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Articles on Engine Design

Started by SHOdded, May 03, 2016, 05:45:37 PM

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SHOdded

True, a recycling plan should be mandatory when these things are introduced.  Just like road planning should be part of housing development :)
2007 Ford Edge SEL, Powerstop F/R Brake Kit, TXT LED 6000K Lo & Hi Beams, W16W LED Reverse Bulbs, 3BSpec 2.5w Map Lights, 5W Cree rear dome lights, 5W Cree cargo light, DTBL LED Taillights

If tuned:  Take note of the strategy code as you return to stock (including 3 bar MAP to 2 bar MAP) -> take car in & get it serviced -> check strategy code when you get car back -> have tuner update your tune if the strategy code has changed -> reload tune -> ENJOY!

SHOdded

Low-Speed Pre-Ignition in the MazdaSpeed DISI and Ford EcoBoost Motors
http://www.ecoboostperformanceforum.com/index.php/topic,6044
2007 Ford Edge SEL, Powerstop F/R Brake Kit, TXT LED 6000K Lo & Hi Beams, W16W LED Reverse Bulbs, 3BSpec 2.5w Map Lights, 5W Cree rear dome lights, 5W Cree cargo light, DTBL LED Taillights

If tuned:  Take note of the strategy code as you return to stock (including 3 bar MAP to 2 bar MAP) -> take car in & get it serviced -> check strategy code when you get car back -> have tuner update your tune if the strategy code has changed -> reload tune -> ENJOY!

SHOdded

2007 Ford Edge SEL, Powerstop F/R Brake Kit, TXT LED 6000K Lo & Hi Beams, W16W LED Reverse Bulbs, 3BSpec 2.5w Map Lights, 5W Cree rear dome lights, 5W Cree cargo light, DTBL LED Taillights

If tuned:  Take note of the strategy code as you return to stock (including 3 bar MAP to 2 bar MAP) -> take car in & get it serviced -> check strategy code when you get car back -> have tuner update your tune if the strategy code has changed -> reload tune -> ENJOY!

SHOdded

2007 Ford Edge SEL, Powerstop F/R Brake Kit, TXT LED 6000K Lo & Hi Beams, W16W LED Reverse Bulbs, 3BSpec 2.5w Map Lights, 5W Cree rear dome lights, 5W Cree cargo light, DTBL LED Taillights

If tuned:  Take note of the strategy code as you return to stock (including 3 bar MAP to 2 bar MAP) -> take car in & get it serviced -> check strategy code when you get car back -> have tuner update your tune if the strategy code has changed -> reload tune -> ENJOY!

SHOdded

2007 Ford Edge SEL, Powerstop F/R Brake Kit, TXT LED 6000K Lo & Hi Beams, W16W LED Reverse Bulbs, 3BSpec 2.5w Map Lights, 5W Cree rear dome lights, 5W Cree cargo light, DTBL LED Taillights

If tuned:  Take note of the strategy code as you return to stock (including 3 bar MAP to 2 bar MAP) -> take car in & get it serviced -> check strategy code when you get car back -> have tuner update your tune if the strategy code has changed -> reload tune -> ENJOY!

SHOdded

Volkswagen's take on reducing intake valve deposits in DGI engines:
http://www.google.com/patents/US6866031

QuoteTo essentially prevent a buildup of carbon deposits on the intake valves over most of the usual operating range of the internal combustion engine, the intake valves, the seat ring 26 of the intake valve seat, and/or the valve stem guide 28 are designed in such a way that low surface temperatures 82 of less than 180° C. develop at least in the area of the neck 68 of the intake valves 20 in a large region of the load characteristic diagram 74 of the internal combustion engine. This is illustrated in FIG. 3. The shaded region 84 of the characteristic diagram with intake valve temperatures below 180° C. is significantly increased by suitable measures at the intake valves 20 or at the valve stem guide 28. In other words, at least one intake valve unit is designed with heat-dissipating measures in such a way that the region of the load-speed characteristic diagram with surface temperatures below 180° C. in the region of the neck of the intake valve is increased in area relative to the corresponding region of the load-speed diagram without these heat-dissipating measures, so that a buildup of carbon deposits on the intake valve during operation of the internal combustion engine is reduced. Surprisingly, it was found that no significant carbon deposits form on the intake valves 20 at temperatures below 180° C. A significant portion of the characteristic diagram 74 is thus a region 84 in which no deposits build up. This region 84 of the characteristic diagram occurs, for example, at speeds up to 4,000 rpm, and in that speed range extends essentially to full load. In the ordinary driving operation of a motor vehicle, the internal combustion engine is operated in this region of the characteristic diagram during most of its operating time. Therefore, during most of its operating time, the internal combustion engine is in an operating state in which no carbon deposits or only very small amounts of carbon deposits form on the intake valves. For example, the intake valve unit is designed in such a way that surface temperatures of less than 180° C. develop in the area of the neck of the intake valves in at least a third of the load characteristic diagram of the internal combustion engine.

