Ford Falcon 4-cylinder released
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6th May, 2012
Ford’s global high-tech 2-litre 4-cylinder EcoBoost engine is now
available on Falcon XT, G6 and G6E sedans. Surprisingly, the new four-cylinder engine is priced at the same level as the
existing six-cylinder models.
“Combined with the improvements we’ve made to the FG Falcon MkII range, we’re ensuring our customers not only have
the features they expect but now a suite of engines tailored to their specific needs.” Ford Australia President & CEO
Bob Graziano said.
Ford Falcon customers have the choice of petrol four and six-cylinder engines, as well as the liquid-phase injection
LPG system in the Falcon EcoLPi. For higher performance, there is also the turbocharged six-cylinder available in both
the Falcon XR6 and G6 range.
Like the rest of the FG Falcon MkII range, the Falcon EcoBoost benefits from an extensive upgrade of features that
includes a new 8.0-inch colour touch screen with integrated audio and phone functions as well as satellite navigation on
the G6E series.
The Falcon MkII range also has a comprehensive occupant protection and security package that includes dual front, side
thorax and curtain airbags, Dynamic Stability Control, rear parking sensors and driver fatigue warning system.
The Manufacturer's List Price* for the new FG Falcon MkII EcoBoost range is:
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FG Falcon MkII EcoBoost |
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MLP* |
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XT |
37,235* |
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G6 |
40,835* |
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G6E |
46,735* |
Availability: FG Falcon MkII XT, G6 and G6E sedans
Engine: 2.0-litre I-4 Gasoline Turbocharged Direct Injection (GTDi) petrol-fuelled engine
Power: 179 kW @ 5,500 rpm
Torque: 353 Nm @ 2,000 rpm
Fuel economy: XT 8.1 litres / 100 km** G6/G6E 8.5 litres/100 km**
CO2 emissions: XT 192 g/km** G6/G6E 201 g/km**
Bore: 87.5 mm
Stroke: 83.1 mm
Capacity: 1.999 cm3
Compression Ratio: 9.3:1
Emissions Level: Euro 4
The outstanding FG Falcon MkII EcoBoost engine is an engine that delivers optimal performance and fuel efficiency for
drivers.
- Engine technologies for performance and efficiency
- Twin-Independent VCT
- Direct fuel injection system (side-mounted direct-injection, 7 hole injector, 150 bar)
- High compression ratio (9.3:1)
- High flow intake port
- 4 Valves per cylinder
- Coil on plug ignition
- Refinement technologies for reduced noise and emissions
- Optimised injection process
- Balance Shaft
- Silent chain cam drive system – new chain tooth profile, guides, and tensioner
- Tick mitigation - injector isolators, NVH treatments (fuel rail, high pressure pump, and appearance
covers)
- Technologies for increased reliability
- Enhanced cleanliness and oil filtration
- Aluminium oil cooler for improved engine reliability
- Cast inter-bore cooling in the cylinder block
- Mechanical vacuum pump for improved brake performance
Ti-VCT technology
What is it?
- Ti-VCT is the precise variable timing control of both the intake and exhaust camshafts, which control the valve
opening and closing events.
- Each of the two camshafts is controlled independently. Ti-VCT uses the intake camshaft phasing to advance the intake
valve opening and the exhaust camshaft phasing to retard the exhaust valve closing.
1. Injectors
- The fuel injectors are located on the side of the combustion chamber (side entry direct injection).
- Solenoid injector, 7-Hole Spray pattern for the fuel was optimised after extensive computer modeling work.
- Damping material added between injectors and cylinder head designed to mitigate tick
- On each stroke, seven individual jets on each fuel injector spray fuel directly into the combustion chamber, mixing
with the incoming air.
- By bringing the fuel injector right into the combustion chamber, there’s no delay from the time the fuel is injected
to when it’s used by the engine.
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2. Fuel rail
- Stainless steel rail
- Direct mounted to cylinder head
- Orients and clamps fuel injectors
3.High pressure fuel pump
- Single cylinder/piston stainless steel pump
- Side mounted on exhaust side at the end of cylinder head
- Driven by exhaust camshaft with 3-lobes and flat tappet
- The high-pressure fuel pump operates up to 2,200 - 2,800 psi (15 – 20MPa). This is more than 50 times the 'norm' seen
in a conventional I-4 engine
- Electronic valve controls how much fuel is routed into the fuel rail to the injectors
Direct Injection – benefits of injecting into combustion chamber
Evaporates and cools the air that’s been inducted into the cylinder
- Improves the breathing and minimises knocking
- Allows engine to run a higher compression ratio than is possible on port fuel injected boosted engines. That higher
compression ratio contributes to improving the fuel economy across the operating range of the engine.
Optimal fuel/air mixing
- Well-mixed air-fuel charge, increasing engine efficiency
- May have multiple injections for each combustion event, and can tune where those injections should take place to
deliver the strongest start possible with the lowest emissions.
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Precision combustion
- Fuel can be directed to exactly where we want it to be for a given combustion cycle, and enhanced with split injection
- Direct injection removes chances of fuel wetting the combustion wall like port fuel injection. Consequently this
reduces chances of saturating the ports and forming droplets that might recombine and add to saturation
- In a port fuel system, when the ignition is turned off it is possible to have fuel on the walls of the intake port,
which migrates to the top of the valve and puddles. When the ignition is turned on again, there can be an emissions
spike. Direct injection is much cleaner than a port fuel system. This same feature also greatly reduces the evaporative
vehicle emissions.
Fabricated stainless steel turbo assembly
Dependable refined wide-range torque:
- The turbocharger operation paired with the direct-injection system helps to virtually eliminate turbo lag.
- Turbocharger spins at up to 200,000 rpm and is designed for a life cycle of more than 200,000 kilometres or 10 years.
- Peak torque across a very wide engine speed range.
- Turbocharger “whoosh” is mitigated by electronically controlled anti-surge valves, which proactively relieve the
boost in the intake, which can range up to 13 psi. Careful software calibrations manage the pressures in the intake
manifold.
- Waste gate control along with the throttle controls the boost and torque levels very precisely and the driver
perceives a continuous delivery of torque.
Tyres for EcoBoost XT model
New 16-inch Low Rolling Resistance (LRR) tyres are fitted to the Falcon EcoBoost XT to assist with fuel efficiency.
The new tyre is a 215/60 R16 Goodyear™ Assurance Fuel Max Low Rolling Resistance Tyre.
Tyre pressures have also increased from 33 psi to 38 psi on the EcoBoost XT models to further improve overall fuel
efficiency.
NOTE:
* Manufacturer's List Price (MLP) excludes dealer delivery fees and the numerous statutory charges (commonly known as
on-road costs). Additionally, please note that all prices, fees and charges are subject to change without notice, as are
the specifications.
** Figures obtained from controlled tests using ADR 81/02 (combined). Actual fuel consumption and CO2 emissions will
depend on many factors, including driving habits, prevailing conditions and the vehicle’s equipment, condition and
use.
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