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1.0-liter EcoBoost achieves 45 mpg on the highway

Ford has officially announced that the 2014 Fiesta using the new and very small three-cylinder 1.0-liter EcoBoost engine is officially the most fuel-efficient non-hybrid vehicle in America. The little 1.0-liter engine is able to achieve 32 mpg in the city, 45 mpg on the highway, and 37 mpg combined.

Those official fuel efficiency ratings are dead on with Ford's promise of achieving mid-40 mpg efficiency when it first announced the tiny three-cylinder engine in November 2012. Ford says that the Fiesta is the only subcompact in its class able to deliver 45 mpg on the highway while producing over 120 hp.

Ford says that its 1.0-liter Fiesta achieves fuel efficiency of 12 mpg higher than the Honda Fit and 8 mpg higher than the Toyota Yaris on the Highway. The 1.0-liter EcoBoost Fiesta gets better fuel efficiency than some competitors’ diesel and hybrid vehicles. Ford specifically calls out the 2014 Honda Insight, which achieves 44 mpg on the highway and the 2014 VW Golf diesel with a manual transmission that achieves 42 mpg on the highway.

Despite being incredibly fuel-efficient, the 1.0-liter EcoBoost engine reduces 123 hp and 125 pound-foot of torque. The vehicle also features an overboost setting allowing the car to make 145 pound-foot of torque for up to 15 seconds.

The 2014 Ford Fiesta with the 1.0-liter EcoBoost is set to hit dealer showrooms later this year.

Source: Ford



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RE: Slooooooooooooooooowwwwwwwww
By 91TTZ on 10/30/2013 11:39:58 AM , Rating: 2
quote:
I can guarantee you that a 3-liter engine that had the same horsepower rating would be far less efficient.


That may not be the case at all. RPM is one of the major factors in fuel consumption and a larger engine that can produce the same power at a lower RPM will probably have a lower specific fuel consumption.

There will be a few facts in favor of a larger, lower-revving engine.

1. HP is (torque x rpm) /5252
2. Torque is proportional to displacement and compression ratio
3. A higher compression ratio results in improved fuel economy.
4. A forced induction engine needs to run a lower compression ratio than a naturally aspirated engine to stave off detonation.

If they made a naturally aspirated engine that produced those numbers at a lower RPM they could probably make it more efficient.

It's a fallacy that a smaller turbocharged engine is more efficient than a larger naturally aspirated engine. Ford claimed that with their V6 Ecoboost F-150 but then Chevy's new Silverado got better fuel economy with their naturally aspirated V8.

When the last generation Prius was being designed they moved to a larger engine so that they could improve fuel economy. (from the Prius Wikipedia article)

"The 1.8-liter gasoline engine (previously 1.5 liters) generates 98 hp (73 kW), and with the added power of the electric motor generates a total of 134 hp (100 kW) (previously 110 hp or 82 kW). The larger engine displacement allows for increased torque, reducing engine speeds (RPM), which improves fuel economy at highway speeds."

Also, the larger, heavier, and more powerful Mazda 3 still manages to get 41 mpg with its NA 2.0 liter engine that is twice the size of this 1.0 liter engine.

I think the main contributing factor to increased MPG is the advent of direct injection. It lets automakers use a much higher compression ratio than they'd normally be able to use. Ford's Ecoboost line was one of the first engine lines to use direct injection and they attributed the increased efficiency on the smaller size and turbocharging. Yet when competing automakers implemented direct injection on their own engine lines efficiency improved even more without having to use smaller engines or turbocharging. Case in point the direct-injected Silverado I previously mentioned.

Also, the Mazda 3 with direct injection gets better fuel economy than their smaller Mazda 2 even though that car is smaller, lighter, and has a smaller engine with only 2/3rds the power.


RE: Slooooooooooooooooowwwwwwwww
By Dorkyman on 10/30/2013 2:12:34 PM , Rating: 1
Allow me to set up a real-world scenario. A few years back our family had several cars, including a Nissan Sentra (1.6L 4-cylinder engine) and my old '69 Vette with a 427 (7L).

Now suppose I match the Sentra's horsepower by removing the quadrajet and installing a tiny one-barrel carb. Then I drop the 427 into the Sentra (good luck with that, but whatever). Assume both engines weigh the same.

It should be intuitively obvious that the 427 will be far less "efficient" as measured by overall fuel economy, even though both engines have the same horsepower. Why? Because throughout the operating region the 427 will have a far worse sfc than the little engine.


RE: Slooooooooooooooooowwwwwwwww
By 91TTZ on 10/30/2013 3:10:25 PM , Rating: 2
You're comparing 40 year old technology to much more recent technology. Let me pose another example using newer cars.