The following measures are used alone or in combination to obtain this type of characteristic diagram behavior: Strong heat dissipation to an enclosing cylinder head with correspondingly reduced temperature of the intake valves 20 is achieved by making the seat ring 26 from a material with high thermal conductivity. Intake valve temperatures are further reduced by making the intake valves 20 from a material with a low heat capacity and/or from a material with a low or high thermal conductivity. In addition, reduced temperatures on the surface of the intake valves 20 are achieved by designing the intake valves as hollow valves filled with Na—K 86, as shown in FIG. 5, since this results in improved heat dissipation to the seat ring 26 and to the valve stem guide 28, so that a smaller amount of heat is retained in the intake valve 20. In other words, improved cooling lowers the temperature of the intake valve 20 as a whole, including especially at the surface in the area of the neck 68, where there is the greatest danger that carbon deposits will form. The amount of heat entering the intake valves 20 from the hot combustion chamber is reduced by forming a layer of thermal insulation, especially a ceramic coating 90, in the region of the base 88 of the intake valve 20. To achieve further temperature reduction, at least one intake valve 20 is provided with a sleeve 92, as shown in FIG. 6, which covers a portion of the stem 22, the neck 68 and at least a portion of the side 94 of the valve head 24 of the intake valve 20 that faces away from the combustion chamber 16. An air gap 96 is formed between the intake valve 20 and the sleeve 92 to provide thermal insulation between the valve 20 and the sleeve 92. This results in reduced heat transfer from the valve 20 to the sleeve 92 in almost the entire load characteristic diagram of the internal combustion engine with a correspondingly low surface temperature of the sleeve surface 98 exposed to the stream of intake air of a maximum of 165° C., so that a buildup of carbon deposits is effectively prevented.
2007 Ford Edge SEL, Powerstop F/R Brake Kit, TXT LED 6000K Lo & Hi Beams, W16W LED Reverse Bulbs, 3BSpec 2.5w Map Lights, 5W Cree rear dome lights, 5W Cree cargo light, DTBL LED Taillights

If tuned:  Take note of the strategy code as you return to stock (including 3 bar MAP to 2 bar MAP) -> take car in & get it serviced -> check strategy code when you get car back -> have tuner update your tune if the strategy code has changed -> reload tune -> ENJOY!

SHOdded

http://www.greencarcongress.com/2009/10/ecoboost-20091002.html
QuoteCore of Ford's EcoBoost Engine is the Powertrain Control System
2 October 2009

Ford's 3.5-liter version of its turbocharged, direct-injection EcoBoost gasoline engine is contributing 125 new patents and patent applications to the company's current roster of 4,618 active US patents, with thousands more patent applications pending.

Powertrain management is key to the EcoBoost patents. The Ford powertrain management strategy uses hundreds of thousands of lines of computer code and related parameters that are adjusted to optimize the engine and transmission operation. It's these processes that largely make up the EcoBoost patent contribution and differentiate Ford's use of direct injection and turbocharging from other automakers.

The secret to Ford's EcoBoost system isn't just the hardware—the key is in the Ford control system. Our engineers have the right "recipes" to integrate the various systems like engine, transmission and fuel management, resulting in a seamless, exhilarating driving experience.

—Brett Hinds, Ford Advanced Engine Design and Development manager
One example is the amount of control engineers maintain over the fuel injection system:

The powertrain management strategy uses 10,066 adjustable parameters;
At idle, each injector releases 10.4 milligrams of fuel per injection (0.2 drops of fuel);
Fuel injection pressure is continuously controlled to between 220 psi and 2150 psi;
Injection timing is adjusted up to 300 times a second.
The recently introduced 2010 Ford Fusion and Fusion Hybrid have 119 patents to date and more are pending.
2007 Ford Edge SEL, Powerstop F/R Brake Kit, TXT LED 6000K Lo & Hi Beams, W16W LED Reverse Bulbs, 3BSpec 2.5w Map Lights, 5W Cree rear dome lights, 5W Cree cargo light, DTBL LED Taillights

If tuned:  Take note of the strategy code as you return to stock (including 3 bar MAP to 2 bar MAP) -> take car in & get it serviced -> check strategy code when you get car back -> have tuner update your tune if the strategy code has changed -> reload tune -> ENJOY!

SHOdded

A practical/timesaving lesson:  checking engine compression, by Wells Electronics
! No longer available
2007 Ford Edge SEL, Powerstop F/R Brake Kit, TXT LED 6000K Lo & Hi Beams, W16W LED Reverse Bulbs, 3BSpec 2.5w Map Lights, 5W Cree rear dome lights, 5W Cree cargo light, DTBL LED Taillights

If tuned:  Take note of the strategy code as you return to stock (including 3 bar MAP to 2 bar MAP) -> take car in & get it serviced -> check strategy code when you get car back -> have tuner update your tune if the strategy code has changed -> reload tune -> ENJOY!

