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YOU ARE AT: Home » The Tech » Education » Ford EcoBoost 1.6L Analysis | Turbocharged, Direct-Injection & CCVTC

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Ford EcoBoost 1.6L Analysis | Turbocharged, Direct-Injection & CCVTC

DSPORT ISSUE# 168  15 COMMENTS

Up until the release of the EcoBoost engine series, DSPORT has not had a reason to get excited about
the four-cylinder o erings coming out of Detroit. Today, the EcoBoost family of four and six-cylinder
engines from Ford are not only getting us excited, but they are also convincing generations of traditional
performance enthusiasts that there are replacements for displacement. Engineering solutions to double or
triple the output of an engine is nothing new for DSPORT. Before upgraded engine parts are designed, it’s
imperative that a full understanding of the OEM foundation is known.

Text by Michael Ferrara // Photos by Cameron Parsons // Illustrations by Paul Laguette

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A line of 197-hp EcoBoost 1.6L engines wait for placement in a Fiesta ST

OEM Engineering and Under-/Over-Engineering VIDEOS

An engine is only as good as the sum of its parts. Every

component in an OEM engine is expected to operate OCTOBER 12, 2018 0

at a certain performance level for a set period without 2019 DSPORT Tokyo Auto Salon
Tour
failure. The goal of the OEM engine parts engineer is
to design, test and oversee the manufacture of the
parts to deliver the performance and life needed AUGUST 25, 2017 0

within a set budget. Bean counters are a reality and Turn 14 Warehouse Tour
some OEM engineering departments do a better job
of getting higher budgets than others. Sometimes
budgets force engineers to use the least expensive DECEMBER 28, 2016 0
solution rather than the best solution. Low budget RE Pro Shop Miyoshi – Rotary Shop
parts may use less expensive materials or less Japan Tour

expensive manufacturing processes. The result are parts that are heavier, weaker or more susceptible to wear.

DECEMBER 15, 2016 0

Under-Engineered Riding Passenger in Subaru’s Red

Bull Global Rallycross
Championship WRX STI [VIDEO]
What does it mean for a part to be under-engineered? An under-engineered part is simply a part that could have
been made tougher, lighter, more wear resistance or even made at a lower cost while still meeting the performance
NOVEMBER 11, 2016 0
parameters. On the OEM level, under-engineered parts can sometimes result in expensive recalls. No OEM ever
2016 SEMA Turbo Talk with
wants to have a recall, so the OEM engineers build in a safety factor (factor of safety in engineering terms) into the
BorgWarner, Full Race & AAM
design of each part. If the computer models and math say that a M4 bolt is just enough to get the job done, an M5 Competition
or M6 bolt might be used instead to add a factor of safety.

Pushing the Envelope

If everyone was content with the performance of a factory vehicle, the world would be a duller place. Thankfully, not
everyone has sold a piece of their soul and purchased an electric vehicle. For those wanting more out of life than to
just live it, pushing beyond the factory performance levels will result in uncovering the parts not up to the task of
supporting power levels that are 50-percent, 100-percent or over 200-percent more than the OEM level. Obviously,
the parts engineered with a higher factor of safety are less likely to be the rst to fail compared to those parts
engineered with a smaller factor of safety. Our experience has revealed that most OEM engines appear to have a
minimum factor of safety around 1.5 times the expected service level. It’s a big generalization, but most factory
engines will live a long life when power isn’t increased beyond 50-percent of the original level.
Over-Engineered
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The term “over-engineered” can be used to describe components that seems to have a higher power handling
capability than needed. It can refer to parts with factors of safety that are double, triple or four times necessary
under normal conditions. These are the OEM parts not needing an upgrade when the stakes are raised.

Teardown for the Lowdown

Looking at the exterior of an engine tells one very little. A thorough teardown, inspection and measuring session is a
must just to get the basics in order. Looking to forums, Wikipedia and the Internet for accurate information can be a
complete waste of time. If you are planning an engine rebuild, always source the OEM manufacturers service @DSPORT ON INSTAGRAM
manuals for your exact year, make and model.

