Ford 3.5-liter EcoBoost V-6 twin-turbo engine revealed

In an attempt to capture attention from speed freaks and Earth lovers alike, Ford today released information about the new Ford EcoBoost engine. The 3.5-liter twin-turbo V6 pumps out 355 hp with 350 ft-lb of torque.

The EcoBoost will debut in the Ford Flex, Lincoln MKS, and Lincoln MKT later this year. Ford claims the engine competes in power with rivals, like the 4.6-liter V8 engines found on the Cadillac DTS, Hyundai Genesis, and Kia Borrego In fact, they are quite right. The engine on the DTS gets up to 292 hp and 288 ft-lb of torque, while the similar Hyundai/Kia machine gets up to 336 hp and 323 ft-lbs.

Ford's new EcoBoost V6 even beats out their own 4.6-liter V8, found on the Ford Explorer. That engine gets 292 hp and 300 ft-lb of torque.

Meanwhile, Ford estimates a 10 to 15% gain in fuel economy when compared to similar class vehicles. The American automaker will heavily push these figures on potential consumers, as the company sees more power and efficiency as a key to selling the three vehicles. "The beauty of EcoBoost is that it enables us to downsize for fuel efficiency, yet boost for power," said Ford product development VP Derrick Kuzak in a statement.

"We're able to decrease the size of the available engine - such as installing a V-6 versus a
V-8 - yet boost the power using turbocharging to deliver similar power and torque of that larger engine."

The Honeywell GT15 turbochargers operate in parallel at speeds of 170,000 rpm. They produce up to 12 psi, and should live for at least 10 years, or 150,000 miles.

Keith Plagens, a turbo engineer for the company, said, "We've tested the turbochargers at a much-higher duty cycle than a customer would ever experience. ... Our whole goal from the beginning was to make the operation of the turbochargers seamless, so the customer wouldn't even know they were there."

Direct fuel injection is all the rage these days, and Ford has included the system on their new engine. DFI helps make the engine more fuel efficient, and emit less C02, even at a cold-start.

The 2010 Ford Flex will be the first vehicle to offer the new Ford EcoBoost engine.

Press Release

FORD'S NEW ECOBOOST TECHNOLOGY AT A GLANCE

The first in a wave of new Ford EcoBoost^TM engines makes its debut in the Lincoln MKS, MKT and Ford Flex later this year as part of Ford Motor Company's global initiative to provide powertrains that deliver the fuel efficiency and power customers demand.

The twin-turbocharged 3.5-liter V-6 EcoBoost engine delivers the performance found in a normally aspirated V-8 while maintaining the fuel economy found in a normally aspirated V-6 engine.

A look at the highlights of the EcoBoost story:

* Power and fuel economy: The twin-turbocharged 3.5-liter Duratec V-6 EcoBoost engine produces 355 horsepower at 5,700 rpm and 350 ft.-lb. of torque at 3,500 rpm. A 10-15 percent fuel-economy benefit is expected versus normally aspirated 4.6-liter V-8 engines in the same competitive class.

"The beauty of EcoBoost is that it enables us to downsize for fuel efficiency, yet boost for power," said Derrick Kuzak, Ford's group vice president of Global Product Development. "We're able to decrease the size of the available engine - such as installing a V-6 versus a
V-8 - yet boost the power using turbocharging to deliver similar power and torque of that larger engine."

* Engine: Base engine architecture comes from the proven Duratec 3.5-liter V-6. To handle the increased torque that EcoBoost delivers, some upgrades were made to some of the components, such as the cylinder block, crankshaft, connecting rods pistons and exhaust valves to ensure the EcoBoost V-6 engine is as robust as possible.

"The Duratec 3.5 family is a good example of Ford's forward planning in terms of powertrain technologies," said Brett Hinds, EcoBoost design manager. "The engine architecture itself was well protected for high-boost applications, so it didn't require an extensive durability program. It was in good shape to start with."

* Turbochargers: Two Honeywell GT15 turbochargers with water-cooled bearings and operate in parallel, spinning at approximately 170,000 rpm up to 12 PSI. They are rated for a 150,000-mile, 10-year life.

"We've tested the turbochargers at a much-higher duty cycle than a customer would ever experience," said Keith Plagens, turbo systems engineer. "Our whole goal from the beginning was to make the operation of the turbochargers seamless, so the customer wouldn't even know they were there."

