Ford Ecoboost 1.0L – The marriage of fuel economy and strong performance


Downsized engines have always been my bait. These engines are spread all across the spectrum, ranging from Ford Focus to Nissan GT-R. While these smaller engines that yield higher power have always been a thing for JDM Sports cars, American car makers too are catching up with them with the launch of FORD ECOBOOST 1.0L three-cylinder petrol engine.



It is an obvious fact that the bigger engines throw out high power and torque characteristics. But achieving the same with a smaller engine is quite challenging. Reducing the number of cylinders in the engine will eliminate the frictional loss that the extra cylinders had to occur. Reducing the displacement will enhance the fuel economy and decrease the CO2 emissions. It ideally increases the power-to-weight ratio of the engine which helps in a better acceleration.



Ford has been working for quite a while to rule out the preconceived notion of what a 1.0L can do.Want to know the outcome? They came out with an engine that has just 999cc displacement three-cylinder motor that powers 125bhp with 200NM torque which shoots out just 114 g/km of CO2 emission and has a fuel economy of 56.5 mpg. This is an Euro 5 compliant engine. It features a combination of Turbocharging, Gasoline Direct Injection(GDI) and Variable Valve Timing(VVT) to achieve this. GDI ensures that the pressure with which the fuel is injected is no less than 200bar. The piston head is designed in such a way that it works with the flow.



As I mentioned earlier, Ecoboost 1.0 L is a Three-cylinder engine. The thing with three-cylinder engines is that they lack the harmony in motion when they reciprocate, as there is no synchronous motion. This will lead to increased vibration from the engine. The conventional way of eliminating this vibration would be to add a bouncer shaft in the engine which will rotate at twice the speed of the crank shaft and cancel the shaking forces.

But, adding a bouncer shaft will have the following consequences.

  • Increase in the weight of the engine.
  • Increase in the cost.
  • Rotating it at twice the speed  of the crank shaft consumes a lot a fuel.

Ford has come up with a new technique that deliberately combines the flywheel and the pulley from the front of the engine and unbounce those two elements in a way that combines mathematically with the movement of the pistons and offsets most of the shaking forces.



De facto petrol engines can be revved harder and is fun to drive as the power is available at quite high in the rev band. On the contrary, diesel engine have high compression ratio because of the longer stroke and so the torque is high and kicks in quite early in the rev band. So, cruising is comfortable in the diesel engine.


Ford has designed EcoBoost in such a way that the maximum power is attained at 6000rpm and the torque kicks-in as soon as early 2000rpm’s. So, this fuses the characteristics of both the petrol and diesel engines.


It is an outstanding move to bind fuel economy and power together. There are rumors in the air that, soon, the automobile manufacturers will be obligated to maintain a fuel economy of 40mpg. Will Ford’s Ecoboost tumble? Or be a pioneer? We have to wait and watch.


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