Of course, DSPORT Magazine and dsportmag.com are reliable sources for accurate information. Here’s a look at the
FORD EcoBoost 1.6L in detail. Special thanks to Ford for supplying the engine. It’s our goal to build this 1.6L engine dsport
to thrive and survive at 400 whp. This build will be featured as soon as it is completed.

The EcoBoost 1.6L engine features an open-deck design that ensures adequate cooling of the cylinders.
Notice the crosshatch nish in the cylinder bores.

By the Numbers | Ford EcoBoost 1.6L

 
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CYLINDER HEAD Follow @DSPORT on Instagram

Block Type Aluminum Open Deck

Main Housing Structure Girdle/Beam Design

Block Weight 20.6kg 45.3 lbs.

Displacement 1596.2cc 97.4 cu.in.

Bore/Stroke Ratio 0.97:1 Undersquare

 Rod/Stroke Ratio 1.646:1

Deck Height 203.85mm 8.025”

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Cylinder Bore 79.00mm 3.1108”

Cylinder Bore Spacing 87.00mm 3.4258”

Cylinder wall thickness 6.86mm 0.270”

Main bore diameter 54.00mm 2.1260”

Cylinder nish

Ra 10.6~13.3 µin

Rz 130~150 µin

Rk 20.5~33.5 µin

Rpk 11.0~16.0 µin

Rvk 31.0~38.0 µin

Deck nish Ra~15-22 µin

Main bore nish Honed Honed

PISTON

Piston Diameter 78.986mm 3.1097”

Piston Construction Cast w/Coated Skirts

Piston-to-Wall Clearance 0.028mm .0011”

Piston Weight (w/o pin) 250g

Piston Ring sizes

Top 1.2mm

Second 1.2mm

Oil 2.0mm

Piston Ring Weights 15.4g

Piston Pin Weight 79.0g

HEAD GASKET

Head Gasket Design Dual-layer MLS w/stopper ring

Head Gasket Bore Diameter 79.75mm 3.140”

Head Gasket Thickness 0.5mm 0.020”

Head Gasket Stopper Ring Thickness 0.127mm 0.005”

CRANKSHAFT

Rod C-to-C Length 134.00mm 5.2758”

Rod Weight 407.0g

Rod Small End Weight 102.6g

Rod Big End Weight 304.4g

Rod Small End Pin Diameter 21.00mm 0.8276”

Rod Big end housing diameter 47.00mm 1.8519”

Rod bolt diameter M8x1.0

Crankshaft Stroke 81.40mm 3.205”

 Crankshaft Weight 10.2kg 22.4 lbs.

Crank Rod pin size 44.00mm 1.7323”

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Crank Main pin size 48.00mm 1.88975”

Crank Damper diameter 133.00mm 5.2360”

CYLINDER HEAD

Intake Runner Dimensions (8 total) WxH 26x32mm 1.03”x1.26”

Intake Runner Shape Rounded Corner Rectangular

Individual Cylinder Intake Runner Area 16.7cm2 2.60in2

Total Intake Runner Area 67cm2 10.38 in2

Valve Head Diameter, Intake 30.00mm 1.181”

Valve Stem Diameter, Intake 4.966mm 0.1955”

Exhaust Runner Dimensions (4 total) Dia. 34.8mm 1.370”

Exhaust Runner Shape Round

Individual Cylinder Exhaust Runner Area 9.5cm2 1.47in2

Total Exhaust Runner Area 38.0cm2 5.88in2

Valve Head Diameter, Exhaust 25.00mm 0.9843”

Valve Stem Diameter, Exhaust 4.956mm 0.01951”

CAMSHAFT

Camshaft Journal Size 25.00mm 0.984”

