Speedscene, Aug/Sept 2017 – SBD 1.6L EcoBoost

The 1.6L Ford EcoBoost engine is derived from the Sigma series, which was used in the Focus, Fiesta and Puma cars. It is a direct injection (DI) engine, meaning that the fuel injector is mounted directly overhead, right inside the combustion chamber. As with all DI engines, the ports are dry since no fuel flows around the back of the valves. The fuel injectors are extremely high pressure and their variable flow is controlled by the ECU. The fact that the injector is directly into the combustion chamber means that the fuel delivery is effectively instantaneous, meaning there is no need for acceleration fuel, which helps to compensate for the delay in the fuel reaching the cylinder and this gives throttle response of effectively a normally aspirated engine.

 

The standard turbo produces its maximum power at around 2000rpm at 1.25Bar of boost. However, it has been over-engineered by Ford so with the help of a special series of MBE DI ECUs, SBD have spent the last few years developing the management system and strategies to get more power out of the standard engine. Currently SBD have achieved 226bhp, 290lbft of torque using the standard turbo with the maximum torque between 2500-3000rpm.

With a change of turbo, SBD have reached 350bhp and 335lbft of torque still using the standard internal engine components. Geoff Kershaw and Matt Jewell from Turbo Technics produced in the region of 20 special development turbos for SBD to test. SBD's aim was to produce an engine with a maximum amount of power but without turbo lag and, as a result, they have developed a package that produces 350bhp, 335lbft or torque.

 

 

Although the injectors and fuel pump are capable of supplying sufficient fuel for over 300bhp, SBD have found that in sustained use this causes excess load and potential for premature failure. By adding additional set of port injectors, the MBE9A6 can be used to blend a combination of DI and port injectors at different speeds and loads to obtain optimum performance. This means they have been able to achieve an increase in peak horsepower and peak torque, with the added benefit of being able to reduce the exhaust gas temperature.

 

The ability to run the engine lean provides the opportunity to achieve more horsepower. In fact SBD have found that if they have tried to run the engine anywhere near the richer mixture levels of a more traditional turbo engine, the engine begins to misfire and lose power. Their test engine has now had more than 100 hours dyno running an is still in perfect health, which just shows how good thie Ford engine is.

 

The MBE9A6 DI ECU is for use on 4-cylinder DI engines. At present the maps and strategies have been devleoped for the 1.6L EcoBoost using the DI injectors and then with upgraded versions, the addition of port injectors. As well as variable cam control, variable fuel pressure, etc, it has control strategies for EGAS, Gearbox Control, Launch Control, Traction Control, Knock strategies to name but a few. The ECU comes fully programmed for either standard engine or one of SBD's upgrade kits. SBD and Si-Leck Motorsport Wiring have also designed and developed a wiring harness specifically for this application. Made in full Raychem military spec wiring, this harness can then have additional features added via its interface connector as and when required by the user.

 

The 1.6L EcoBoost has already been used by Ford themselves in a single seater series and these cars are now been used in club motorsport, several of which are currently competing in sprints and hillclimbs. As SBD develop more internal components, this will allow them to increase the output to much higher levels and they believe it is possible to achieve the output the current V8 engine reliably so therefore seeing it competing for outright wins. The engine is currently being installed in SBD's Westfield that is used as a development tool, which will be out as soon as possible. There is also one of these engines in a new design MCR Sportscar, currently running in the BRSCC OSS Championship and which has won a couple of races at Spa. Other engines already installed include Meteor Motorsport's Caterham show car and Richard Aley's track day Caterham. There is also a big race and rally market with one of SBD's customers, Kester Cookk, installing this engine in a Fiesta MK6 race car.

 

One of the biggest advantages with this engine is that it is so strong in standard form that when you compare it with a tuned engine e.g. 2.4L Duratec, it is significantly cheaper and all of your budget is spent on the electronics, turbo and dry sump for durability. Even at the level of 350bhp, internally the engine is still stock so when it does wear out, your base engine is relatively cheap to replace. New engines are in the region of £2395.00 + VAT (£2874.00) and second-hand engins can be picked up for as little as £800. A fully dressed EcoBoost including turbo is approximately 95kgs as opposed to about 105kgs for a 2.0L Duratec.

 

SBD are continuing their development of the 1.6L EcoBoost in conjunction with Jenvey Dynamics who are developing a new plenum before internal components changes will need to be made. This plenum will bolt on in place of the standard plastic one. They have also designed a special manifold that allows the addition of 4 port injectors, either with the standard plastic plenum or the new Jenvey plenum. SBD are already designing upgraded pistons, rods, crankshaft and other internal components to maintain reliability and achieve higher horsepower figures.

 

Feature reproduced with permission from HSA Speedscene Magazine.