SHOdded

2007 Ford Edge SEL, Powerstop F/R Brake Kit, TXT LED 6000K Lo & Hi Beams, W16W LED Reverse Bulbs, 3BSpec 2.5w Map Lights, 5W Cree rear dome lights, 5W Cree cargo light, DTBL LED Taillights

If tuned:  Take note of the strategy code as you return to stock (including 3 bar MAP to 2 bar MAP) -> take car in & get it serviced -> check strategy code when you get car back -> have tuner update your tune if the strategy code has changed -> reload tune -> ENJOY!

SHOdded

#24
https://www.motor.com/magazine-summary/dissecting-fords-ecoboost-engine/

QuoteJULY 2017 ISSUE

DISSECTING FORD'S ECOBOOST ENGINE

By Roy Dennis Ripple

Ford EcoBoost engines combine turbocharging and direct injection to improve fuel economy and lower emissions without sacrificing performance. What could go wrong?

The goal is to build a low-emissions vehicle, with good fuel economy, that performs so well that the driver forgets he's driving a low-emissions vehicle with good fuel economy. To achieve it, we need to squeeze every bit of efficiency out of every cubic centimeter of a small-displacement engine. This is what Ford engineers have attempted with their EcoBoost engines. They've managed to get 179 hp from their 1.5L 4-cylinder and 365 hp from a 3.5L V6. The EcoBoost is also available in other flavors—a 2.7L V6, a 2.3L, 2.0L and 1.6L 4-cylinder, and a 1.0L 3-cylinder.

The EcoBoost is a gasoline turbocharged direct injection (GTDI) engine that incorporates three fuel-saving, performance-enhancing technologies into one engine design—forced air induction via turbocharging, high-pressure direct fuel injection and variable cam timing.

In a GTDI engine, fuel is delivered to the engine compartment by a low-pressure fuel pump, using a returnless fuel system. Fuel then passes through a mechanically actuated high-pressure fuel pump mounted on top of the cylinder head and driven by a four-sided camshaft lobe. The fuel travels through a stainless-steel fuel rail at pressures between 65 and 2150 psi, depending on demand, then to the fuel injectors, which inject fuel directly into the combustion chambers.



Intake air enters through the air filter and is compressed by the compressor side of the turbocharger. The very hot compressed air is forced through the charge air cooler (CAC)—because as we all know, cool air is denser, which means it combusts more efficiently than hot air—then passes through the throttle body to the intake manifold, past the intake valves and into the combustion chamber.

After combustion, the exhaust is pushed into a dual-chamber exhaust manifold, which incorporates an air gap between the exhaust and the engine compartment. This keeps the exhaust hotter, which makes for more efficient turbocharger operation, and helps keep the engine compartment cooler. The hot expanding exhaust gases travel to the turbine side of the turbocharger, spinning the rotor at speeds of up to 200,000 rpm, which in turn spins the compressor side of the turbocharger. That's the basic start-up and go of the GTDI engine.

There haven't been many changes made to the base engine to accommodate GTDI. They have dual-overhead camshafts (DOHCs) over four valves per cylinder, which are governed by variable cam timing (VCT). The cylinder heads are aluminum, and all EcoBoost engines but the 1.0L and the 2.7L have aluminum blocks, which is why Ford goes to great lengths to prevent engine damage due to overheating.

The compression ratio is a modest 10:1 for all GTDI engines except the 2.0L, which is 9.3:1, and the 2.3L, which is 9.5:1. The lower compression is necessary in forced-air engines to prevent detonation. At 15 psi of turbo boost at sea level, an engine with a 10:1 compression ratio has an effective compression ratio of about 20:1. This ratio flirts with the detonation knock limit. Compression any higher can lead to preignition of the air-fuel mixture, causing some nasty detonation.

One concern that's becoming a problem with all GTDI engines is excessive carbon buildup on the back side of the intake valves. This causes hard-to-diagnose misfires, especially when the engine is cold, and can also create a rough, rolling idle. One reason for this is valve timing.

When the exhaust valve opens on the exhaust stroke under boost conditions, the intake valve opens slightly to allow forced air into the combustion chamber. This push of forced fresh air aids in the evacuation of exhaust from the cylinder. During this overlap, a small amount of combustion gases can sneak past the intake valves, causing carbon buildup on the back side of the valves. The direct fuel injection worsens this condition because fuel isn't sprayed directly onto the intake valve to clean it off; direct injection sprays fuel directly into the combustion chamber.

Another contributor to this issue is the PCV system. Besides the normal crankcase vapors that enter the intake from the PCV system, these vapors can also enter the intake from the turbocharger. A check valve in the PCV vacuum hose diverts crankcase vapors to the turbocharger's low-pressure hose under boost conditions. This prevents the backflow of pressurized intake air through the PCV valve and into the crankcase.