Let's compare a new Corvette to a somewhat recent Sentra:

http://www.fueleconomy.gov/feg/Find.do?action=sbs&...

2014 Corvette: 17/21/29
2002 Sentra: 19/22/26

The Corvette will get better fuel economy on the highway and nearly the same on combined driving. And that's with a 455 HP, 6.2L V8... an engine that's more than twice the displacement and twice the power.


RE: Slooooooooooooooooowwwwwwwww
By Noya on 10/31/2013 11:01:07 PM , Rating: 2
Let's compare the C7 to the 2013 Sentra FE (which has no direct-injection)

2014 C7: 17/21/29
2013 FE: 30/34/40

The C7 uses a skip-shift feature (just like the C5/C6) and two overdrive gears as it tops out in 5th.


RE: Slooooooooooooooooowwwwwwwww
By Noya on 10/31/2013 11:03:55 PM , Rating: 2
Oh, forgot to add the C7 uses cylinder deactivation.


RE: Slooooooooooooooooowwwwwwwww
By evolucion8 on 10/30/2013 2:17:34 PM , Rating: 2
You are right. I have a 2.4L eclipse and my brother in law has a 3.0L galant, and his engine has about 1,800RPM at 65MPH while my engine with bigger pistons and fuel line injections, has about 2,600RPM @ 65MPH. My car is a gas guzzler compared to his car in typical usage scenario, as far as he doesn't push the gas pedal all the way down of course, and both are Mitsubishi based on the same platform.


RE: Slooooooooooooooooowwwwwwwww
By Samus on 10/31/2013 1:10:21 AM , Rating: 1
I disagree. RPM is not a major factor in fuel consumption. Engine load is.

If RPM was a major factor, motorcycles would be gas guzzlers. Last time I checked, my 2-cylinder Honda CMX250 gets 80mpg cruising at 6000RPM. The simple reason is the load on the engine is minimal because there is less weight to pull.

The reason the Fiesta is getting this phenominal fuel economy, especially compared to hybrids, is because it's a tiny car with a tiny engine and the curb weight is going to be around 2500lbs. For comparison, the Golf TDI and Honda Insight they compared it to are 4200lbs and 2900lbs respectively.

And the reason your Eclipse gets weak fuel economy compared to a Galant is because the eclipse is tuned as a sports sedan and the Galant is tuned as a family sedan. The tuning means everything. Compare numbers from a Celica to a Camry and you'll see even with the same engine, the Camry is 15% more efficient even while being 400lbs heavier.


RE: Slooooooooooooooooowwwwwwwww
By pandemonium on 10/31/2013 6:25:54 AM , Rating: 2
Tuners and eco-modders can attest to engine load being the primary factor for fuel consumption, however, gearing is matched specifically to a certain engine for a reason.

Depending on the design and type, each engine has a power band which will produce optimal efficiency, and gearing is used to take advantage of that. Running anywhere outside of the power band will consume more fuel when given a constant load; higher RPM or lower . The dynamics narrow in at higher MPH due to air drag, internal frictions, wheel inertia, tire drag, etcetera.

See any one of many BFSC graphs available out there, such as found on the BSFC wiki: http://ecomodder.com/wiki/index.php/Brake_Specific...


By inperfectdarkness on 10/31/2013 4:37:02 AM , Rating: 2
Way too many variables in play to make those generalizations. Transmission is a HUGE enabling factor--just ask those manual LS6 owners who got spanked by an AUTOMATIC making less HP (SLK55 AMG).

Compression ratio on a boosted engine isn't the same from one car to the next. There are OEM cars with FI that have the same compression ratio as OEM n/a cars. This is especially true when we're talking about factory OEM compression ratio for an engine designed to run on 87 octane.

The new Silverado v8 makes LESS power than the ecoboost v6:

Silverado: 355hp/383tq -MPG: 16city, 23hwy, 19combined-2WD

Ecoboost V6: 365hp/420tq -MPG: 17city, 21hwy, 19combined-2WD

It's very important to consider all the facts before passing judgment. There's a HUGE reason why the 3.5L ecoboost has sold like hotcakes in the F-150. Additionally, if you drive a turbocharged engine without being in boost--your fuel economy will very good (in most applications). Most V8's have to resort to cylinder deactivation to generate the kind of fuel-economy that is the natural territory of a boosted v6.

P.S.

V6's package easier than V8's in almost any type of vehicle. Additionally--all things being equal--when direct injection, variable valve timing, etc is applied to an FI v6 & an n/a v8, the v6 will almost universally put out higher power than the v8--even when restricted to mild boost.


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