Ecoboost Performance Forum

Ecoboost Performance => Troubleshooting, Maintenance, TSB Articles => Technical Articles => Topic started by: SHOdded on May 03, 2016, 05:45:37 PM

Title: Articles on Engine Design
Post by: SHOdded on May 03, 2016, 05:45:37 PM
The ever popular comparison on the 3.5/3.7L engines:
http://www.supersixmotorsports.com/_pdf/cyclone-tech-v2.pdf (http://www.supersixmotorsports.com/_pdf/cyclone-tech-v2.pdf)

The Full Race writeup on the F150 3.5L V6:
http://www.full-race.com/articles/what-is-ecoboost.html (http://www.full-race.com/articles/what-is-ecoboost.html)
Title: Re: Articles on Engine Design
Post by: SHOdded on May 03, 2016, 05:47:10 PM
Quoted from this post (http://www.ecoboostperformanceforum.com/index.php/topic,463.msg95767.html#msg95767)
Getting The Lowdown On EcoBoost Piston Design With Mahle
http://www.streetlegaltv.com/news/getting-the-lowdown-on-ecoboost-piston-design-with-mahle/ (http://www.streetlegaltv.com/news/getting-the-lowdown-on-ecoboost-piston-design-with-mahle/)

Title: Re: Articles on Engine Design
Post by: SHOdded on May 13, 2016, 04:24:05 PM
Rebuild Manual for a Focus ST 2.0EB
http://fordstnation.com/images/misc/Focus%20ST%202.0L%20Ecoboost%20Rebuild%20Manual.pdf (http://fordstnation.com/images/misc/Focus%20ST%202.0L%20Ecoboost%20Rebuild%20Manual.pdf)

Ford 2.0L EcoBoost DOHC I-4
2013 Ward's 10 Best Engines
http://wardsauto.com/technology/ford-20l-ecoboost-dohc-i-4 (http://wardsauto.com/technology/ford-20l-ecoboost-dohc-i-4)
Title: Re: Articles on Engine Design
Post by: SHOdded on May 13, 2016, 04:29:26 PM
2015 Ford Mustang 2.3L Ecoboost Cutaway
(http://o.aolcdn.com/dims-global/dims3/GLOB/legacy_thumbnail/750x422/quality/95/http://www.blogcdn.com/slideshows/images/slides/191/291/2/S1912912/slug/l/2015-ford-mustang-gt-42-1.jpg)

2015-16 Mustang Engine Specs: 2.3L EcoBoost 4 Cylinder
https://lmr.com/products/2015-Mustang-Engine-Specs-23L-EcoBoost-4-Cylinder (https://lmr.com/products/2015-Mustang-Engine-Specs-23L-EcoBoost-4-Cylinder)
Title: Re: Articles on Engine Design
Post by: ZSHO on May 13, 2016, 05:05:21 PM
-MANU great article for sure.  Z
Title: Re: Articles on Engine Design
Post by: SHOdded on May 26, 2016, 06:02:09 PM
Wondering why a closed deck configuration is preferred over an open deck configuration for a high performance, high boost engine?
http://www.cgperformance.com/subaru_block.htm (http://www.cgperformance.com/subaru_block.htm)

QuoteHigh Performance Subaru Blocks
To the right you see a stock 2.5 liter Subaru EJ25 block before our special work has been performed to close the deck.  What's a closed deck?

Notice all the open space around the cylinders, this is the water jacket for a stock Subaru block where coolant circulates about the cylinders to keep things cool.  On turbocharged motors up to about 10lbs of boost it's OK to use a stock block like this. However, with the extra stress of higher boost levels and running race gas, these cylinders will actually move around with vibration, enough to quickly wear the head gasket out.  This results in coolant seeping into the cylinders, evaporating, depleting coolant in the radiator system and eventually your motor will overheat.  If you don't keep an eye on the temp gauge and radiator level you can easily cause some serious damage to the block.
(http://www.cgperformance.com/images/cg%20stk%20block%20WP.jpg)

The picture below shows our modified EJ25 block with our machine work to fill in the open space and brace the top of the cylinder.  Small holes are provided in the appropriate place for coolant to flow through the heads, but the majority of the space is now filled with billet aluminum using a special zero tolerance fit.  This filler prevents the cylinders from moving around, or vibrating.  This protects against head gasket wear to preserve the integrity of the head gasket and overall motor life.  Generally speaking if your run over 10lbs of boost you need a closed deck block to be reliable.
(http://www.cgperformance.com/images/cg%20closed%20deck%20block%20LWP.jpg)

Hmm.  Wonder if this is why we have to keep topping off the coolant every so often ...

Refer back to this article for pics on the 3.5L EB engine:
http://www.stangtv.com/tech-stories/engine/ecoboost-build-600-plus-horsepower-from-a-livernois-built-3-5-v6/ (http://www.stangtv.com/tech-stories/engine/ecoboost-build-600-plus-horsepower-from-a-livernois-built-3-5-v6/)

BEFORE
(http://cdn.stangtv.com/image/2014/11/livecoboost04.jpg)
AFTER
(http://cdn.stangtv.com/image/2014/11/livecoboost08.jpg)
Title: Re: Articles on Engine Design
Post by: SHOdded on May 26, 2016, 06:14:34 PM
Notes on the NA version of the 3.5L:

http://www.motortrend.com/features/n...06/112_news51/ (http://www.motortrend.com/features/n...06/112_news51/)

QuoteCyclone Hits Ford Powertrain
Automotive Design & Production - January 20, 2006

Ford's 3.5-liter VE will debut in the 2006 Lincoln Aviator and Ford Edge crossovers. From there, use will expand until one-in-five North American Ford vehicles use this powertrain-codenamed "Cyclone"-by 2010. The all-aluminum engine has the same package size as the smaller displacement Duratec 30, but produces an estimated 250 hp @ 6,250 rpm and 240 lb-ft @ 4,500 rpm on regular gas. It has a 10.3:1 compression ratio, rev limit of E,700 rpm, and produces 71.5 hp/liter.