The only sure way to diagnose excessive carbon buildup is to look at the valves with a borescope. So if you're diagnosing a phantom misfire on a GTDI engine, especially if it's worse cold and after eliminating the usual suspects, break out the borescope.



As you begin seeing more GTDI engines in your shop, chances are you'll hear complaints about black smoke from the tailpipe. Black smoke during initial start-up, and especially during the first cold acceleration event, is considered normal. This is due to the dual-pulse injection strategy used during a cold-start event. The optimal cold-start scenario is a mixture which is rich enough to accommodate a cold engine, yet lean enough to allow the catalytic converters to quickly reach operating temperature. During cold start-up on a GTDI engine, the injectors deliver a small spray on the downstroke of the intake cycle, then another spray at the top of the cycle, right at the piston. The shape of the piston forces the fuel towards the spark plug, allowing a good cold-start mixture without creating a rich condition. This tends to cause some black puffs from the tailpipe. If the fuel trims don't indicate a rich condition, it's normal.

The 1.0L EcoBoost GTDI engine uses an oil-bathed timing belt, so don't panic when you see an oil-soaked belt. When servicing timing belts or chains on any of Ford's 4-cylinder GTDI engines, do not loosen the crankshaft pulley bolt without first locking down the crankshaft and camshafts with the special tools. The pulleys are not keyed, and lock to the shaft when tightened. If they're loosened without locking down the shafts, the valve springs will spin the camshafts, possibly causing engine damage.

Here's a one-sentence description of what a turbocharger does: "Turbochargers increase engine efficiency by supplying compressed fresh air to the combustion chambers by means of a centrifugal air compressor that's powered by expanding exhaust gases." There is one turbocharger on Ford's 3- and 4-cylinder engines, and two on the V6 models, one for each bank. The GTDI turbos are cooled by engine oil, coolant and air. The bearings are lubricated by engine oil.

GTDI turbochargers are mounted directly to, or in some applications integrated with, the exhaust manifolds. The turbos being so close to the combustion chambers allow them to reach maximum speed more quickly. This, along with the low-inertia rotors that drive the turbine, allows for quick turbo reaction and virtually no turbo lag. But the location of the turbos does create some issues. They get hot. They're also vulnerable to damage from loose carbon pieces that might fly out of the cylinder, which is why you should never perform an induction service on a GTDI engine. The excess heat created by the cleaner and the breaking away of rough carbon chunks are killing turbos. Ford is working on an approved induction cleaning system.

Turbocharger output must be regulated to prevent excessive intake pressure, or overboost. The powertrain control module (PCM) controls exhaust flow to the turbos using a turbocharger-mounted wastegate, which directs exhaust flow around the turbocharger when needed. The wastegate is opened by a diaphragm operated by engine vacuum or boost pressure, depending on the application. The PCM uses an intake manifold-mounted MAP sensor to monitor boost pressure. Then, using a wastegate regulating valve solenoid, it commands the diaphragm to move a poppet-style valve that redirects exhaust flow around the turbo. The valve is held in the closed position by spring pressure. A threaded rod connects the diaphragm to the valve, and although the rod has an adjusting nut, it's not adjustable. The rod comes from the factory with a painted cage over the adjusting nut. If the cage is missing, or if the paint is disturbed, someone has tried to adjust it, and the entire turbo must be replaced, since the wastegate and rod are not serviced separately.

During quick throttle releases, intake air from the high-pressure turbocharger outlet is redirected to the low-pressure turbocharger inlet by the turbocharger bypass valve (TCBV). This recirculating of airflow prevents loud air sounds that are caused by the backup of intake air through the turbocharger. When the TCBV is stuck closed, the air sound during a quick deceleration can be pretty loud, and will often generate a customer complaint. Depending on the application, the TCBV will be operated by an electric motor or by engine vacuum.



Most issues with turbocharger control will set a DTC, but not all. I recently serviced an Explorer with the 3.5L GTDI that would lose power on acceleration at about 40 mph. There were no DTCs stored in the PCM, so I proceeded with a visual inspection, which is your most valuable tool in all diagnoses. The vacuum hose from the air intake to the TCBV was cracked and leaking, causing intake air to bypass the turbochargers during a time when boost air was needed the most. Since then I've seen a few of these hoses that were soft and cracked. Be sure to check this when diagnosing a loss of power on a GTDI engine.

Here are some tips for diagnosing turbocharger noise concerns. An air turbulence sound or a whoosh! noise during throttle tip-in on a V6 GTDI engine could be caused by turbocharger imbalance, meaning that both turbos are not operating evenly in relation to each other. Check the paint on the wastegate rods to ensure that no one has messed with the adjustment, then proceed with wastegate diagnosis. Other noise concerns include a whistling sound or a hissing sound. A whistle is usually caused by a leak in the low-pressure side of the turbo; a hiss is normally a high-pressure leak, past the turbo.