Camshaft Base Circle 30.00mm 1.181”

Intake Cam Max Lift 7.9mm 0.311”

Exhaust Cam Max Lift 6.6mm 0.260”

Intake L/D 26.30%

Exhaust L/D 26.40%

OTHER MEASUREMENTS

Throttle Body Plate Diameter 52.00mm 2.047”

Cylinder Block

Lightweight & Ribbed

The aluminum alloy engine block uses permanent mold technology with high-strength alloys. The block features
thin-wall casting in low-stress areas to minimize weight. If this engine were a person, it would have under 10
percent body fat. Extensive ribbing adds to the skeletal strength in high stress areas. The engine’s “open-deck”
design trades o some cylinder strength for lower weight, lower production costs and improved cooling balance
and e ciency. A big unknown is how much power the factory cylinders can endure. We are betting that doubling
the power on our build will still be within the capabilities of the factory cylinder walls. If not, aftermarket sleeves to
the rescue.
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Pistons

Hyper Cast w/DLC Pins

The OEM hypereutectic pistons were a pleasant suprise. The unmachined surfaces of these cast pistons have a near
machined nish. Piston crowns and top ring lands feature a performance enhancing coating, while a friction-
reducing coating is found on the asymmetrical skirts. Piston pins feature a diamond-like-coating (DLC) for
exceptional wear resistance. These are some of the best OEM cast pistons we’ve ever seen. It wouldn’t suprise us if
these pistons could survive in a 350hp or perhaps even 400hp engine.
Oil Pan
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Oil Sump & Block Support

The primary purpose of an oil pan is to keep a continous supply of engine oil around the oil pump’s pickup
assembly. On the EcoBoost 1.6L engine, the pan also adds structural support between the engine and the transaxle
assembly.

Made from what looks to be a permanent mold process, this aluminum oil pan also helps to add some
rigidity to the block’s bottom.

Connecting Rods

Weakest Link Contender?

If you ever have to bet on what engine component will fail rst when the power is increased, always bet on the
connecting rods. While there are exceptions to the rule, the weakest links in most engines (including everything
from the Honda D16 to the Nissan VR38) are the connecting rods or rod bolts. On the EcoBoost 1.6L, a hot-forged
powder metal process and cracked rod cap process is used in the manufacturing process. While those processes
add strength, we are concerned that the overall cross sectional area of the rod beams may not be enough.
Additionally, the rod bolts are among the smallest diameter that we’ve ever seen and they are a torque-to-yield
design than cannot be reused. To be safe, we’ll be upgrading the rods on our build.
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Crankshaft

A Cast from the Past

We can’t recall the last time that we’ve seen an inline four-cylinder crankshaft that was manufactured by a casting
process rather than a forging process. Forged Honda and Mitsubishi inline four-cylinder cranks have proven to
handle in excess of 1,000 ywheel horsepower. The EcoBoost 1.6L engine uses a cast crankshaft. How much will it
hold? We are going to see if 400 wheel horsepower is beyond its limits.

Crank Damper

Business as Usual

There is nothing out of the ordinary about the crankshaft damper. However, upgrading to an aftermarket SFI-
approved damper will make the engine legal for competition in various racing classes. The aftermarket damper
should also improve bearing and crankshaft life. Considering that the factory crank is cast, we consider a crank
damper upgrade a must.
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Main, Head Bolts & Bearings

Big Caps, Girdle & Three-Piece Thrust

The EcoBoost 1.6L features some massive main caps with an integral girdle system (a.k.a. beam). This is a very
robust solution and we’ll probably come nowhere near its limits. The main studs are torque to yield and should not
be reused. As always, we’ll look to ARP for a main stud kit solution and we’ll CNC vertically line bore the block for
optimum crankshaft alignment in the block. A new generation three piece integrated thrust bearing is part of the
main bearing solution.