"The 3.5-liter engine has been designed to accept either transverse or longitudinal mounting," says Barb Samardzich, v.p. of Powertrain Operations, "and the architecture has been put in place for upgrades like hybrid capability, and gasoline direct injection with or without turbocharging." The engine has a Fully counterweighted Forged-steel crank with induction-hardened journals and six-bolt mains, Fracture-split powder metal-Forged connecting rods, and cast-aluminum pistons. High-pressure die casting is used in making the block, and features cast-in iron liners. This process was chosen due to its tighter process control, more consistent results, reduced raw material requirements when compared to conventional sand casting, and a reduction in post-processing and hazardous byproducts. In addition, the base Cyclone VE has variable timing on the intake cams that uses a hydraulically activated spool valve to rotate the cams up to 40° within halfa second. "The engine is PZEV-capable," says Samardzich, and has an electronic throttle, low heat transfer exhaust maniFold and close-couple catalyst, and direct-acting shimless bucket tappets. At the start of production, the engine-which is produced at Ford's Lima, DH, engine plant-will be ULEV2 rated.

In transverse applications, the Cyclone will be mated to the BF six-speed automatic transmission developed jointly by Ford and GM. Designed to handle 300 hp and 280 Ib-Ft of torque, the transaxle has a maximum shift limit oF 7,000 rpm and a 6.04:1 spread between first and sixth gears. It is the first automatic transmission from Ford to use a chain-driven off-axis pump with optimized porting. This design reduces package size and improves NVH levels.
Title: Re: Articles on Engine Design
Post by: SHOdded on May 27, 2016, 04:07:50 PM
Ecoboost engine design
! No longer available (http://www.youtube.com/watch?v=Nze7XKSzCEc#)

Ford EcoBoost Engines: How they work - Autoweek Feature
! No longer available (http://www.youtube.com/watch?v=axxhEH1GGGw#)
Title: Re: Articles on Engine Design
Post by: SHOdded on July 05, 2016, 11:05:40 AM
Noise Reduction in Gasoline DI Engines by Isolating the Fuel System - International Conference on Noise and Vibration Engineering
Title: Re: Articles on Engine Design
Post by: SHOdded on July 05, 2016, 11:11:43 AM
http://www.underhoodservice.com/7-reasons-direct-injection-high-pressure-fuel-pumps-fail/ (http://www.underhoodservice.com/7-reasons-direct-injection-high-pressure-fuel-pumps-fail/)

Quote7 Reasons Direct-Injection High-Pressure Fuel Pumps Fail
■Engine■Fuel System■2015 Editions■March, 2015
by Andrew Markel - Mar 18, 2015

Don't be scared by direct fuel injection diagnostics. In theory, these systems operate on the same principles as port fuel injection, but direct injection can inject more precise amounts of fuel into the combustion chamber so the engine can run leaner and more efficient.

The key to direct injection is a high-pressure fuel pump. This pump is precision-machined to generate fuel pressure to the rail up to 2,500 psi. These high-pressure fuel pumps are typically driven by a camshaft and are able to vary their displacement and output to match the needs of the engine.

High-pressure fuel pumps can malfunction and/or fail due to a number of factors. Diagnosing issues with these pumps isn't too difficult if you know what to look for.

lack of fuel pressure
This is from an Audi TSB and shows what a high-
pressure fuel pump follower looks like after the owner decides to skip an oil change.
1. Lack of Maintenance
The main destroyer of high-pressure fuel pumps is a lack of oil changes. Wear between the camshaft lobes and the high-pressure pump follower prevents the pump from generating enough piston movement. Less movement of the pump means less pressure.

You should always examine the lobes on the camshaft before installing a new and very expensive high-pressure fuel pump. A lack-of-power complaint may improve, but it will never be completely corrected.


direct injection Wrong oil
The camshaft lobes that drive the high-pressure fuel pump have been worn away to the point that the pump will not ­produce enough pressure.
2. Wrong Oil
Engine oil must meet OE specifications to prevent premature wear on the camshaft and high-pressure fuel pump follower. Check with your engine oil supplier to see if an engine oil meets the OEM's specifications. Volkswagen, GM and many other OEMs have oil standards that address wear issues on the camshaft and pump follower.

direct injectors
The high-pressure fuel pump pressure sensor is mounted on the fuel rail. Direct injection uses fuel pressure and temperature to determine optimal settings for the pump and injectors, whereas these were given values in older port fuel systems.
3. Pressure and Temperature Sensors
While a failed sensor cannot cause a pump to fail, it can cause you to misdiagnose a high-pressure fuel pump. Direct-injection systems use pressure and in some cases temperature sensors to help determine position of the high-pressure pump solenoid.

The information generated by these sensors makes for the best possible combustion event, but these additional sensors can throw you a diagnostic curve ball compared to older port fuel-injected ­systems.

These sensors have a ±2% accuracy rate. If the sensors are malfunctioning, they can influence fuel trims. If a sensor fails or is generating readings outside of set parameters, the system will go into a low-pressure safe mode to prevent damage to the system.

The best way to diagnose sensors is with a scan tool to help interpret the data.

Ford EcoBoost Engine Technology
4. Leaks
A direct injector is under a lot of pressure, so leaks can happen. Some leaks may occur when the engine is resting, which will cause severe carbon buildup and a rich fuel reading. Leaks can also cause a longer than normal cranking cycle and possible wear.
Most systems have a specified resting pressure. This is designed to keep a specific amount of pressure in the system when the engine is turned off. Values can be monitored using a scan tool.