* Direct fuel injection: A cam-driven high-pressure fuel pump feeds the fuel injectors at pressures ranging from 200 to 2,175 PSI (pounds per square inch) depending on customer driving. A typical port fuel injection system operates at pressures of around 60 PSI. Six sprayers in each injector target fuel into the cylinder, resulting in a cleaner and more-efficient fuel burn and better cold-start emissions.

"By injecting the fuel directly into the combustion chamber and under high pressure, the fuel is sent exactly where we want it to be for a given combustion cycle," said Joseph Basmaji, direct injection fuel system technical specialist. "This aids burning of fuel more efficiently and effectively."

 

PUMP IT UP: ECOBOOST TWIN TURBOS PACK POWER TO GIVE V-6 ENGINES V-8 PERFORMANCE FEEL

* Twin turbochargers harness exhaust gas to pump V-8 power out of the smaller-displacement EcoBoost^TM V-6 engine. This technology - in conjunction with direct fuel injection - allows EcoBoost to punch above its size in terms of power and responsiveness
* EcoBoost engine has been engineered with such refinement that the driver never notices the turbocharger operation. Sophisticated electronic controls balance boost and torque levels to give the driver the feeling of continuous torque delivery, without turbo "whines" and "whooshes" that characterized some previous-generation turbo engines
* The EcoBoost turbo system runs at very high temperature, up to 950 degrees Celsius (1,740 degrees Fahrenheit). An air-to-air intercooler is used to cool the compressed intake air before it enters the combustion chamber, and water cooling protects the internal turbo bearings in the high-temperature operating environment

The "boost" of Ford's new EcoBoost engine technology comes from two small devices the size of an orange but with appeal that's far larger for fans of fuel-efficient performance.

They are turbochargers, which harness exhaust gas to pump more power out of a smaller-displacement engine. The new 3.5-liter EcoBoost V-6 engine uses twin turbochargers - in conjunction with direct fuel injection - to punch above its size in terms of power and responsiveness. It produces the horsepower and torque of a 4.6-liter, normally aspirated V-8 while delivering the fuel efficiency of a normally aspirated V-6 engine.
As an example, the 2010 EcoBoost Flex boasts segment-leading fuel economy among full-size performance crossovers with 22 mpg highway and 18 mpg combined, demonstrating Ford's commitment to deliver top fuel economy in each new vehicle.

Twin Honeywell GT15 turbos are fitted to each EcoBoost V-6, one for each bank of the vee. Exhaust gas flowing through the turbocharger spins a turbine wheel at very high speed - approximately 170,000 rpm - which drives a compressor turbine on the clean air side of the turbo. This fan effect densely packs intake air into the engine - compressed air up to 12 PSI that results in increased performance.

With its twin turbos, the EcoBoost V-6 swallows about 25 percent more air than its normally aspirated cousin, the 3.5-liter Duratec V-6.

"A turbo is basically a large air pump," explains Craig Stephens, EcoBoost powertrain control system manager. "Increasing the mass of air in the engine increases its power output, and that's why it's called ‘boost.' "

Two small is better than one large
The new EcoBoost engine strategically uses two small turbochargers rather than one larger one. This is to fight turbo lag, the tendency for previous generation turbocharged engines to have hesitation at low engine revs while the turbocharger spooled up to its operating speed.

The EcoBoost V-6 is the first application of twin turbos in a Ford.

EcoBoost's smaller turbines are quick to respond to throttle inputs, spooling up instantly. Mated with direct fuel injection, 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.

"EcoBoost gives the driver a very linear torque response," explained Corey Weaver, EcoBoost project leader.
"You get peak torque across a very wide engine speed range - usable performance that's available to you when you pull away from a stoplight or pass someone on a secondary road," he added. "You don't need to wind the engine out to get performance out of it. It's there all the time."

Yet, the EcoBoost engine has been engineered with such refinement that the driver never notices the turbocharger operation.

Sophisticated electronic controls, including active turbocharger wastegate control, work in conjunction with throttle control to balance boost and torque levels very precisely. The system controls wastegate pressure release and throttle position finely to give the driver the feeling of continuous torque delivery, without turbo "whines" and "whooshes" that characterized some previous-generation turbo engines.

The small size of the EcoBoost twin turbos allows them to be mated to compact, stainless steel exhaust manifolds, which reduce heat loss and facilitate close-coupled catalysts for emissions quality.

The turbo system runs at very high temperature, up to 950 degrees Celsius (1,740 degrees Fahrenheit). An air-to-air intercooler is used to cool the compressed intake air before it enters the combustion chamber. This allows it to be even more densely packed for optimal performance.