Before performing any diagnosis on a GTDI engine, visually inspect all air intake and vacuum hose connections. The smallest air leak can cause driveability issues and set DTCs. During your visual inspection, you might notice oil residue around the turbo. This is normal due to the PCV system. Oil leaking, draining or puddling is not normal.

A few more things about the turbos. The only change in the evaporative emissions system to accommodate GTDI is a check valve positioned between the intake manifold and the canister purge valve to prevent boost pressure from entering the vapor canister.

There's a screen located in the turbocharger oil supply line. Always replace it when replacing a turbo that has failed, and if you remove the air inlet or outlet hose from the turbo, cover the opening with a shop rag. The smallest piece of debris can launch that turbo.

The 1.5L GTDI uses a water-cooled CAC. Coolant is circulated through the cooler by an electric coolant pump. This auxiliary cooling system is filled through the same degas bottle as the engine cooling system, and a bleeder valve is provided above the cooler.



Due to the lack of intake manifold vacuum during boost, a mechanical vacuum pump is used to accommodate the brake power booster. The vacuum pump is mounted on the back of the cylinder head and is camshaft-driven. The 2011 and 2012 F-150s use an electrical pump mounted on the left side of the radiator support, behind the headlight. These electric pumps do go bad and make a lot of noise when they do.

What about the DI part of GTDI, high-pressure direct fuel injection? One of the biggest advantages of fuel being injected directly into the combustion chamber is that it doesn't vaporize in the intake manifold or stick to the walls of the intake ports. Instead, the fuel is atomized by intake air as it enters the combustion chamber.

The low-pressure pump is primed by the activation of the interior lamp circuit. So when you open the door, the low-pressure pump turns on for a couple of seconds to establish fuel pressure. When the PCM receives an engine start signal, it sends a 65V boost to the
fuel injectors to give them a kick start, then modulates voltage as needed. Since the high-pressure pump is mechanical, it starts working as soon as the engine starts turning.

A steel line supplies fuel to the fuel
rail from the high-pressure pump. While there's no service port in the high-pressure side of the fuel system, some models do supply a service port on the low-pressure side. The best way to determine fuel pressures is by monitoring parameters for the fuel pressure sensor, which is located on the low-pressure side, and the fuel rail pressure (FRP) sensor, which is mounted on the high-pressure side. High pressure is controlled by a fuel volume regulator, which is pulse-modulated by the PCM, mounted on the high-pressure pump.

Both the low-pressure and high-pressure sides of the fuel system work together, and each will react to the other in case of a malfunction. We serviced a 1.6L Escape with a loss of power through the entire range, from tip-in to top speed. It ran like it was going uphill against a head wind. First thing I noticed was that low fuel pressure was about 10 psi above specification. Then I discovered that this was because high fuel pressure was running drastically below specification. The PCM was boosting low pressure in an attempt to compensate for the decreased high pressure. So when monitoring fuel pressures, be aware that an out-of-spec value on one side could be due to a fault on the other side.

Ford does not recommend backprobing the fuel injector harness plug while the engine is running, as this can damage the PCM. If you have an inoperative injector, check both wires from the injector to the PCM for an open or short. Check resistance across the two pins at the injector; it should be 1 to 2 ohms. Don't try to bench-test a GTDI fuel injector. Remember, it takes 65V to get those things started.

There's a tappet located under the high-pressure pump that rests on the camshaft lobe and engages the pump. Be sure to check the tappet and camshaft lobe for wear when replacing the pump. Don't forget to remove the tappet when replacing a cylinder head or engine and place it in the new one. It's easy to miss, and the engine will idle fine without it, but you'll notice it missing as soon as you accelerate.

That tap, tap you hear coming from an idling GTDI engine is not a valve tap but normal operation of the high-pressure pump. A rubber noise suppressor is fitted over the pump at the factory to help suppress the noise. Don't forget to reinstall the suppressor, because if you don't, the customer will hear the tap and come back to you with, "Ever since you fixed my car..." We all love that.

The EcoBoost GTDI engines use a basic coil-on-plug ignition system, with one exception. The coil driver is integrated into the coil, rather than the PCM. This means that the coil harness plug contains three wires, a power circuit that's hot in Start and Run, a ground circuit and a trigger circuit from the PCM. The PCM grounds the trigger wire, which switches the driver to fire the coil. It's important that you don't unplug these coils while the engine is running, as this can damage the PCM. It's best to pull the coil from the spark plug and install a spark tester to see if you're getting spark. If there's no spark, swap coils with another cylinder to see if the misfire follows.