Injector balance test and leakdown test are typically included in a enhanced or factory scan tool. These tests can help to spot a leaking injector or pump.

direct injection reflash
5. Old Calibrations, Reflash Required
As engineers squeeze every bit of energy out of a droplet of fuel, every element in the system is operating on a razor's edge of driveability problems. Sometimes they get it wrong and they don't find out until a direct-injection system is in the field and racking up warranty claims.

There is a direct relationship between pump pressures, camshaft position and pressure solenoid position. These elements along with injector pulses can be calibrated to give the best performance and component life.

If you are diagnosing a driveability problem on a direct-injection vehicle or replacing a high-pressure pump, make sure the ECU has the latest calibration. Newer calibrations can help solve wear problems and driveablity issues, and may save you from replacing the pump.

fuel pump solenoid
6. Fuel Pump Pressure Solenoid
High-pressure fuel pumps use a solenoid to control the volume and pressure of the pump by changing the stroke and/or port location. When this solenoid fails, it will be in a low-pressure setting.

7. Ignoring the Signs
Some people like to drive with their check engine light on. They assume it will go out if they put better fuel in the tank, but we all know that this is not true.

A direct-injection engine that has a high-pressure pump issue will go into a limp or low-pressure mode. In this mode, the in-tank pump will take over and the injector open time will increase.

When direct injection is working, the injector is precisely pulsing the injector multiple times to create the best possible fuel/air mixture. In a low-pressure mode, it is less precise. The car will start and run, but the performance will be reduced and the catalyst could be harmed. Engine wear can also occur.

The following two tabs change content below.
Bio
Latest Posts
Andrew Markel
Andrew Markel
Editor at Underhood Service
Andrew Markel is the editor of Underhood Service magazine. He has been with Babcox Media for 15 years. He is a technician and former service writer and holds several automotive certifications from ASE and ­aftermarket manufacturers. He can be reached at amarkel@babcox.com.
Title: Re: Articles on Engine Design
Post by: SHOdded on July 05, 2016, 11:16:52 AM
http://www.google.com/patents/US8245693 (http://www.google.com/patents/US8245693)
High pressure fuel pump control for idle tick reduction
US 8245693 B2
ABSTRACT
A method for controlling a mechanical solenoid valve of a high-pressure fuel pump to supply fuel to an engine is provided. In one example, current supplied to the mechanical solenoid valve is adjusted according to a pressure downstream of the fuel pump. The method can reduce current used to operate the mechanical solenoid valve as well as pump noise, at least during some conditions.
Title: Re: Articles on Engine Design
Post by: SHOdded on July 05, 2016, 11:33:36 AM
PRESSURE DEVICE TO REDUCE TICKING NOISE DURING ENGINE IDLING

Abstract:

Systems and methods are provided for a high-pressure fuel pump to mitigate audible ticking noise associated with opening and closing of a digital inlet valve of the high-pressure pump. To reduce the ticking noise associated with the high-pressure pump when the engine is idling, a solution is needed that is simple and does not involve retrofitting the fuel system with noise, vibration, and harshness countermeasures to mask the noise. Pressure devices and associated operation methods are provided that involve adding a combination of several check valves, an accumulator, and a flow control valve with weep channels to allow the digital inlet valve to be deactivated during engine idling as defined by a threshold engine speed.

Read more: http://www.patentsencyclopedia.com/app/20150337753 (http://www.patentsencyclopedia.com/app/20150337753)
Title: Re: Articles on Engine Design
Post by: SHOdded on July 09, 2016, 07:04:53 AM
Yes, GM engineers have insight into engine problems, what a shocker :D

Quote
Fixes for Oil Use and Piston Slap (http://www.netmotive.net/articles/hib/02ls6/page5.htm)

A hot topic amongst Gen III-powered Corvette and F-cars enthusiasts, especially those active on the Internet, is high oil consumption. We asked Juriga about this and he confirmed there's a problem, but not one as widespread as some people believe. He also explained the fix GM Powertrain has developed for it.

"We have seen a greater percentage of complaints than we'd like about oil consumption," John admitted. "The condition under which we get that oil consumption is high-rpm, light-load–like if you drive in a city schedule but never take the car out of second gear. In that situation, the piston rings can get into a flutter condition and that's when the oil consumption takes place."

Piston ring seal depends on a balance of four forces: combustion pressure, ring inertia, the ring's radial expansion pressure and crankcase pressure. Ring flutter is uncontrolled oscillation due to an imbalance of those forces. Once a piston's rings go into flutter, their ability to scrape oil off the cylinder wall as the piston moves downward is impaired, blow-by increases and oil consumption rises dramatically.

The combination of high rpm and low crankcase pressure typical of low engine loads causes those four forces to become imbalanced. The small amount of '97-'01 LS1s and LS6es that see regular, high-rpm, light-load operation may suffer high oil consumption.

"The severity of this problem is specific to the driver," Juriga continued. "You can take a car that is a major complaint for one customer and give it to another customer who'll have (different driving habits and) no complaints and get 5000 miles to a quart."

The common sense is that sustained high-speed and light-load is not a normal duty cycle, even for an engine in a car like a Corvette. Who drives around town running 4000 or more rpm at light-throttle?

"It's not the way most people normally drive," John agreed, "so it has not been a substantial part of our normal durability schedule.

"It is a substantial part of our schedule, now.

"This particular problem is not something you see as a wear issue, either. You can tear apart the engine and find nothing. In fact, that's why it was so difficult. Someone says, 'I have an oil consumption problem.' We give the car to our guys who put a thousand miles on it and oil consumption is within limits. When we drive it aggressively, but in a more conventional manner, there's no problem. We tear down the engine. Everything looks fine. No wear. No scored bores. No ring gap alignment problem. Nothing to explain the oil consumption.

