Fiesta 1.0L Ecoboost?

What's the buzz about these? I stopped by my local ford dealer to paw over a normal manual trans Fiesta. It was nice. Seemed well put together and like it had decent room. The 1.0L is now available on the online configurator and seems to be orderable. A Ecoboost SE 5 door with the Ecoboost 5-speed + comfort package seems like it would be a nice car for the 17,450 it built out to be.

It may be a car that could interest me in the next 6-12 months.

How do you get to the 1.0l in the builder? I only get the 1.6 and the 1.6T.

Select SE manual transmission. It's in the Exterior options tab after that. Very not obvious but it's there.

Found it. They really hide it in there.

Gotta ask, how the hell does a gas motor do regen braking?

Under the details it claims:

"Regenerative Brake System"

I've got nothing useful to add to the discussion other than, this motor is super cool. So compact:

That, and a tweeked version is in the Formula Ford:

It seems to be a weird package. Only available with a manual and you have to get the steel wheels and covers, wonder what the take rate will be? You can still get heated seats and mirrors with this package though. I didn't look but I'm guessing you get the E36 M3ty stereo too. What are the specs on the engine? I couldn't find them on Ford's site anywhere.

I forgot. What were the claimed fuel economy numbers for the 1.0L Ecoboost?

This is cool.

The 80's Escort thread, the older Fiesta in the Classifieds, Mini's...so many resto-mod opportunities.

frenchy wrote: It seems to be a weird package. Only available with a manual and you have to get the steel wheels and covers, wonder what the take rate will be?

For GRM folk, it should be quite high if that's the case!

Case in point, it's not hard to make 150whp on a 1.0L turbo Firefly motor (G10T). I see no reason why this can't be a similiar thing. Considering I'd put my own rims on it anyways, it just makes it cheaper for me!

this engine needs more caterham. I believe that it's going to be available as a crate engine from fomoco

captdownshift wrote: this engine needs more caterham. I believe that it's going to be available as a crate engine from fomoco

So far, all of the proposed crate motors that are DI have yet to see the light of day. Don't hold your breath.

The closest so far is the upcoming 3.5l turbo that will power a DP car at Daytona.

clutchsmoke wrote: I forgot. What were the claimed fuel economy numbers for the 1.0L Ecoboost?

I believe it's around 45 mpg

123bhp or 99bhp? I would be excited for the 123 version.

alfadriver wrote:

captdownshift wrote: this engine needs more caterham. I believe that it's going to be available as a crate engine from fomoco

So far, all of the proposed crate motors that are DI have yet to see the light of day. Don't hold your breath. The closest so far is the upcoming 3.5l turbo that will power a DP car at Daytona.

I mean it is only a matter of time. Everyone is going DI and someone will figure it out.

Alfadriver, isn't DI your bag? You should help out the aftermarket people (ie Megasquirt) and get them at least pointed in the right direction.

We get the 123HP/148lb-ft option.

I'm seriously considering putting an order in on one with the cold weather package next fall. I'm hoping that one shows up somewhat near by to test drive at some point in the next 6 months

32/45mpg 40 combined.

RossD wrote: Alfadriver, isn't DI your bag? You should help out the aftermarket people (ie Megasquirt) and get them at least pointed in the right direction.

sort of. I'm a calibrator, and have passing knowledge of hardware required to run DI. On that part, it would be a pretty big tear up. First add enough sensors to give you true SEFI. Then make sure that is accurate to a degree. Then change the injector drivers so that they can output the correct signal shape to open and close the injectors (which is a very different signal than normal PFI injectors). That should run one part.

Then add enough sensors onto the cam shafts so that you know where they are to a few deg (this can be a lot less when used with the crank). With that, add a totally new driver to run the high pressure pump, which requires degree precision and high output signal. Oh, and need high pressure fuel rail info. With those two, design software for closed loop high pressure fuel control. Well, with those two, and accurate info of how much you are injecting. That's good enough, but much more can be done.

Now, VCT. Need the same signals off of both cams from above, and control, closed loop, the cam position. Note- that when one of the cams move, it changes the pump control timing, and you need to keep track of that.

Then tune it. Bear in mind, one needs to now map out the injection timing and and injection pressure. And know what to do when you run out of fuel pump volume- since the total fuel that can be flowed is limited by the high pressure pump. And map the dual VCT's. And map the change in spark due to the VCT changes. And map the air estimate based on the VCT.

And that's as far as I can go. I know all of that is out there in literature. And I can hook the MS people up with our patent attourneys, so that you can put some of our cool patents in.

It can be done, sure. Who wants to start? I can't, as I appreciate my job far too much.