Cylinder Head

16V High Velocity D-Ports

While some of the newer 4-cylinder engines incorporate a two-piece design to the cam journals (FA20, F20/F22C,
etc.), the EcoBoost 1.6L keeps the lower cam journals as part of the casting. The cylinder heads ports, valve design
and combustion chamber are designed for high-velocity ow and exceptional combustion e ciency. All eight Intake
ports feature a visible “D” shaped design. These D-shaped intake ports allow the intake ow to be e ciently and
quickly turned from the intake manifold into the cylinders with a minimal loss in ow velocity.
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The cylinder heads rely upon shimless buckets that are available in 36 di erent thicknesses to set proper
lash clearance. The bolts used to secure the cams and variable cam timing bridge are designed to be reused
only once so we hope ARP makes an upgrade in the near future.

(Left) Here’s a look at the combustion chamber. Notice the center hole for the direct injection. (Right) The
variable cam timing bridge is removed along with the rest of the valvetrain.
Camshafts
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Twin Cams Direct the Action

The camshafts act directly upon the buckets without a rocker arm assembly. This direct acting setup improves
performance and reliability. Since the engine uses a high-pressure mechanical fuel pump for the direct injection of
fuel into the cylinders, one of the camshafts has an additional lobe to drive this mechanical high-pressure pump.

Cam Gears

Variable IN/EX Valve Timing

By having computer-controlled variable valve timing on both the intake and exhaust camshafts, the valve events can
be optimized for peak performance, e ciency and emission reductions from idle to redline. As one would expect,
the OEM design must optimize the cam timing to minimize engine emissions. When these engines are used in
competition, the variable cam timing can be optimized for peak performance. The end result of this technology is
improved idle quality, increased idle vacuum, reduced emissions, increased torque and power throughout the
powerband and increased fuel economy.
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Valvetrain

Light is Right

As modern engines are turning to smaller and smaller valve stem diameters to maximize ow, the EcoBoost 1.6L
features 5.0mm valve stems (the smallest we’ve seen, B-series Hondas are 6.5mm for comparison). Intake valves are
30mm in size while exhaust valves are 25mm. The intake valves feature a black-nitride coating for increased stem
life.

Head Gasket
Multi-Layer Stainless Steel

The OEM Custom

head gasket is a multi-layer stainless steel (MLS) design that incorporates a sealing silicone.
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Turbo System

No Turbo-Fold Here

Unlike some of the other engines in the EcoBoost family that use a “turbo-fold” turbocharger system where the
turbine housing is cast as part of the exhaust manifold, the EcoBoost 1.6L keeps the turbine housing independent
from the manifold. The turbo is a high-response Borg Warner unit with integral wastegate and compressor bypass.
We opted to upgrade to a FULL-RACE manifold and Borg Warner EFR-series turbo for the ultimate in response and
performance.
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A water-cooled center section of the turbocharger. The chart shows the factory power output and
maximum power output (bolt-on engine upgrades and boost levels increased) of the engine with the OEM
turbocharger on 91-octane gasoline.
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Actuators and Solenoid

Boost and Surge Control

Boost is regulated through a massive actuator and integral wastegate assembly on the turbocharger. The Fiesta ST
employs a boost solenoid that modi es the signal into the actuator as needed. The ECU of the Fiesta ST also
regulates the operation of the compressor bypass solenoid on the turbocharger. Since the ECU knows the exact
throttle angle, manifold pressure and pedal input, it can optimize the actuation of the compressor bypass to
eliminate compressor surge.

Throttle Body

Driven by Wires

The 52.0mm drive-by-wire throttle body is controlled by the ECU.

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Intake Manifold

Plastic-Man!

Plastic intake manifolds are becoming more and more common on modern engines. While early plastic intake
manifolds did not take kindly to aftermarket forced induction, this manifold was designed for a lifetime under
boost. While it’s more cosmetically challenged than an aluminum variant, it should be able to get the job done.