"This issue has become very pronounced on the Internet. People are saying, 'Oh–we've got a problem with oil consumption.' but the vast majority of customers don't have any problem. There are a few who drive like that–and they're entitled to, that's why they buy a Corvette. They are the ones that have trouble and we want to try to help them."

Internet conspiracy theories, urban legend and rumor mutate and spread rapidly. While the core issue, oil use, has factual basis; it quickly became exaggerated and laced with disinformation.

To verify a problem like this then develop and test a successful fix is difficult and time consuming. Initially, during the years the only engine was the LS1, complaints were limited in number and isolated. This is why General Motors has seemed slow to respond.

"Our investigation into those complaints took time," Juriga continued, "due to the fact that driving style had been determined to be a factor.

"The consumption became more pronounced with the higher rpm operating range of the ('01) LS6 and, therefore (it was) possible for us to evaluate correctly. As soon as the (test) data came in from '01, we had an improvement for '02. Let the customer rest assured: the cases that have come in are from the non-typical driver. By far, most customers are not experiencing abnormal oil consumption.

GMPT contacted customers experiencing the problem. This group was asked specific questions about driving habits. Once GM acquired data pointing at the difficulty, it devised a test schedule that could be run under controlled conditions and would include some high-speed, light-load operation. Once GM did that, then tore down engines and found no wear, materials or assembly trouble; ring-flutter-driven, oil consumption was identified as the cause.
 
(http://www.netmotive.net/articles/hib/02ls6/photos/431010b.jpg)
[Above] The unique scraper face of the Napier profile, second compression ring, shown upside down for demonstration purposes, is clearly evident here.
(http://www.netmotive.net/articles/hib/02ls6/photos/431.11A.gif)  (http://www.netmotive.net/articles/hib/02ls6/photos/431.11B.gif)
1 This is a side view of the scraper face on a typical second compression ring.  2 This is a side view of a second compression ring having a Napier profile face.

"We went back to our ring supplier and worked with them in developing a fix," Juriga explained. "We changed the ring pack. We use a higher tension oil ring. We went from a nine pound ring to a 13 pound ring. We also changed the second compression ring to a 'Napier ring' design which has a very pronounced scraper profile on it. The old second ring uses a conventional oil scraper design.

"We implemented this for the start of production (MY02) on LS6 and within a couple weeks afterwards, it went into the LS1, so it is across-the-board on both. "This revised ring pack was validated, in-part, by field use in engines having trouble with high oil consumption under high-rpm/light-load. The increased oil ring tension keeps the four forces mentioned earlier in balance so oil ring flutter is eliminated. While the '97-'01 second ring had a scraper face, the Napier ring is like a "super scraper-faced ring" and results in more aggressive oil control on the piston down stroke.

"We've had over a dozen customers with complaint vehicles," John Juriga stated. "We put these rings in and it's a 'clean kill.' It takes customers who are aggressive drivers and who had oil consumption as low as 500-800 miles per quart up to 1500-2000 miles a quart. This fix is available through the service organization. Dealers will disassemble the engines and change the rings.

"It's on a case-by-case basis because, with some customers, all you have to do is tell them, 'You can eliminate your problem if you throw it into third or fourth gear instead of riding it in second.' They'll be happy to do that and the problem goes away.

"Other customers say, 'No. That's why I bought my 'Vette. I'm gonna drive it the way I wanna drive it.' If so, that's fine. At this time, there isn't a threshold other than what is standard with our other engines. If a customer is experiencing oil consumption of more than a quart per 2000 miles they can have it reviewed by a GM dealer which then makes a determination as to follow up. If you're getting 500-800 miles per quart, that's too much and we're going to swap the rings out in that engine."

The revised ring package will not increase an engine's performance. If you're not experiencing excessive oil use, there's no advantage in running out to get new rings. If you do have an engine that experiences abnormal oil use due to some high-rpm/light-load operation; first, try modifying your driving habits a bit to eliminate any sustained operation like that, rather than immediately electing for the trauma of a partial engine overhaul under warranty. If eliminating most high-rpm/light-load operation doesn't stop excessive oil use, then ask GM to repair the engine.

Some involved in the public dialog about this issue have been critical of General Motors. It's our opinion that some of the harshest rhetoric is unfounded because this problem is not as common as Internet rumor claims nor does it stem from some coverup conspiracy to stick unsuspecting customers with substandard products. While it's clear to us General Motors erred in not making high-rpm/light-load testing as prominent as it should have been, thus, failing to detect trouble with ring-flutter; this issue does beg the question: should a small group of owners who subject their engines to the unusual duty-cycle of sustained high-rpm/light-load operation share part of the responsibility for this problem?

Going to a higher tension oil ring and a Napier profile second ring solves the oil use problem convincingly. Will the change also result in oil consumption decreases in LS1s and LS6es which are driven normally or driven aggressively, but not in the high-rpm/light-load manner that previously caused ring flutter? There is that possibility.

In mid-April '01, there was a change in the LS1/LS6 piston which carried over to MY02. To address a limited amount of complaints about "cold piston knock", there was a small reduction in piston-to-bore clearance and new pistons, having skirts coated with a polymer, antifriction material, were introduced.

(http://www.netmotive.net/articles/hib/02ls6/photos/431012b.jpg)
The two LS6 pistons. Because of the differences in piston-to-bore clearance, they are only interchangeable in one direction. You could use the new piston in a '01 LS6, but you can't use the old piston in an '02 LS6 block.
(http://www.netmotive.net/articles/hib/02ls6/photos/431013b.jpg)
The polymer antifriction material is not applied to the entire piston, only the skirts below the oil ring.