93EXCivic wrote:

alfadriver wrote:

captdownshift wrote: this engine needs more caterham. I believe that it's going to be available as a crate engine from fomoco

So far, all of the proposed crate motors that are DI have yet to see the light of day. Don't hold your breath. The closest so far is the upcoming 3.5l turbo that will power a DP car at Daytona.

I mean it is only a matter of time. Everyone is going DI and someone will figure it out.

It's more likely that OEM's will release working ECU's that don't need all of the rest of the computers. And I'm still waiting for that day.

frenchy wrote: It seems to be a weird package. Only available with a manual and you have to get the steel wheels and covers, wonder what the take rate will be? You can still get heated seats and mirrors with this package though. I didn't look but I'm guessing you get the E36 M3ty stereo too. What are the specs on the engine? I couldn't find them on Ford's site anywhere.

You can get the upgraded stereo too. Not sure if it's worth it or not.

accordionfolder wrote: Gotta ask, how the hell does a gas motor do regen braking? Under the details it claims: "Regenerative Brake System"

Good question

Have to wonder if they're coming out with an EV version and got the specs mixed up...

As I get asked occasionally if a MegaSquirt can run an Ecoboost, I figured I might as well respond with what details of this engine I'm not sure on. I can understand if you have limits on what you can say here.

alfadriver wrote: sort of. I'm a calibrator, and have passing knowledge of hardware required to run DI. On that part, it would be a pretty big tear up. First add enough sensors to give you true SEFI. Then make sure that is accurate to a degree. Then change the injector drivers so that they can output the correct signal shape to open and close the injectors (which is a very different signal than normal PFI injectors). That should run one part.

That one sounds like the most complicated part - I believe they're peak and hold, but at a much higher voltage, correct? That's going to need some dedicated hardware. The other question was how much accuracy is needed with the timing and pulse width control.

With that, add a totally new driver to run the high pressure pump, which requires degree precision and high output signal. Oh, and need high pressure fuel rail info. With those two, design software for closed loop high pressure fuel control. Well, with those two, and accurate info of how much you are injecting. That's good enough, but much more can be done.

We're working on PID fuel pressure control for normal EFI pressures. Other than the pressure being much higher, are the requirements much different? Or is the fuel pressure keyed to crank angle somehow?

Now, VCT. Need the same signals off of both cams from above, and control, closed loop, the cam position.

Got VCT working on some other Ford motors, like the Zetec. The main thing I don't have on the EcoBoost motors is what the cam trigger pattern looks like.

Note- that when one of the cams move, it changes the pump control timing, and you need to keep track of that.

Current firmware can move injector timing with the VCT position. So the pump control is similar?

Smart regenerative charging

"The new Ford Fiesta also comes equipped with what Ford is calling "smart regenerative charging". Before you go thinking that means the Fiesta is some sort of hybrid or electric car, think again. Instead, it's an intelligent system of control for charging the car's battery.

Previously, the alternator was permanently hooked up to the engine when running. Here the Fiesta only engages the alternator when you're coasting, slowing down, or idling, which reduces wear and tear on the engine and other components in the system.

Hopefully that should mean your battery is always charged for powering all the latest car tech, while lasting longer and needing less servicing."

In reply to MadScientistMatt:

So we don't get into a quoting block a mile long...

Injector drivers- sort of. I guess you can call them peak and hold, as there's a peak, and a hold, but the signal looks a lot different, most notably it's a 65V driver. Yes, 65V and not 12V. And there's a on and off delay...

Fuel pressure control. Theoretically, a PID controller should work. As long as you can control the high pressure pump. Which is a real trick.

For the DI specific stuff, it may be fastest to contact Bosch for injector driver requirements as well as the fuel pump driver requirements. Most of the early work I saw worked directly with their engineering requirements. You will be working with their or Denso's stuff primarily. Conti and Marrelli both have DI hardare, too. And it's a little different.

VCT- While you can go and look at a car, I can tell you it's a 4+1 tooth on the cams. Develop the software for Duratec engines, and it may work.

VCT vs. DI pump control- the timing isn't exactly realted- the DI pump works off of a cam lobe, you open/close a valve at a specific time during the up stroke of the lobe to raise pressure. Inejctors lower it. When the cams move, that specific time moves. It's one of those questions you need to ask Bosch about.

Not sure how much you guys can invest- but I saw a DI capable aftermarket controller.... Can't vouch for it.

Given our previous experience with trying to contact Bosch's engineering department - we'd probably have an easier time bringing in an Ecoboost powered vehicle and reverse engineering what the stock ECU is doing than getting someone at Bosch willing to talk to us. But thanks for the comments on what's going on; there's a lot of helpful info there.

My local dealer is getting one of these in the next day or so. They are going to get me a test drive ASAP. I will report back on how it drives. Not sure if I'm going to move from a WRX into one of these (My commute has more than doubled and the WRX will get expensive if gas ever rises again).