All GTDI engines use twin independent variable cam timing (Ti-VCT) to adjust timing on both intake and exhaust cams, except for the 3.5L engine that's not in the F-150; these use intake phase shifting (IPS) controlling only the intake camshaft. VCT systems use oil pressure-controlled actuators to rotate the camshafts to advance or retard engine timing based on operating conditions. Besides providing reduced emissions and increased engine power, Ti-VCT also allows for the elimination of the EGR valve. This is accomplished by controlling the overlap between the intake valve opening and the exhaust valve closing, allowing a small amount of exhaust gases to be pulled into the cylinder during the intake stroke.

The Ti-VCT actuators are mounted to the front of each camshaft, and the timing chain or timing belt is mounted to the actuator. The actuator is moved by oil pressure, which is regulated by a PCM-controlled solenoid. When the flow of oil is shifted from one side of the actuator to the other, the differential change in oil pressure rotates the camshaft to an advanced or retarded position. The PCM uses crankshaft position (CKP) and camshaft position (CMP) sensor values to determine engine timing. If the PCM detects a concern with the Ti-VCT system—usually an open in the solenoid circuit or incorrect actual engine timing in relation to desired engine timing—it will move the actuators to the default position and set a DTC.

Since Ti-VCT is dependent on oil pressure, it's critical that engine oil pressure is within specs for the system to work properly. When diagnosing a problem with Ti-VCT that's not a circuit issue, check oil pressure first. Low oil pressure can cause noisy actuators, noisy chains and incorrect actual engine timing. Check for oil sludge, even if oil pressure is within specs. Sludge can clog the small oil passages that feed the actuators, resulting in a malfunction.

I recently serviced a 1.6L GTDI engine with various Ti-VCT performance DTCs. I first checked oil pressure, which was within specs. During disassembly, I found small pieces of filter material clogging the intake VCT actuator that had broken loose from an aftermarket no-name oil filter. The pieces were small and made up a sort of paper-oil mud. It didn't affect engine operation in any other way; it just clogged up the Ti-VCT. Be sure to check oil pressure and oil condition before beginning Ti-VCT diagnosis.



The cooling system on the GTDI engine uses various tricks to control coolant flow through the engine. To allow engine components to warm up quicker, the 1.6L GTDI engine utilizes a coolant shutoff solenoid valve that controls coolant flow through the engine block during a cold start. The valve shuts down all coolant to the engine until the warm-up phase is over, then reopens, allowing normal coolant flow. During a cold start with ambient temperature below 60°F, the shutoff valve remains open to provide cabin heat to the driver. To check if the shutoff valve is stuck closed, remove the degas bottle cap and look for flow. If you see no flow in the degas bottle on a warm engine, the shutoff valve is not opening.

Coolant flow to the turbochargers is supplied through a line that branches off from the engine cooling system in all EcoBoost GTDI engines except the 1.0L, which uses a separate electric coolant pump to feed the turbos. The 1.0L also uses two thermostats to better control coolant flow through the engine.

To control airflow through the radiator and a/c condenser, some models use an active grille configuration. The grille is a series of blinds located in front of the a/c condenser and is controlled by the PCM via an electric actuator. The blinds can close completely to stop airflow, or allow partial flow by opening, in 6° increments, all the way to fully open. The PCM uses engine temperature, ambient temperature, vehicle speed and a/c pressures to determine the position of the active grille. If the actuator doesn't move to the position desired by the PCM, it will set a DTC. The problem is that the blinds don't always move with the actuator, whether due to road debris, ice or a crash. Always check the blinds for damage or contamination when diagnosing an engine overheat or an a/c efficiency concern. I recently replaced an active grille because a body shop wired the broken blinds shut to keep them from rattling.

In case of overheating, Ford EcoBoost GTDI engines will enter failure mode. At the start of an overheat event, the PCM will turn on warning indicators, set the cooling fans on high and start shutting down cylinders to try to cool the engine. A P1299 (cylinder head overtemperature protection active) will store in the PCM, and the vehicle will idle, but not accelerate. The engine will remain in failure mode until the DTC is cleared, even when the engine cools down.

As long as we refuse to sell our souls to electric cars and still demand good fuel economy plus a little zoom in our morning commute, turbocharged engines and direct fuel injection are most likely the future for passenger cars and light trucks. After all, who doesn't like horsepower?
2007 Ford Edge SEL, Powerstop F/R Brake Kit, TXT LED 6000K Lo & Hi Beams, W16W LED Reverse Bulbs, 3BSpec 2.5w Map Lights, 5W Cree rear dome lights, 5W Cree cargo light, DTBL LED Taillights

If tuned:  Take note of the strategy code as you return to stock (including 3 bar MAP to 2 bar MAP) -> take car in & get it serviced -> check strategy code when you get car back -> have tuner update your tune if the strategy code has changed -> reload tune -> ENJOY!