"When you decrease the piston-to-bore clearance, you're more susceptible to hot-scuff because you've got a tighter fit. The coating gives us resistance against scuffing," Juriga stated. When asked about possible power losses, he added, "We haven't seen any measurable hit from a power standpoint because of the tighter clearance."

The LS1/LS6 are first in the Gen III family to use coated pistons. Corvette often leads the way with new technology that eventually sees high volume production. In the near future, all Gen IIIs used in GM trucks will have coated pistons–we're talking millions of engines a year, here, not just 90,000 or so C5, Camaro/Firebird and export (to Holden's in Australia) powerplants annually.


This piston knock anomaly that has been occurring in some '97-'01 engines after start-ups in cold weather is not a durability concern. It's a pleasability issue on which there was enough input from customers that GM made a production change. Like the revised rings, there's no performance advantage in switching to the tighter clearance and the polymer-coated piston. Those hearing a cold piston knock are better off ignoring it until the engine warms a little, rather than subjecting themselves to the stress of a dialog with a GM dealer intended to force repair or replacement of the engine. 
Title: Re: Articles on Engine Design
Post by: SHOdded on July 25, 2016, 11:29:58 AM
Posted by a fellow member of the Edge forum:

http://www.designnews.com/author.asp?doc_id=270929 (http://www.designnews.com/author.asp?doc_id=270929)

QuoteBlogs
Engineering Materials
Plastic Replaces Metal in Car Engine
Ann R. Thryft, Senior Technical Editor, Materials & Assembly
1/13/2014

Ford has replaced brazed metal manifold components in two new V6 engines with DuPont's Zytel HTN PPA resin, saving 1 lb. in weight and $1 in cost per engine. Because of the advances achieved with this redesign -- a collaboration among DuPont, Ford, and Illinois Tool Works -- the Society of Plastics Engineers named the team finalists for the Most Innovative Use of Plastics Award, Process/Assembly/Enabling Technology category, of the SPE's 2013 Automotive Innovation Awards.

New Ford Duratec 3.5-liter and 3.7-liter V6 engines will be equipped with an injection-molded cross-over coolant component made of Zytel HTN, replacing the previous overmolded brazed metal tubing, a DuPont spokesperson told Design News. The component allows engine coolant to bypass the manifold as it circulates through the engine.
(http://img.deusm.com/designnews/2014/01/270929/Ford-Dupont-Overmolded-Crossover.jpg)
Ford replaced brazed metal manifold components in two new V6 engines with DuPont's Zytel HTN PPA resin, saving 1 lb. in weight and $1 in cost per engine. The new design has an overmolded coolant cross-over manufactured by Illinois Tool Works. It was named a finalist for the Most Innovative Use of Plastics Award, Process/Assembly/Enabling Technology category, in the Society of Plastics Engineers' 2013 Automotive Innovation Awards. (Source: Society of Plastics Engineers)
Ford replaced brazed metal manifold components in two new V6 engines with DuPont's Zytel HTN PPA resin, saving 1 lb. in weight and $1 in cost per engine. The new design has an overmolded coolant cross-over manufactured by Illinois Tool Works. It was named a finalist for the Most Innovative Use of Plastics Award, Process/Assembly/Enabling Technology category, in the Society of Plastics Engineers' 2013 Automotive Innovation Awards.
(Source: Society of Plastics Engineers)

The V6 engine manifold is made of traditional nylon polymer, but that material won't withstand long-term exposure to chemicals and heat. That's why the previous component was made of metal, although that's expensive and adds weight. Merely replacing the overmolded brazed metal tubing with a similar part made of nylon polymer wasn't sufficient. For one thing, the intense pressures during the overmolding process that integrates the hollow tube into the manifold system were damaging the component, according to a press release.

Instead, the design team chose Zytel HTN PPA. This material is often used in engine cooling components, as well as in fuel-line quick connectors, due to its resistance to heat and chemicals -- especially to long-life coolant. Team members had to figure out how to redesign the structure to integrate the Zytel cross-over coolant with the nylon engine manifold. They used Moldflow to help optimize the process, and finite element analysis to optimize the design. RJG Inc.'s mold cavity pressure-sensing technology was used to get data on the pressures that were being exerted inside the cavity during overmolding. All of this data was used to prevent the tube from being damaged during that process.
(http://img.deusm.com/designnews/2014/01/270929/Ford-Dupont-SPE_Cross_Over-sim.jpg)
DuPont's Zytel HTN PPA replaced brazed metal in this Ford V6 engine manifold's coolant crossover tube to reduce weight by 1 lb. The design team used Moldflow to help optimize the process, and RJG Inc.'s mold cavity pressure-sensing technology to redesign the structure. The team integrated the Zytel cross-over coolant with the nylon engine manifold so the hollow component wasn't crushed during overmolding. (Source: DuPont Performance Plastics)
DuPont's Zytel HTN PPA replaced brazed metal in this Ford V6 engine manifold's coolant crossover tube to reduce weight by 1 lb. The design team used Moldflow to help optimize the process, and RJG Inc.'s mold cavity pressure-sensing technology to redesign the structure. The team integrated the Zytel cross-over coolant with the nylon engine manifold so the hollow component wasn't crushed during overmolding.
(Source: DuPont Performance Plastics)

The new engine manifold containing the integrated injection-molded cross-over coolant tube will debut in Duratec 3.5-liter and 3.7-liter V6 engines as a running change for Ford Taurus, Flex, Edge, and Explorer models. Aside from the weight and cost savings, the change also reduces the number of steps required to process and machine the previous powder-coated metal component.