Engineered for reliable performance
The EcoBoost turbocharger system is engineered for long-term reliability, incorporating water cooling to protect the internal turbo bearings in the high-temperature operating environment. The water cooling system prevents the phenomenon known as oil coking, in which oil in previous-generation turbo bearings would bake and solidify, causing premature bearing failures.

The EcoBoost engine's turbo water cooling even works after the engine is switched off. The water cooling system is engineered to allow a process called reverse siphoning to take place. When the engine is switched off, the water pump ceases operation. The coolant in the extremely hot turbo boils and fresh coolant floods in behind it. This process continues until temperatures reduce, providing sustained, key-off protection for the turbo bearings.

Ford engineers have tested EcoBoost robustly in both engine dynamometer test labs and in real world environments ranging from high-temperature conditions to cold conditions down to minus 40 degrees Fahrenheit. Drivability, cold starts, high-altitude running and trailer towing were validated, and the Ford EcoBoost V-6 performed effortlessly in the place a V-8 engine would once have been.

"The EcoBoost engine has been designed and tested for use without any special operating precautions," said Michael Shelby, EcoBoost engine development leader. "You don't need to sit and idle before switching the engine off. You don't need to observe special oil-change intervals, and you don't need special oil."

The new 3.5-liter EcoBoost V-6 is offered initially as a premium engine for the 2010 Lincoln MKS and the 2010 Ford Flex, but the turbocharged Ford EcoBoost strategy is spooling up for more fuel-efficient, performance-rich engine products. By 2013, more than 90 percent of Ford's North American vehicle lineup will offer EcoBoost technology.

 

ACHIEVING V-8 POWER WITH V-6 FUEL EFFICIENCY MEANS MORE PRESSURE UNDER AN ECOBOOST VEHICLE'S HOOD

* There's more pressure under the hood of an EcoBoost^TM engine-equipped vehicle, thanks to its unique technology that combines turbocharging and direct fuel injection. Compared with a typical engine system, the operating pressures of EcoBoost's fuel and air induction systems are significantly higher
* The new 3.5-liter EcoBoost V-6 operates at fuel pressures about 35 times higher than the typical port-fuel injected (PFI) gasoline engine. Precisely controlled, EcoBoost fuel pressure ranges from 200 to 2,150 pounds per square inch (PSI), compared with about 60 for the typical PFI engine
* Turbocharging boosts the pressure of intake air feeding the EcoBoost engine to deliver V-8 style performance from a V-6. EcoBoost operates with a boost level of 8-12 PSI

It's a high-pressure role to achieve the power of a V-8 with the fuel economy of a V-6, but the new Ford EcoBoost engine debuting in the Lincoln MKS, MKT and Ford Flex knows how to handle pressure.

That's because there's more fuel and air pressure under the hood of an EcoBoost engine-equipped vehicle. Different technology is the reason.

Turbocharging and direct fuel injection - the dynamic duo in Ford's strategy to deliver affordable fuel efficiency improvements for millions - put different demands on the underhood environment than the typical car. Operating pressures of EcoBoost's fuel and air induction systems are significantly higher.

The new EcoBoost engine has been engineered to harness those pressures. The benefits in terms of performance and fuel efficiency are considerable.

"Combining direct injection and turbocharging to create EcoBoost brings specific advantages," said Michael Shelby, EcoBoost engine development leader. "With EcoBoost, we use smaller-displacement engines in place of larger engines. Turbocharging delivers the performance and direct injection enables fuel efficiency while mitigating turbo lag and minimizing emissions."

The EcoBoost system is part of Ford Motor Company's commitment to deliver the best fuel economy in each new vehicle, with at least three more additions for the 2010 model year. The 2010 EcoBoost Flex, for example, boasts segment-leading fuel economy among full-size performance crossover vehicles, with 22 mpg highway and 18 mpg combined. The 2010 EcoBoost MKT also leads its segment in fuel economy, exceeding the V-8-powered Audi Q7 by 4 mpg highway. With its premium EcoBoost engine, the new Lincoln MKS will deliver more power and better highway efficiency (25 mpg) than the 2009 Lexus GS460 (24 mpg) or 2009 Infiniti M45 (21 mpg).

What's so different about an EcoBoost engine?

Fuel Pressure - A typical PFI gasoline engine delivers fuel into the intake manifold - and indirectly into each cylinder - at a pressure of about 60 PSI. EcoBoost delivers fuel directly into each cylinder at a much higher pressure, up to 2,150 PSI - that's 35 times the pressure.