SHOdded

#25
http://www.enginebuildermag.com/2018/01/heavy-duty-pistons/

QuoteHeavy-Duty Pistons
Bob McDonald,AUTHOR

Higher peak cylinder pressures! This seems to be the main topic for today's diesel engine. Emissions limits are becoming more stringent and consumers are demanding lower fuel consumption. Commercial engine development is primarily focused on higher peak cylinder pressures in higher boost applications. Modern injection techniques along with turbocharging help meet the efficiency demands with emissions compliance. The biggest concern by the manufacturer are the internal components needed to endure the additional stress loads from higher peak cylinder pressures.

For the most part, cast aluminum pistons have served the diesel industry well. Their biggest asset has been thermal efficiency which relates to heat dissipation – in today's smaller engine applications they work great because they have lots of mass, which is helpful in transferring heat from the bowl to the piston rings, which can be transferred to the cylinder walls. The bowl is designed for emissions requirements with proper swirl and compression ratio to lower NOx and the piston has a long life span. Some are manufactured with anti-scuff coatings on the skirts and with a higher content of silicone for stability and efficiency. The skirt coating has been known to reduce friction by as much as 13 percent. So cast aluminum is very tough and can survive in stock and slightly modified applications. But, when cylinder pressures exceed 220 bar, they begin to fatigue quickly. Engines of today have been known to reach cylinder pressures as high as 300 bar under harsh boost conditions.

The question is often asked: Why not use forged aluminum pistons? The answer is you can and it will handle about anything you throw at it, but there are a lot of drawbacks. First of all, forged aluminum would open up doors for limitless designs but the price would be steep. Second, price isn't the only concern: when you forge a diesel piston, there is not any way of placing a cooling gallery in the top of the piston for the bowl area. Getting rid of the heat becomes a major issue. Third, piston rings need support under high heat applications. For cast pistons there are steel inserts for the ring grooves used during the casting process. In forged applications there is no way to insert a steel ring support. The forged piston is made for strictly performance applications where the engine is run for only short periods of time.

Now if you are wanting a piston for dual purpose such as street and performance, there is a "performance cast" aluminum piston. The performance cast aluminum piston has several advantages in that the bowl area has been designed for better swirl optimization under performance conditions. They are produced for a number of applications and carry a steel insert for piston ring support. They also have anti-scuff coatings on the piston skirts.

For heavy-duty applications, the answer for today's diesel engine is the use of steel pistons. Steel pistons have been used for quite some time but they face a whole new set of challenges. The hardest part about using steel surrounds thermal efficiency. Steel is harder to dissipate and transfer heat. So as modern diesel engines have started using higher peak cylinder pressures to reduce NOx, we now have a problem. It is not just heat that is the main focus. Higher peak cylinder pressures bring about more load demands and because oil has changed, lubrication becomes an issue.

The primary focus here is that manufacturers are going to have to continue to use steel pistons in heavy-duty applications. But, the piston design will be based on its ability to survive. Managing thermal performance brings about opportunities for different cooling techniques. Notice the use of the word "opportunity." Problems are opportunities. Here are some of the challenges that are being faced with the use of diesel pistons.


Engines have to be more efficient with less emissions. The use of heavier pistons means that there is more mass and more weight. Piston mass has to be reduced but its integrity is retained with rising cylinder pressures. Steel is very strong but has lower thermal conductivity so it requires greater cooling. Remember, heat has to be transferred from the piston crown to the piston rings so the heat can be transferred to the cylinder walls back into the cooling system.

The good thing about today's technological advances is the instrumentation available for in-depth analysis of combustion. These advances have provided manufacturers the means of testing that has changed component design, material, and friction reduction. New steel pistons have now undergone a design change by what is known as friction welding. In basic terms, this is where the piston crown is placed in one centrifuge while the piston skirt is placed in an opposing centrifuge. As the pieces are spinning, they are brought together where they are friction welded. There are videos online that will paint a better picture. By using the friction welding process a large area can be created between the ring grooves and piston bowl. The large area helps enable the piston to be more thermal efficient by collecting heat. The cooling gallery high in the piston allows the steel piston to operate at higher combustion temperatures and pressures.

There have been some advances in anti-scuff skirt coatings. Now manufacturers have found that the use of polymer coatings improves fuel consumption and lowers emissions by reducing friction and wear. As mentioned earlier, anti-scuff coatings can reduce friction by as much as 13 percent for aluminum. But there have been reports that the steel piston may exhibit a higher gain with these coatings.

The combustion bowl often limits the strength of a diesel piston. After a period of time, exposure to high pressure and high heat tend to fatigue the piston bowl. Extended periods of fatigue lead to cracking of the bowl area. Manufacturers now use what is called a controlled re-melting of the piston bowl. The piston is manufactured by the bowl area being tig welded into place. This process helps refine the grain size of the material. Each time the cylinder fires ,the heat produced makes the piston stronger so bowl fatigue can be eliminated.