Zytel HTN and other types of Zytel have appeared in several automotive applications, including some under the hood. For example, Zytel LC 7000 and Zytel RS LC 4000, introduced at K2013, are used in low-pressure hose and tubing automotive applications. As we told you, they have better aging performance and superior impact strength at low temperatures than standard nylon 11 and 12. DuPont and ElringKlinger made two injection-molded oil pans for large, heavy-duty truck engines manufactured by Mercedes-Benz from Zytel HTN. Zytel HTN has also appeared in the in-wheel motor bobbins of the SIM-WIL EV from Kawasaki, Japan-based SIM-Drive Corp., unveiled in March 2012. All of these were results of the collaborative efforts DuPont is known for.

I have a hard time understanding why quality carmaker Mercedes made components for its 1995 C280 engine out of biodegradable plastic. That's what Bill Griffith told us in a recent Design News Made by Monkeys article, Biodegradable Plastic Can't Take The Heat. That is just plain weird. As I commented on that story, biodegradable plastics have no business being used under the hood. Plastics designed for those applications require a very different set of specs from what's achievable with biodegradable materials. I think the engineers at Mercedes should have called DuPont.
Title: Re: Articles on Engine Design
Post by: sholxgt on July 25, 2016, 12:36:38 PM
Wonder if Zytel is recyclable?

We are filling landfills with car parts that are un-repairable and disposable.  Save a buck today to spend 100's later in replacement and disposal associated costs.

Plus, this will be one more part that a recycling center has to remove from the motor in order to recycle the metal.  Pretty soon the costs of removing all of the plastic additions will make metal recycling not profitable.

* Looked it up...Zytel is recyclable or can be incinerated.  That is at least a positive.
Title: Re: Articles on Engine Design
Post by: SHOdded on July 25, 2016, 12:45:05 PM
True, a recycling plan should be mandatory when these things are introduced.  Just like road planning should be part of housing development :)
Title: Re: Articles on Engine Design
Post by: SHOdded on March 10, 2017, 07:23:49 AM
Low-Speed Pre-Ignition in the MazdaSpeed DISI and Ford EcoBoost Motors
http://www.ecoboostperformanceforum.com/index.php/topic,6044 (http://www.ecoboostperformanceforum.com/index.php/topic,6044)
Title: Re: Articles on Engine Design
Post by: SHOdded on March 10, 2017, 07:52:02 AM
Brake Specific Fuel Consumption
http://www.ecoboostperformanceforum.com/index.php/topic,5826 (http://www.ecoboostperformanceforum.com/index.php/topic,5826)
Title: Re: Articles on Engine Design
Post by: SHOdded on March 10, 2017, 07:54:17 AM
Innovate Tuning Resources- You CAN be too rich
http://www.ecoboostperformanceforum.com/index.php/topic,5254 (http://www.ecoboostperformanceforum.com/index.php/topic,5254)
Title: Re: Articles on Engine Design
Post by: SHOdded on March 10, 2017, 07:57:36 AM
Ford 3.5 Ecoboost Application for Certification
http://www.ecoboostperformanceforum.com/index.php/topic,4873 (http://www.ecoboostperformanceforum.com/index.php/topic,4873)
Title: Re: Articles on Engine Design
Post by: SHOdded on March 20, 2017, 03:53:22 AM
Volkswagen's take on reducing intake valve deposits in DGI engines:
http://www.google.com/patents/US6866031 (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.
Title: Re: Articles on Engine Design
Post by: SHOdded on April 19, 2017, 06:47:25 PM
http://www.greencarcongress.com/2009/10/ecoboost-20091002.html (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.
Title: Re: Articles on Engine Design
Post by: SHOdded on November 06, 2017, 05:06:05 AM
A practical/timesaving lesson:  checking engine compression, by Wells Electronics
! No longer available (http://www.youtube.com/watch?v=BEklqMPkAbQ#)
Title: Re: Articles on Engine Design
Post by: SHOdded on February 07, 2018, 06:39:03 AM
A look at Mahle's piston selection process

http://www.enginelabs.com/engine-tech/pistons/tech-piston-material-selection-with-mahle-motorsports/ (http://www.enginelabs.com/engine-tech/pistons/tech-piston-material-selection-with-mahle-motorsports/)
Title: Re: Articles on Engine Design
Post by: SHOdded on February 16, 2018, 02:30:07 AM
https://www.motor.com/magazine-summary/dissecting-fords-ecoboost-engine/ (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.

(https://www.ecoboostperformanceforum.com/index.php?action=dlattach;topic=6137.0;attach=16891;image)

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.

(https://www.ecoboostperformanceforum.com/index.php?action=dlattach;topic=6137.0;attach=16893;image)

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.

(https://www.ecoboostperformanceforum.com/index.php?action=dlattach;topic=6137.0;attach=16895;image)

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.

(https://www.ecoboostperformanceforum.com/index.php?action=dlattach;topic=6137.0;attach=16897;image)

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.

(https://www.ecoboostperformanceforum.com/index.php?action=dlattach;topic=6137.0;attach=16899;image)

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?
Title: Re: Articles on Engine Design
Post by: SHOdded on March 24, 2018, 07:11:52 AM
http://www.enginebuildermag.com/2018/01/heavy-duty-pistons/ (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.
(https://www.ecoboostperformanceforum.com/index.php?action=dlattach;topic=6137.0;attach=17194;image)
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.
(https://www.ecoboostperformanceforum.com/index.php?action=dlattach;topic=6137.0;attach=17196;image)

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.
(https://www.ecoboostperformanceforum.com/index.php?action=dlattach;topic=6137.0;attach=17198;image)
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.
Title: Re: Articles on Engine Design
Post by: SHOdded on March 20, 2019, 12:59:08 PM
Why do you need a breakin procedure?  Microwelding.