Fuel to an EcoBoost engine starts its journey from the fuel tank at a similar pressure to that of a typical PFI engine. But that's where the similarity ends.

A high-pressure, cam-driven pump on the engine is used to pressurize the fuel in a rail structure on each side of the EcoBoost V-6. The pressurized fuel in each rail supplies fuel to the injectors themselves.

The solenoid-controlled injectors create a fine, high-pressure spray pattern through six holes directly into the cylinder. The pressure and duration of each injection is precisely controlled by the vehicle's powertrain control module.

This fine, high-pressure mist is designed for optimal combustion efficiency, especially in the dense, turbocharged air.

Even at idle, the fuel pressure at the injectors is more than three times that of a PFI engine. The operating pressure range is between 200 and 2,175 PSI.

"The EcoBoost engine is constantly controlling the rail pressure to a target level based on what the customer is demanding from the engine," explained Todd Rumpsa, EcoBoost calibration supervisor. "As the driver increases demands on the engine, higher rail pressures maintain optimized combustion performance by delivering the best atomization of fuel and the precise injection duration."

Air Pressure - A typical, normally aspirated PFI engine draws unpressurized air into the intake manifold. The EcoBoost V-6 uses twin turbochargers to boost the pressure of the intake air and the increased mass of air entering the engine increases power output. EcoBoost pressurizes the intake air 8-12 PSI.

The turbocharger uses exhaust gas to spin compressor blades at high speed - approximately 170,000 rpm. An intercooler helps to cool the intake air, making the charge air more dense and increasing the performance potential.

"Turbocharging is very efficient because it uses the energy of the engine's exhaust gas, which would otherwise be wasted, to boost the pressure of the intake air," explained Shelby.

Oil Pressure - Although the EcoBoost engine does not differ significantly from a PFI engine in terms of engine oil pressure, the Ford EcoBoost V-6 still makes clever use of its oil pressure to deliver its enhanced performance and fuel efficiency.

That's because the EcoBoost engine delivers a short spray of oil to the underside of each piston on each stroke. "Squirt jets" deliver a 25-PSI dose of oil to the piston. This achieves a cooling effect that aids combustion efficiency.

The squirts have an important side benefit, too. On cold startup, the squirts help to warm the oil to optimal operating temperature more quickly, which improves the fuel economy.

"EcoBoost engine technology is about managing the pressures to extract the maximum in terms of performance and fuel economy," Rumpsa says. "We know we've done our job when customers don't even notice what's happening in the engine compartment. They just need to concentrate on enjoying the responsive V-8 power and torque and the excellent V-6 fuel economy."

 

RED-HOT TORTURE: NEW ECOBOOST ENGINE'S TURBOCHARGERS GLOW IN DURABILITY TESTING

* The reliability of the new Ford EcoBoost^TM V-6 engine is a hot topic at Ford. That's because EcoBoost's twin turbos glowed orange-hot while enduring - and passing - extremely rigorous durability testing in Ford engine dynamometer lab. Ford engineers ran EcoBoost at maximum boost continuously for hundreds of hours under far more severe conditions than customers are expected to dish out
* Designed for long-life reliability, EcoBoost's turbochargers feature water-cooled bearing jackets. This architecture is designed to prevent oil "coking" that could occur in previous-generation turbochargers. The new design means that EcoBoost drivers don't need to observe special operating precautions, such as idling the engine before switching it off
* The new 3.5-liter EcoBoost engine features normal gasoline engine service intervals of 7,500 miles and uses the same 5W20 engine lubricating oil as Ford specifies for other gasoline engines

It's difficult to get the twin turbochargers in the new Ford EcoBoost V-6 engine too hot under the collar. Not that Ford engineers didn't try.

Working to ensure the long-life reliability of the dual-turbo, direct-injected engine, Ford put the new engine through a barrage of torture testing.

One of the key areas of testing focused on the two turbos - key weapons in the EcoBoost strategy to deliver the performance of a V-8 with the fuel economy of a V-6. Would their reliability match the rest of the robust engine architecture, based on Ford's proven 3.5-liter V-6 engine?

"The answer is yes," says Michael Shelby, EcoBoost engine development leader. "We put the EcoBoost V-6 through the same extensive durability signoff testing as any Ford gasoline engines, and we went beyond it to validate the EcoBoost water-cooled turbocharger design and air-to-air intercooling strategy."

