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Ford's EcoBoost technology extends internal combustion efficiency
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If you haven’t noticed, Ford Motor Company’s many announcements about its EcoBoost technology for engines confirms the American auto industry’s trend towards smaller powerplants with forced-air induction to achieve higher power and better fuel economy.
That means, even with hybrids and extended-range electric vehicles on the deck, the ICE (internal combustion engine) is not going away anytime soon. After all, the generator engines that recharge the lithium-ion batteries will have to get great gas mileage, too.
While some green heads may criticize any use of gasoline, we must realize that the battery technologies in the hybrids and electrics are not cheap enough yet for the masses, especially for those who may have lately lost their jobs. Furthermore, hydrogen has yet to have an infrastructure for delivery, let alone production.
That means, relative to the power output and costs associated with present hybrid and diesel technologies, the EcoBoost technology, similar to GM’s Ecotec technology, is a viable alternative until battery technology matures. Furthermore, the payback time is far less.
Ford’s Engine Technology Features
Ford’s EcoBoost technology is a natural extension of the latest drive to save weight while delivering equivalent power of V8 engines, delivering 20% better fuel economy than a naturally-aspirated (non-turbo) engine, and a 15% reduction in greenhouse emissions.
Ford’s strategy includes the simultaneous use of many technologies, like Direct Fuel Injection, Cam torque actuated variable cam timing (iVCT) and Aggressive Deceleration Fuel Shut-Off. Nonetheless, I want to highlight two key elements: Turbo boosting and their patented, Plasma Transferred Wire Arc (PTWA) thermal-spray-coated aluminum blocks.
1) The key to the EcoBoost’s power is the use of turbo-charging, including twin turbos; one for each bank of cylinders, in the case of a 6-cylinder engine. Does the 4-cylinder get twins? I doubt it, but the idea is to have smaller units there as well.
One reason for smaller turbines is quick response to throttle inputs. According to the Ford website, even the turbo lag in the EcoBoost V-6 is imperceptible and torque output is impressive, peaking earlier in the rev range than a comparable, normally aspirated V-8.
One thing is for sure. The turbo problems of high whine, high heat destroying bearings by boiling the oil, a phenomenon in the industry called oil coking, seems to have been solved. Ford engineered their system for long-term reliability by incorporating water cooling to protect the internal turbo bearings in the high-temperature operating environment. The EcoBoost engine’s turbo water cooling even works after the engine is switched off, by allowing a process called reverse siphoning.
2) The use of Nikasil coatings for engine bores allow for aluminum engines without steel sleeves. Ford researchers began collaborating with suppliers as far back as the 1990s to transfer this lightweight aerospace technology to a low-cost, high-volume application suitable for the auto industry. Truth is Porsche was using this technology in the late ‘70s in their racing cars.
Similar coatings under other trademarks are also still widely used in racing engines, especially for motorcycles. For example, motorcycle manufacturers Honda, Yamaha, Kawasaki and Suzuki among others have used this technology since 1979. It makes you wonder what took so long to transfer the technology to autos.
However, when BMW, Ferrari and Jaguar, not Detroit, first adopted the Nikasil process in the ‘90s, it was discovered that sulfur, often found in much of the world's low-quality gasoline, caused some coated cylinders to break down over time. The net result was costly engine failures. It appears that problem has now been resolved.
According to the Ford website, commonly-used thermal spray devices were incapable of coating cylinder bores of automotive engine blocks at high volume. Thus the patented, PTWA spray-torch technology is a significant enabler for Ford. It allows the coating process to achieve high-volume, which means economies of scale for better profitability.
Examine Final Comments
For the record, Ford’s EcoBoost is different than GM’s future approach with its HCCI technology that runs with the efficiency of a diesel, but on gasoline. EcoBoost does, however, compete well with GM’s present Ecotec series of engines, a prelude to HCCI. Bottom line: Both companies are walking a similar line with small, internal combustion engines. The breakthroughs are powerful.
On the other hand, I fail to understand the lack of drive by Ford and GM toward CNG (Compressed Natural Gas) engines. Let’s get that technology beyond the auto shows and the European market. Surely, the natural gas is plentiful, cleaner, about to be as readily available as E85, and definitely more available than hydrogen. Furthermore, it would make plug-in vehicles operate greener when charging the batteries. Point: Rather than go part way toward green or in steps with ICE, let’s allow them to go full throttle.
Photo: ford.digitalsnippets.com
References: media.ford.com and wikipedia.com
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