https://www.enginebuildermag.com/2019/03/what-is-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."
Title: Re: Articles on Engine Design
Post by: 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.
Title: Re: Articles on Engine Design
Post by: TopherSho on March 20, 2019, 06:48:17 PM
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 ..
Title: Re: Articles on Engine Design
Post by: SHOdded on March 21, 2019, 06:49:46 PM
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 (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.
Title: Re: Articles on Engine Design
Post by: Gjkrisa on March 22, 2019, 10:18:11 AM
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.
True I thought they broke them in on a machine but then why not change the oil before it's put in a car

Sent from my Pixel 2 XL using Tapatalk

Title: Re: Articles on Engine Design
Post by: SHOdded on March 22, 2019, 10:30:39 AM
Probably not a big difference for cars driven modestly from the get go.  Does not hurt to be aware though.
Title: Re: Articles on Engine Design
Post by: SHOdded on March 23, 2019, 08:38:05 AM
Vehicle Miles Traveled vs VOC Emissions TLT
(https://www.ecoboostperformanceforum.com/index.php?action=dlattach;topic=6137.0;attach=19923;image)
Title: Re: Articles on Engine Design
Post by: SHOdded on April 18, 2019, 07:52:51 AM
Oil seal leaks in turbocharged engines operating in extreme winter conditions.  The culprit?  Ice formation in the PCV system.  Another reason to allow engines to warm up before excercising that go pedal.

https://www.enginebuildermag.com/2013/08/mysterious-leaking-engine-oil-seals-on-subaru-engines/ (https://www.enginebuildermag.com/2013/08/mysterious-leaking-engine-oil-seals-on-subaru-engines/)
Title: Re: Articles on Engine Design
Post by: SHOdded on April 21, 2019, 08:18:05 AM
Intake Valve Deposits (IVD) ... Where do they come from?

PCV System - Intact Oil - 71% of the deposit weight; unevenly distributed to each cylinder
Exhaust/EGR System - Combusted oil

https://www.thefreelibrary.com/Formation+of+intake+valve+deposits+in+gasoline+direct+injection...-a0478973886 (https://www.thefreelibrary.com/Formation+of+intake+valve+deposits+in+gasoline+direct+injection...-a0478973886)

LUBRICANT COMPOSITIONS FOR DIRECT INJECTION ENGINES
http://www.freepatentsonline.com/y2018/0346843.html (http://www.freepatentsonline.com/y2018/0346843.html)
Title: Re: Articles on Engine Design
Post by: SHOdded on April 22, 2019, 06:11:00 PM
Look to the GM Turbocharger Coking test for determining effects of engine oil & its' components to determine effectiveness of deposit control in coolant-cooled turborcharger systems.  The TEOST 33C test, developed to determine engine deposit control, is ineffective in this area.  Moly does not affect deposit levels, but viscosity modifiers and antioxidants do.
https://www.thefreelibrary.com/Engine+Oil+Components+Effects+on+Turbocharger+Protection+and+the...-a0532023053 (https://www.thefreelibrary.com/Engine+Oil+Components+Effects+on+Turbocharger+Protection+and+the...-a0532023053)
Title: Re: Articles on Engine Design
Post by: SHOdded on April 24, 2019, 06:23:58 PM
Installing the Turbos on the assembly line - Cleveland Plant Tour at the 2010 SHO convention
https://www.youtube.com/watch?v=KyQ3GxfXdLA (https://www.youtube.com/watch?v=KyQ3GxfXdLA)
Title: Re: Articles on Engine Design
Post by: SHOdded on April 24, 2019, 06:24:31 PM
Installing the Rear Main Seal - Cleveland Plant Tour at the 2010 SHO convention
https://www.youtube.com/watch?v=1boCmDmFqAg (https://www.youtube.com/watch?v=1boCmDmFqAg)
Title: Re: Articles on Engine Design
Post by: SHOdded on November 05, 2019, 07:05:12 PM
Temperature considerations in the combustion chamber - piston area
https://www.dieselnet.com/tech/combustion_piston-cool.php (https://www.dieselnet.com/tech/combustion_piston-cool.php)
Title: Re: Articles on Engine Design
Post by: SHOdded on November 05, 2019, 08:48:03 PM
How pros breakin an engine
http://blog.jepistons.com/how-to-break-in-an-engine (http://blog.jepistons.com/how-to-break-in-an-engine)
Title: Re: Articles on Engine Design
Post by: SHOdded on November 05, 2019, 08:51:17 PM
Taking apart your engine?  Evaluating pistons?  There's more than meets the eye to recertifying a piston for use:
http://blog.jepistons.com/evaluating-used-pistons-how-to-determine-if-your-pistons-are-still-good (http://blog.jepistons.com/evaluating-used-pistons-how-to-determine-if-your-pistons-are-still-good)
Title: Re: Articles on Engine Design
Post by: SHOdded on November 22, 2019, 04:11:08 AM
https://www.enginelabs.com/engine-tech/the-secret-life-of-bearings-a-test-of-bearing-and-oil-wear-rates/ (https://www.enginelabs.com/engine-tech/the-secret-life-of-bearings-a-test-of-bearing-and-oil-wear-rates/)
The Secret Life of Bearings: A Test Of Bearing And Oil Wear Rates

(https://www.speednik.com/files/2018/12/the-secret-life-of-bearings-a-test-of-bearing-and-oil-wear-rates-2018-12-19_23-29-16_245606.jpg)
Title: Re: Articles on Engine Design
Post by: SHOdded on November 22, 2019, 04:53:11 AM
https://blog.k1technologies.com/bearing-clearance-and-oil-viscosity-explained
Bearing Clearance and Oil Viscosity Explained
Title: Re: Articles on Engine Design
Post by: ZSHO on November 22, 2019, 07:05:47 PM
Great informative reading! Z  :)
Title: Re: Articles on Engine Design
Post by: SHOdded on November 22, 2019, 07:53:14 PM
Some stuff you would have to dig to find otherwise :)  I found it very interesting as well!
Title: Re: Articles on Engine Design
Post by: SHOdded on December 08, 2019, 07:50:30 AM
A snippet about oxygen sensor location from a Coyote engine swap guide:

QuoteIf the Oxygen Sensors Must be Moved
FRPP's engine harness and controls package supplies two wide-band oxygen sensors that are designed to mount in the stock '10–'11 Mustang GT locations. If the factory headers don't fit your old chassis, the relative sensor position may need to change on any new exhaust. If that's the case, position each sensor so it can sample from all four cylinders on one bank (for example, in the header collector). Ford also frowns on altering sensor wire lengths, claiming that such alterations can degrade sensor function. If the headers won't permit sampling all four cylinders without harness mods, Ford says the least harmful alternative is locating the sensors to sample one cylinder per bank: "The cylinders that have on average the closest air/fuel ratio to the bank average are cylinder No. 4 on Bank 1 and cylinder No. 7 on Bank 2; the next best choices are No. 3 and No. 8."

https://www.hotrod.com/articles/hrdp-1306-ford-coyote-engine-swap-guide/ (https://www.hotrod.com/articles/hrdp-1306-ford-coyote-engine-swap-guide/)
Title: Re: Articles on Engine Design
Post by: SHOdded on December 23, 2019, 02:13:58 AM
https://saemobilus.sae.org/content/2016-01-2252

QuoteFormation of Intake Valve Deposits in Gasoline Direct Injection Engines
Gregory Guinther - Afton Chemical Corp. , Scott Smith - Afton Chemical Corp.
Journal Article2016-01-2252
ISSN: 1946-3952, e-ISSN: 1946-3960
DOI: https://doi.org/10.4271/2016-01-2252
Published October 17, 2016 by SAE International in United States
Formation of Intake Valve Deposits in Gasoline Direct Injection Engines
Sector:
Automotive
Topic:
Engine lubricants, Combustion and combustion processes, Gasoline, Engine cylinders, Lubricants, Valves, Wear
Event:SAE 2016 International Powertrains, Fuels & Lubricants Meeting
Citation:
Guinther, G. and Smith, S., "Formation of Intake Valve Deposits in Gasoline Direct Injection Engines," SAE Int. J. Fuels Lubr. 9(3):558-566, 2016, https://doi.org/10.4271/2016-01-2252.
Language:English
Abstract:
Gasoline direct-injection (GDI) engines have a well-known propensity to form intake valve deposits (IVD), regardless of operator service, engine architecture, or cylinder configuration. Due to the lack of a fuel-washing process that is typical of Port Fuel Injected (PFI) engines, the deposits steadily accumulate over time and can lead to deterioration in combustion, unstable operation, valve-sticking, or engine failure. Vehicles using these engines are often forced to undergo expensive maintenance to mechanically remove the deposits, which eventually re-form. The deposit formation process has not been well-characterized and there is no standardized engine test to study the impact of fuel or lubricant formulation variables. To meet this need, a proprietary vehicle-based GDI-IVD test that is both repeatable and responsive to chemistry has been developed. Using a vehicle equipped with a 2.0L turbo GDI engine, the mechanisms leading to deposit formation have been studied and analyzed, and found to be a combination of engine oil, engine-wear elements, unburned fuel, and exhaust gas contaminants. The rate of accumulation was also found to be affected by engine lubricant formulation variables.
Title: Re: Articles on Engine Design
Post by: SHOdded on December 23, 2019, 02:29:15 AM
Some support for popular PFI additives in the service of keeping intake valve deposits at bay
http://casestudies.atlanticmotorcar.com/mini-cooper-engine-problem-carbon-deposits-on-intake-valves/ (http://casestudies.atlanticmotorcar.com/mini-cooper-engine-problem-carbon-deposits-on-intake-valves/)

QuoteHow To Prevent Carbon Deposits On Intake Valves
An ounce of prevention is worth a pound of cure, so here is what you can do to help prevent this from occurring with your beloved Mini, BMW or other vehicle. How fast the intake valves get dirty does not seem to be a function of fuel quality. Rather, it appears to be influenced most by driving habits, and how often the engine oil is changed. Oil vapors and combustion byproducts that are drawn back into the intake manifold through the crankcase ventilation system seem to contribute most to carbon deposits on the intake valves.111

At the Atlantic Motorcar Center, our advice is to change your oil every 3,000 to 5,000 miles if you only do short trip stop-and-go city driving, or change your oil every 5,000 to 7,500 miles if you do mostly highway driving. If you want to minimize carbon buildup on the intake valves, don't push your oil change intervals to 7500 miles or longer unless you are using a high quality full synthetic oil (which usually has less volatility than conventional motor oil).

We also recommend the monthly use of a fuel additive, like Lubromoly, or Chevron Techron, while these cars are direct injection, and as such the fuel does not inject onto the back of the valve, but rather in the cylinder itself, we've noted that cars using these products experience considerably less carbon buildup.
Title: Re: Articles on Engine Design
Post by: SHOdded on January 16, 2020, 02:51:37 AM
Gen 2 3.5L Ecoboost engines (dual injection PFI DI) get upgraded timing chains among other things:

QuoteNew 3.5 EcoBoost is equipped with a two primary chain system (there is one separate timing chain driving each cylinder bank). The cam chain drive sprocket on the crankshaft is a double gear arrangement. New chains are also more durable and less prone to stretch due to an increased thickness of the side plates.

https://www.motorreviewer.com/engine.php?engine_id=144 (https://www.motorreviewer.com/engine.php?engine_id=144)
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