One manufacturer has incorporated what is known as a "sealed for life" coolant chamber into its piston design. The coolant chamber is created when the piston is friction welded. Because the friction welding process help create a large cooling gallery, the manufacturer filled the gallery with high temperature oil and inert gas. The chamber is permanently sealed with a welded plug during manufacturing. This "cooling chamber" design has allowed the steel piston to overcome temperature limitations by letting the high temperature oil be the heat transfer medium.

The "cooling chamber" design has been proven to be very effective even after 1,400 hours of continuous testing. Something mentioned earlier was the point about lubrication. Because a typical gallery of the piston crown can get so hot, engine oil being sprayed from the oiling jets below the pistons to the underside help take away heat. The problem is that the hot temperatures of the piston tend to degrade the engines lubricating oil. This in turn leads to carbon build up underneath the piston, which reduces cooling further. As time passes the piston becomes over heated and eventually fails. The "cooling chamber" helps transfer the heat and therefore the oil being sprayed underneath does not get degraded. Because there is no carbon build up, heat dissipation is unchanged and therefore always effective for the life of the piston. The "cooling chamber" is so effective that the spray from the cooling jets can be reduced by as much as 50%, which helps reduce work for the oil pump, making the engine more efficient.

Here is what lies ahead for diesel innovation and challenges for the piston manufacturers. Future diesel engines are going to run hotter. This means there are challenges with lubrication and cooling. Regulations have also demanded less emissions while consumers demand more fuel efficiency. The interesting fact is that now engines are becoming smaller to meet the emissions demands, but power has to be greater than the engine's predecessor.
2007 Ford Edge SEL, Powerstop F/R Brake Kit, TXT LED 6000K Lo & Hi Beams, W16W LED Reverse Bulbs, 3BSpec 2.5w Map Lights, 5W Cree rear dome lights, 5W Cree cargo light, DTBL LED Taillights

If tuned:  Take note of the strategy code as you return to stock (including 3 bar MAP to 2 bar MAP) -> take car in & get it serviced -> check strategy code when you get car back -> have tuner update your tune if the strategy code has changed -> reload tune -> ENJOY!

SHOdded

Why do you need a breakin procedure?  Microwelding.

https://www.enginebuildermag.com/2019/03/what-is-microwelding/

"Microwelding can occur early in the break in procedure when the engine is too heavily loaded before the microscopic peaks and valleys have worn down and mated smoothly at which point the phenomenon is less likely to be troublesome. Early on it can occur during high loading or high rpm and may not reveal itself during a compression check or a leak down test. Later during the engine's operational life cycle power adders with high cylinder pressures and extreme temperatures can bring on micro welding as can severe cases of detonation due to driving conditions."
2007 Ford Edge SEL, Powerstop F/R Brake Kit, TXT LED 6000K Lo & Hi Beams, W16W LED Reverse Bulbs, 3BSpec 2.5w Map Lights, 5W Cree rear dome lights, 5W Cree cargo light, DTBL LED Taillights

If tuned:  Take note of the strategy code as you return to stock (including 3 bar MAP to 2 bar MAP) -> take car in & get it serviced -> check strategy code when you get car back -> have tuner update your tune if the strategy code has changed -> reload tune -> ENJOY!

FoMoCoSHO

I find it amusing Ford says no break in period yet certain cars have special oil in the crankcase when new.

TopherSho

Quote from: FoMoCoSHO on March 20, 2019, 06:19:00 PM
I find it amusing Ford says no break in period yet certain cars have special oil in the crankcase when new.

yah that's crap.  maybe on a NA 2.4 ltr block making 120-140hp and same TQ .. with such newer higher HP/ltr with tight new tolerances there is a better way to wear in rings, valve seats, crank bearings etc ..
2010 non-pp, 98k miles, 3-bar,  .026 plugs, SNOW-KIT STG1, AJPTurbu tune#35, 15.5+psi
Best 0-60 public road 4.35s
Best 1/4 of 12.61 no DA correction

SHOdded

Comparison of wear using 0W16 vs 5W30 in a Ford Ecoboost engine - as part of a Stop/Start discussion
http://viewer.zmags.com/publication/c158842b#/c158842b/30

Would have been nice if the Very Cold temps used had a (-) sign in front of them, LOL.
2007 Ford Edge SEL, Powerstop F/R Brake Kit, TXT LED 6000K Lo & Hi Beams, W16W LED Reverse Bulbs, 3BSpec 2.5w Map Lights, 5W Cree rear dome lights, 5W Cree cargo light, DTBL LED Taillights

If tuned:  Take note of the strategy code as you return to stock (including 3 bar MAP to 2 bar MAP) -> take car in & get it serviced -> check strategy code when you get car back -> have tuner update your tune if the strategy code has changed -> reload tune -> ENJOY!