The EcoBoost system is part of Ford Motor Company's commitment to deliver the best fuel economy in each new vehicle, with at least three more additions for the 2010 model year. The 2010 EcoBoost Flex, for example, boasts segment-leading fuel economy among full-size performance crossover vehicles, with 22 mpg highway and 18 mpg combined. The 2010 EcoBoost MKT also leads its segment in fuel economy, exceeding the V-8-powered Audi Q7 by 4 mpg highway. With its premium EcoBoost engine, the new Lincoln MKS will deliver more power and better highway efficiency (25 mpg) than the 2009 Lexus GS460 (24 mpg) or 2009 Infiniti M45 (21 mpg).

Engine Dynamometer ‘Torture Chamber'
Going beyond the normal test protocol meant ramping up the boost to the maximum in special Ford engine dynamometers. These dedicated test cells allow engineers to operate the engine exactly as it would operate in a vehicle.

"The idea is to run the engine through a very difficult testing regimen at its maximum-rated operating performance," Shelby explained. "That's when things get hot."

Once the EcoBoost engine was installed in the dynamometer, operators increased rpm to full boost operation.

This meant the turbos were running flat out at incredibly high temperatures. "That's beyond red hot," Shelby says. "They're orange hot."

Reliable to the Extreme
Turbochargers operate at high speed - up to 170,000 rpm - and under intense temperatures of up to 950 degrees Celsius (1,740 degrees Fahrenheit). Some previous-generation turbos were reputed to suffer from oil coking, in which they would bake their lubricating oil. Because oil coking can lead to premature turbocharger bearing failures, Ford's advanced engine engineers specified the use of new, water-cooled turbochargers to combat this problem.

"During normal turbo operation, the turbo receives most of its bearing cooling through oil," said Keith Plagens, turbo system engineer. "After shut down, the problems with turbos in the past were you would get coking in the center bearing. Oil would collect in the bearings, the heat soaks in and the oil would start to coke on the side and foul the bearing. Water cooling - used in the EcoBoost engine - eliminates that worry."

The new EcoBoost V-6 uses two Honeywell GT15 water-cooled turbos.

"The EcoBoost engine uses passive thermal siphoning for water cooling," Plagens explains. "During normal engine operation, the engine's water pump cycles coolant through the center bearing. After engine shutdown renders the water pump inactive, the coolant flow reverses. Coolant heats up and flows away from the turbocharger water jacket, pulling fresh, cool coolant in behind. This highly effective coolant process is completely silent to the driver, continuing to protect the turbocharger."

Going for a Spin - Flat Out
To validate their water-cooled turbo design choice, Ford engineers put EcoBoost through a special turbocharger test.

The test ran EcoBoost at maximum boost flat out for a 10-minute period. Then the engine and all cooling were abruptly shut down and the turbo was left to "bake" after this high-speed operation. If that sounds severe, imagine repeating this cycle 1,500 times without an oil change. That's what EcoBoost's turbos endured.

After 1,500 cycles, the turbos were cut open for detailed technical examination. The turbos passed the severe test with flying colors.

"We've attained things here the customer would never be able to do in their vehicle," Plagens said. "Ten minutes of peak power (355 hp, 350 foot-pounds of torque) is something that's probably only achievable in a vehicle for fractions of a minute, 10 seconds maybe in the extreme. We run it for 10 minutes many, many times over, and that's far, far more harsh and severe than a vehicle test would be."

EcoBoost also endured Ford's standard engine durability test signoff. Back in the dynamometer lab, the 3.5-liter EcoBoost V-6 went back up to full revs - and maximum turbo boost - for a real endurance test. This time the duration was a bit longer - 362 hours at full throttle. That's like running the 24 Hours of Daytona for more than 15 days straight.

Other tests subjected EcoBoost to a grueling range of operating temperatures.

"We run all of our durability testing at the maximum temperature," Plagens said. "For the turbos, the test is 150 hours long. Every 10 minutes the test alternates between peak power at max exhaust temperature and completely cold motoring. The goal is to verify that the turbochargers can withstand extreme thermal cycling without affecting their performance. It's pretty brutal and extreme but it's important to prove out durability."

Making the Grade
As the first Ford EcoBoost engine makes its production debut, it has earned its stripes in Ford's engine boot camp. It uses that same grade of 5W20 engine oil specified by Ford for gasoline engines, and oil changes are scheduled at the same 7,500-mile intervals, too.

"Ford customers can be sure that their new EcoBoost engine requires no special treatment for its reliable operation," Shelby said. "EcoBoost owners can pull in their driveways and switch off just like any other engine, and there's no special oil or shorter oil-change intervals. That means the owner can concentrate on enjoying the great performance and fuel economy."

