Home
What's new
Latest activity
Authors
Store
Latest reviews
Search products
Forums
New posts
Search forums
What's new
New posts
New listings
New products
New profile posts
Latest activity
Members
Current visitors
New profile posts
Search profile posts
Log in
Register
Cart
Cart
Loading…
What's new
Search
Search
Search titles only
By:
New posts
Search forums
Search titles only
By:
Menu
Log in
Register
Navigation
Install the app
Install
More options
Change style
Contact us
Close Menu
Forums
SVTPerformance's Chain of Restaurants
Pics and Videos Buffet
Spy Shots—Jeep Wrangler 392 Caught Running the Streets in Michigan
JavaScript is disabled. For a better experience, please enable JavaScript in your browser before proceeding.
You are using an out of date browser. It may not display this or other websites correctly.
You should upgrade or use an
alternative browser
.
Reply to thread
Message
<blockquote data-quote="kaz109" data-source="post: 16525803" data-attributes="member: 55075"><p>Both of the examples you gave are Gen 1 EcoBoost motors and there were things changed for the gen 2 EcoBoost to proven those issues</p><p></p><p></p><p></p><p>Gen 1 EcoBoost was based on the Duratec architecture. The Duratec was used primarily in FWD applications like the Taurus, Edge, Explorer, and Flex. It was also used by Mazda in many of their vehicles. It used a Direct Acting Mechanical Bucket (DAMB) valvetrain with one timing chain driving both intake cams and secondary chains to drive the exhaust cams.</p><p></p><p>To build the EcoBoost, Ford added direct injection, lowered the compression ratio, and replaced the rotating assembly with stronger components including a forged steel crank. They also added oil jets to cool the underside of the pistons. Gen 1 truck applications used Borg Warner K03 turbos.</p><p></p><p>Gen 2 was a clean sheet engine design and was engineered using lessons learned from Gen 1 as well as some features from the 2.7 Nano. Port fuel injection was added to supplement the direct injection, and the valvetrain is a lower friction roller follower system with hydraulic lash adjusters. Camshafts are hollow core to save weight. It uses 2 primary timing chains, one for each bank, which is more robust than one large chain. Turbos are still BW K03, but were upgraded with new Mar-M-247 alloy turbine wheels with a change in vane angle. Compression ratio was increased to 10.5:1.</p></blockquote><p></p>
[QUOTE="kaz109, post: 16525803, member: 55075"] Both of the examples you gave are Gen 1 EcoBoost motors and there were things changed for the gen 2 EcoBoost to proven those issues Gen 1 EcoBoost was based on the Duratec architecture. The Duratec was used primarily in FWD applications like the Taurus, Edge, Explorer, and Flex. It was also used by Mazda in many of their vehicles. It used a Direct Acting Mechanical Bucket (DAMB) valvetrain with one timing chain driving both intake cams and secondary chains to drive the exhaust cams. To build the EcoBoost, Ford added direct injection, lowered the compression ratio, and replaced the rotating assembly with stronger components including a forged steel crank. They also added oil jets to cool the underside of the pistons. Gen 1 truck applications used Borg Warner K03 turbos. Gen 2 was a clean sheet engine design and was engineered using lessons learned from Gen 1 as well as some features from the 2.7 Nano. Port fuel injection was added to supplement the direct injection, and the valvetrain is a lower friction roller follower system with hydraulic lash adjusters. Camshafts are hollow core to save weight. It uses 2 primary timing chains, one for each bank, which is more robust than one large chain. Turbos are still BW K03, but were upgraded with new Mar-M-247 alloy turbine wheels with a change in vane angle. Compression ratio was increased to 10.5:1. [/QUOTE]
Insert quotes…
Verification
Post reply
Forums
SVTPerformance's Chain of Restaurants
Pics and Videos Buffet
Spy Shots—Jeep Wrangler 392 Caught Running the Streets in Michigan
Top