Fuel Rail and Direct Injectors

Performance and E ciency Maximized

Direct injection allows superior atomization of the air-fuel mixture in the combustion chamber. This improved
mixing allows for engines to run higher compression ratios for increased thermal e ciency. Unfortunately, the
aftermarket is stillSearch
Custom playing catchup with direct injection and upgraded direct injection pumps, as injectors are only
available on limited applications. Since no EcoBoost 1.6L direct injection upgrades currently exist, we’ll be adding a
secondary port fuel injector system to meet our fuel demands at 400whp. As an added bene t, this fuel system will
keep the backside of the intake valves clean.

Spark Plugs

Iridium by NGK ILZTR6A8G

The spark plugs feature a laser-welded iridium electrode measuring just 0.6mm in diameter with the gap being set
at 0.6~0.7mm. The combination of small center electrode and small plug gap allow the plug to re under the
extreme cylinder pressures of turbocharging. We’ll be using some NGK Racing plugs of the colder #8 range in
competition.
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Double or Nothing

Outlining our Plan for 400 WHP

As with any engine platform, there are components that we like and those that we’ll need to replace to reach our
power goals. Aftermarket pistons and rods will eliminate the chance of failure in these areas. However, the cast
crankshaft and open-deck block design of the EcoBoost 1.6L engine do cast a small shadow of doubt that we can
reach our 400whp goal. Still, I’d rate our chance at 95 out of 100 to hit the mark. Considering the engineering,
motorsports, machining and engine assembly experience that we have on sta at DSPORT, taking the EcoBoost 1.6L
to new heights should be well within our pay grade.
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Jeff Crouch • 6 months ago

Anything new to add?
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Ryan Reynolds • a year ago

Great article. Is there a part 2 where you guys have built thing thing out?
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Palle Hellemann • a year ago
What will be the total weight of this upgraded engine, exclusive flywheel and clutch? What will be
the approximate price of such an upgraded engine? Can You deliver one before the end of
2017?
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rwrench • a year ago

What is normal fuel pressure supposed to be at the HPFP fort he ecoboost 1.6L ?
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Laura Johnson • a year ago

I just loved my 1971 Pinto w/ 2.0L (German) mfg. Eng. It beat all turbo comers on Woodward Av.
until it hit 3rd gear with a squawk, then the race was over as their Turbo kicked in and they shot
past me.
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Karim Seif • a year ago

Ford ecoboost 1.6l is the worst turbocharged engine ever, while on OEM 180 hp it can't survive
more than 60K miles without cracking a piston and the engine cooling problems are the worst!!!!
so goodluck in making it up to 400hp.
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Michael Ferrara > Karim Seif • a year ago

Not even close to the worst turbocharged engine ever. We haven't heard anything about
issues with the pistons. For an OEM piston its pretty stout. We are already at 375
horsepower on our build with the stock engine. When we tear it down and put in the built
ECO 1.6L, we'll see what it can make.
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Jay McGregor > Michael Ferrara • 10 months ago

Karim Seif is probably a 38 yo that still drives his mums shitty old vw golf tsi....
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Jay McGregor > Karim Seif • a year ago

this guys one sounds good to me....

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rwrench > Karim Seif • a year ago

my 1.6L ecoboost has 180000 miles it runs well, i dont race it though.
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Michael Drum > Karim Seif • a year ago

75k on mine, putting 240@whp with 100% stock internals. Cooling problems ?
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Devin • 2 years ago

What crank damper are you going to be using? Very interested in this and when we can hear
more news on this.
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 Michael Ferrara > Devin • a year ago
We aren't sure if the aftermarket crank damper companies are going to support the 1.6L
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ECOBOOST. We have had great experience with both ATI and Fluidampr dampers on
other engine builds.
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Ben Walters • 2 years ago

Awesome breakdown! Thanks for the detailed images and descriptions. As a Fiesta ST owner,
it's great to see how much future-proofing Ford put into this engine.
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