 

ECOBOOST TECHNOLOGY: DIRECT INJECTION IS COOL

* Direct fuel injection is one of the key enabling technologies of Ford's EcoBoost strategy to deliver advancements in fuel economy of up to 20 percent without sacrificing the performance customers want. Paired with turbocharging, direct injection gives the new 3.5-liter EcoBoost engine in the Lincoln MKS the power and torque of a 4.6-liter V-8 with the fuel economy of a V-6
* Direct injection uses high-pressure fuel injectors to spray a fine mist of fuel directly into each cylinder. This precisely controlled fuel delivery improves the engine's transient response, contributes to improved fuel economy and enables improved emissions, particularly at cold start. The EcoBoost engine reduces CO2 emissions by 15 percent
* Like the spray from an atomizer bottle one might use to keep cool in the summer, the fine mist generated by each solenoid-controlled injector's six tiny outlet holes helps to create a well-mixed air-fuel mixture. It also cools the incoming air, helping to reduce the potential for engine knock

Direct injection is one of the cool technologies that makes Ford's new EcoBoost engine possible.

The all-new engine delivers better fuel economy and reduced emissions as well as improved performance and engine refinement gives it a cool all its own. With an estimated, class-leading 355 horsepower, the 2010 Lincoln MKS with EcoBoost is expected to deliver best-in-class highway fuel economy of 25 mpg.

With its premium EcoBoost engine, the new Lincoln will deliver more power and better highway efficiency than the 2009 Lexus GS460 (24 mpg) or 2009 Infiniti M45 (21 mpg).

"Direct injection is a significant player in Ford's strategy to replace larger engines with smaller EcoBoost engines, improving fuel economy by up to 20 percent without sacrificing performance," says Brett Hinds, EcoBoost design manager. "We're going to be deploying direct injection to bring a wave of EcoBoost engines into Ford Motor Company products. It starts with the Lincoln MKS and by 2013 more than 90 percent of our North American lineup will offer EcoBoost technology."

Direct injection even uses its cool to chill engine intake air, which improves fuel economy and reduces the potential for engine knock.

"Cool air is good for an engine because it minimizes the engine knocking phenomenon," explains Corey Weaver, EcoBoost project leader. "Anything you can use to cool the air is good. Injecting the fuel into the cylinder, you cool it on the spot, where you're going to burn it. Fuel vaporization during the intake stroke cools the air, improving the volumetric efficiency, the breathing of the engine and the knocking tendency."

Isn't that cool?

EcoBoost Direct Injection

The EcoBoost direct injection system precisely delivers a fine mist of fuel directly into each cylinder for optimal performance, economy and emissions. Unlike port-fuel-injection (PFI) engines that spray fuel in the intake system, the direct injection system puts the fuel exactly where it needs to be for combustion.

A high-pressure injector is positioned to the side of each cylinder, aiming the fuel directly into the cylinder adjacent to a high-intensity spark plug and alongside the intake and exhaust valves. Fuel is sprayed into the cylinders at pressures of up to 2,150 pounds per square inch (PSI), which is about 35 times more intense than PFI injection.

Fuel from the vehicle tank is pumped at normal pressure to the engine compartment, where a special, cam-driven, high-pressure fuel pump increases the fuel pressure. Depending on the demands of the driver, the system operates between 200 and 2,150 PSI.

"Think of the direct injection system like the mist from an atomizer bottle that you spray to keep yourself cool," explains Craig Stephens, EcoBoost powertrain control system manager. "Our system creates a fine spray that atomizes the fuel, making it easy to ignite and burn completely."

Each bank of cylinders in the V-6 EcoBoost engine has a high-pressure fuel rail that feeds the individual injectors and a fuel rail pressure sensor on each rail that helps the vehicle powertrain control module precisely control the fuel pressure.

The Bosch high-pressure fuel injectors use internal solenoids to switch on and off the flow of fuel extremely precisely. Fuel flows through six tiny outlets - like pinholes - in each injector, and each spray is positioned to provide benefits in fuel economy and emissions.

Electronic control system varies the timing and intensity of the fuel delivery according to engine operating conditions.

"This new EcoBoost direct injection system gives us great flexibility, particularly for cold-start performance and emissions," said Todd Rumpsa, EcoBoost calibration supervisor. "We can achieve multiple injections per combustion event, tuning where those injections should best take place to deliver the strongest start possible with the lowest emissions."