in Falcon."

Yeah your right it probably needs its own thread as different people may know and may not know to contribute in this thread


From today's media release...

http://www.ford.com.au/servlet/Satel...0&t=controller

Originally Posted by Ford PR

Produced at Ford's Valencia Engine Plant in Spain, the EcoBoost 2.0-litre I-4 engine is the first engine in the EcoBoost lineup to go truly global.

Initially fitted to the S-MAX and Galaxy models in Europe, followed by the Edge crossover vehicle in the US and the European Mondeo lineup, it will now join the Australian Mondeo range in mid-2011.

A more powerful version of this engine will follow for the Australian market over the next 12 months, when Falcon EcoBoost is introduced, demonstrating how this technology is quickly migrating around the world as customers look for the perfect balance of horsepower with fuel economy.

Just seems odd they use the term 'over the next 12 months' instead of 'by the end of the year'. The fact that a spokesperson told drive 'not before 2012' pretty much sums it up.

[Bossxr8]

Originally Posted by phillyc

IF, and that still is an IF it has been delayed, it better be to get LiLPG out earlier. There was some chatter to say it had been brought forward a few months to July 2011 from the expected October 2011 date.

Perhaps a new thread?!

Note: in the other thread from the press release it states "The range of EcoBoost engines for Australian products will launch with a 2.0-litre four-cylinder unit for Mondeo in mid-2011, followed by the first global application of an EcoBoost engine in a rear-wheel drive vehicle in Falcon."

Lpi was never bought forward, June/July was the release date they planned after its initial October 2010 release date was missed. It was always going to be avilable before the Falcons MCA.

[phillyc]

I was looking at that torque curve and if they didn't deliberately drop off the boost and instead maintained the 300Nm out to 6000rpm, you'd have 189kW. If you kept the 320Nm out to 6000rpm, you'd have 201kW. Both would make for a very nice engine in the Focus ST / XR4T.

I think getting this out ASAP and spreading it to other models is a wise move. Particularly for brand and technology awareness. Whether as a 1.0 (Fiesta), 1.6 (Focus) or 2.0L (Focus / Mondeo / Falcon / Ranger) here in Australia.

[TUF_302]

Sounds mighty impressive to me, lets just hope Ford markets these new motors properly!

[PoweredByCNG]

The turbo-4 will be great news, if people accept the fact that less sometimes means more.

Even though the peak torque figure is lower, the overall torque band of the turbo-4 is MUCH wider than the torque band of the NA I6. This makes for better driveability and even less gearchanges, resulting in maximum economy, especially when combined with the world-class 6-speed gearbox. When the occasion comes, the turbo-4 will be fun to drive too.

Under normal conditions, expect the EcoBoost Falcon to undercut 10L/100km around the suburbs with careful driving (not claimed figures, but real obtainable figures).

[phillyc]

Originally Posted by PoweredByCNG

The turbo-4 will be great news, if people accept the fact that less sometimes means more.

Even though the peak torque figure is lower, the overall torque band of the turbo-4 is MUCH wider than the torque band of the NA I6. This makes for better driveability and even less gearchanges, resulting in maximum economy, especially when combined with the world-class 6-speed gearbox. When the occasion comes, the turbo-4 will be fun to drive too.

Under normal conditions, expect the EcoBoost Falcon to undercut 10L/100km around the suburbs with careful driving (not claimed figures, but real obtainable figures).

If they can pull 50kg of engine / ancillary weight from the front by adding EcoBoost and get a 30kg weight reduction in the front cross member / assembly just like they did with SZ Territory that will remove weight from where it needs to be reduced most. The front end. Combined the 2.0T Falcon will have a really nice turn and sweet handling capability.

[Brazen]

Originally Posted by phillyc

If they can pull 50kg of engine / ancillary weight from the front by adding EcoBoost and get a 30kg weight reduction in the front cross member / assembly just like they did with SZ Territory that will remove weight from where it needs to be reduced most. The front end. Combined the 2.0T Falcon will have a really nice turn and sweet handling capability.

Is it getting the PowerShift trans?

[jpd80]

Originally Posted by Brazen

Is it getting the PowerShift trans?

Mondeo gets Powershift 6-speed transmission
Falcon gets 6R80 Auto Transmission.

[Joe5619]

Dumb question.. What is the differnce between the ecoboost engine in this topic & the one in the other topic??

[FalconXV]

Comic Sans MS makes it look silly and hard to read.

[vztrt]

http://www.caradvice.com.au/121983/2...ices-revealed/

2011 Ford Mondeo EcoBoost prices revealed
By Tim Beissmann | June 6th, 2011

Ford Australia has revealed the pricing details for the 2011 Ford Mondeo equipped with the all-new 2.0-litre EcoBoost engine ahead of its local launch in July.

The Ford Mondeo Zetec EcoBoost hatch will be priced from $37,740 while the top-spec Ford Mondeo Titanium EcoBoost hatch will start at $44,990. The new engine is not available in the Mondeo wagon.

The 2.0-litre EcoBoost petrol engine replaces the 2.3-litre Duratec unit, which is now available only in the base model LX hatch and wagon. The EcoBoost engine produces 149kW of power and 300Nm of torque (between 1750-4500rpm), up from the 2.3-litre’s 118kW/208Nm figures.

The EcoBoost’s combined cycle fuel consumption is 8.0 litres/100km and it emits an average of 187g/km CO2 (down from the Duratec’s 9.5 litres/100km and 227g/km).

Like the 2.0-litre TDCi diesel model, the EcoBoost’s power will be delivered to the front wheels via a six-speed dual-clutch automatic transmission.

The EcoBoost engine and new transmission add $1500 to the price of the Zetec and Titanium models. The specifications of both cars otherwise remain the same. Prices of all other models in the 2011 MC Mondeo range are unchanged.

The pricing of the Mondeo EcoBoost models gives us an indication of what to expect when Ford launches the Falcon EcoBoost in the first quarter of 2012.

It appears Ford Australia is unlikely to charge a significant premium for the new engine technology, suggesting the four-cylinder Falcon will be priced reasonably compared with the current inline-six, which starts from $40,290 in XT specification.

Although it is yet to be confirmed, the 2012 Ford Falcon EcoBoost is expected to produce 177kW of power and 339Nm of torque, with combined cycle fuel consumption figures around 9.0 litres/100km. The Australian-made I6 produces 195kW and 391Nm while burning 9.9 litres/100km combined.

2011 Ford Mondeo manufacturer’s list prices (excluding government and dealer charges):

Hatch

* LX 2.3 Duratec – $30,990
* LX 2.0 TDCi – $34,990
* Zetec 2.0 EcoBoost – $37,740
* Zetec 2.0 TDCi – $39,740
* Titanium 2.0 EcoBoost – $44,990
* Titanium 2.0 TDCi – $46,990

Wagon

* LX 2.3 Duratec – $32,840
* LX 2.0 TDCi – $36,840
* Zetec 2.0 TDCi – $41,240
* Titanium 2.0 TDCi – $48,490

[apstar]

Big,big,big mistake Ford no EcoBoost wagon

apstar

[naddis01]

I know. Whats with keeping the poxy 2.3 and no Ecoboost? The Ecoboost would have been the one thing that got me out of the Mazda 6 and into the Mondy. Actually that or the 2.2L diesel.