I was recently going through some pics from the 2014 North American International Auto Show (Detroit, MI) and I decided it would be fun to take a closer look at the 2.3L EcoBoost cutaway engine. Let me know what you guys think.
This is a cut-away model of the 2.3L EcoBoost I-4 that will be available in the 2015 Mustang.
The 2.3L has a balance shaft that is chain driven off the crankshaft.
It's composite manifold is a well made piece that almost looks like half of a Cobra Jet intake manifold. I consider that a good thing.
Just like the Coyote V8, the EcoBoost features Ford's Twin Independent Variable Camshaft Timing system.
The I-4 also sports cast iron camshafts.
Sadly, the little turbo engine does not appear to come with an integrated oil cooler.
This module on the back of the cylinder head appears to be a vacuum pump.
The EcoBoost's high-pressure fuel pump has a roller lifter that rides on its own dedicated four-peak camshaft lobe.
I'm glad to see an aluminum casting used for this coolant line. It speaks to the durability designed into the rest of the engine.
The Mustang version of this engine is supposed to feature a forged crankshaft and forged rods, which should make it pretty stout. One of the advantages of using a cast piston is the ability to include an integrated steel ring land, a feature often seen in diesels.
The EcoBoost lacks a traditional exhaust manifold. By casting it into the head Ford saves weight and cost.
This turbo should make for an excellent torque curve.
It may be small, but it should pack a nice punch.
Here you can see the twin-scroll design of the exhaust housing.
Looks like the EcoBoost will have a 6 bolt crank.
The 2.3's forged rods have a tapered small end that is very similar to those found in the 5.8L Trinity engine in the 2013-14 SVT Shelby GT500 Mustang.
This is one of the EcoBoost's direct injectors.
Looks like the S550 code name has made its official debut.
The combustion chamber of the 2.3L EcoBoost.
An up-close look of a 2.3's connecting rod.
It looks like Ford has high hopes for this engine in the Mustang platform.
The 2.3L has a balance shaft that is chain driven off the crankshaft.
It's composite manifold is a well made piece that almost looks like half of a Cobra Jet intake manifold. I consider that a good thing.
Just like the Coyote V8, the EcoBoost features Ford's Twin Independent Variable Camshaft Timing system.
The I-4 also sports cast iron camshafts.
Sadly, the little turbo engine does not appear to come with an integrated oil cooler.
This module on the back of the cylinder head appears to be a vacuum pump.
The EcoBoost's high-pressure fuel pump has a roller lifter that rides on its own dedicated four-peak camshaft lobe.
I'm glad to see an aluminum casting used for this coolant line. It speaks to the durability designed into the rest of the engine.
The Mustang version of this engine is supposed to feature a forged crankshaft and forged rods, which should make it pretty stout. One of the advantages of using a cast piston is the ability to include an integrated steel ring land, a feature often seen in diesels.
The EcoBoost lacks a traditional exhaust manifold. By casting it into the head Ford saves weight and cost.
This turbo should make for an excellent torque curve.
It may be small, but it should pack a nice punch.
Here you can see the twin-scroll design of the exhaust housing.
Looks like the EcoBoost will have a 6 bolt crank.
The 2.3's forged rods have a tapered small end that is very similar to those found in the 5.8L Trinity engine in the 2013-14 SVT Shelby GT500 Mustang.
This is one of the EcoBoost's direct injectors.
Looks like the S550 code name has made its official debut.
The combustion chamber of the 2.3L EcoBoost.
An up-close look of a 2.3's connecting rod.
It looks like Ford has high hopes for this engine in the Mustang platform.
