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1.6L Ford EcoBoost development
26 May 2017

Steve has spent another 2 days on the dyno at DTW Engines with the 1.6L EcoBoost testing the final pre-production version of our 350bhp spec turbo. which Turbo Technics completed for us.  Steve has been developing the control strategies and software with MBE to allow the user to adjust the boost levels to suit track conditions, also to control the maximum torque level to limit the torque to reduce the stress on the transmission.  It will be now possible to limit the power not only with adjustable boost settings but based on road speed as well and there will be up to 7 selectable options available.

Here are the 4 boost selectable maps that we have currently refined, it is then possible to limit the performance further with road speed.

1.6L EcoBoost-@1.00 Bar 268BHP-Turbo Technic K04-Prototype 2-1
1.6L EcoBoost-@1.35 Bar 299 BHP-Turbo Technic K04-Prototype 2-1
EcoBoost prototype turbo 1.6L EcoBoost-@1.70 Bar 344 BHP-Turbo Technic K04-Prototype 2-1
1-6L EcoBoost-@1-90 Bar 350 BHP -Turbo Technic K04-Prototype 2
23 May 2017

Ecoboost DI engine lambda values and its misconceptions.

When we say the 1.6L EcoBoost engine runs lean, it is assumed that this is bad and it is not understood why it needs to run so lean, it is assumed by many that if the engine is made to run richer, it will produce more power.  

As engine development progresses and the manufacturers work closer to more efficient engines with less emissions, effectively the cleaner the output from the exhaust needs to be, so all manufacturers including Ford spend millions of pounds to this aim.  This means that all the components within the engine and combustion chamber are designed to produce the maximum amount of power with the most efficient burn, therefore the mixture is far more efficiently burnt within the combustion chamber in the modern DI engine than has ever been done previously.  Effectively resulting in a leaner output from the exhaust, hence the lambda readings are going to be leaner than seen on more traditional engines.

So simply adding extra fuel into the combustion chamber beyond the point at which a correct burnt can be achieved means the engine cannot burn the fuel within the combustion chamber, which results in a richer mixture seen by the lambda sensor, the engine then begins to misfire because of the excessively rich mixture within the combustion chamber.

SBD Motorsport always carries out development of its products in order to achieve not only optimum performance, but durability as well.  One of the main things we have discovered on the Ford EcoBoost 1.6L engine is that because of the leaner exhaust mix, this produces a hotter exhaust temperature.  For short periods of time, this would be ok but sustained periods of high temperatures would cause the turbo to fail.  By the introduction of port injection and then adjusting the balance between the port and the DI, we have managed to reduce exhaust temperatures significantly and thereby improve the durability.  This has involved extensive amounts of testing, along with a large amount of software and product development between ourselves, MBE Systems and Turbo Technics.

Needless to say due to the amount of time and money spent, we won't go into more detail other than to say there are a large number of gains in reliability, durability and performance from what has been designed.

28 April 2017

Steve spent another 2 days at DTW Engine dyno, with the results we have gained from testing the development turbos a few weeks ago, Matt Jewell from Turbo Technics had taken all this information and produced a new turbo. The design encompassed everything we were looking for, we had a target of up to 350bhp with no lag, the turbo now begins spooling at just over 1500rpm and we are achieving 0.5Bar of boost at 1784rpm. We even ran the turbo up to 2Bar boost, which achieved peak torque of 335lbft torque and peak horsepower at just above 350bhp.  We have done further development with the DI and Port injection and by optimising the settings, we not only get an increase in performance but have managed to reduce the outlet temperatures still further.  We are still using a completely standard engine, which we ran continually for 2 days and the engine is still like new.  Turbo Technics are now going to manufacture new components and produce the new turbo design for us. 

1.6L EcoBoost 350bhp graph
12 April 2017

After testing a combination of 6 different turbo set ups last week, Matt Jewell from Turbo Technics went away with the information we had gathered and quickly built up a turbo specifically to test his theories based on what had been found.  He returned to DTW Engines on Tuesday afternoon and bolted everything together, then Steve  logged in remotely to carry out the mapping, the results are extremely promising as you can see from the dyno graph.  The power level now being achieved meant we just needed to start using the port injectors, but this gave us other advantages due to the fact that it allowed us to cool the air charge and reduce turbo temperatures, which is very useful since the engine wants to run very lean and any attempts to run it rich, anywhere near the mixture of a traditional turbo engine, makes the engine misfire.  These results were achieved on a completely standard engine apart from the addition of the dry sump and the port injectors, the MBE9A6 ECU was controlling both the DI and the port injectors and we faded in and out between the two to achieve the results shown. 

Matt has now gone back to Turbo Technics with this information to design some more turbos.  We think that the turbo we were using would easily produce over 360bhp, but what we are looking to achieve with this spec is effectively no turbo lag, so Matt is redesigning the turbo with our aim in mind and our target horsepower of 350bhp.

1.6L EcoBoost 354bhp graph
7 April 2017

Testing the new prototype Jenvey intake system, the results are looking good but further development work required for the higher output engine specs that we working towards.

We have also been carrying out advanced testing for fully sealed dry sump system, we are pleased that the engine produces a vacuum even under full boost at high rpm.  We have monitored the vacuum though every part of the engine. Dry sump system

We have been testing further turbo designs with Turbo Technics, Matt Jewell was on hand for all the testing.  The results so far using the latest development turbos is 312bhp 317lbft torque, we are still using a completely standard engine with no modification whatsoever apart for the addition of dry sump and the MBE9A6 ECU to control the engine.  We are also refining the control strategy for addition of 4 port injectors, which the MBE9A6 can control, we are now able to fade between the DI and port injectors, all this worked perfectly but they are not required at the current level of output.  The power delivery is amazingly smooth and great effect has been made by Turbo Technics to ensure there is no turbo lag, further development to follow.

1.6L EcoBoost 312bhp graph 1.6L EcoBoost on dyno, April 2017
27 February 2017

Steve spent quite some time at the dyno last week and has now set up the knock strategy for the 1.6L EcoBoost.  Also spent a day with Geoff Kershaw & Matt Jewell from Turbo Technics measuring the pressures and temperatures of their current hybrid turbo to aid design of a new high speed turbo and restricted version for rallying.

More work has been carried out on the development of the standard 1.6L EcoBoost kit and the 300bhp version, we have managed to improve the torque even further on both specs.  We then accidently tested at nearly 2Bar of boost pressure and the engine produced 320lbft torque and it didn't even phase the engine!  See the graphs for current results.

EcoBoost at dyno Feb17
1.6L EcoBoost 227bhp graph 1.6L EcoBoost 301bhp graph
17 January 2017
We have now released the MBE9A6 ECU, which is for use with 4-cylinder direct injection engines, initially we have developed the maps & strategies for use with the Ford 1.6L EcoBoost. We have designed and developed a wiring harness specifically for this application, which is made in full Raychem military spec wiring, this harness can then have additional features added via its interface connector as and when required by the user.
More Information
28 October 2016
Jenvey Dynamics have just sent us the latest pre-production version of the 1.6L EcoBoost intake plenum, we have done a trial fit to the engine and it is looking very good.  The top part of the plenum is reversible so the throttle body can be fitted either towards the rear or front of the engine.  It accepts the standard EcoBoost throttle body.  A few more detail changes and refinement will be done before it is released.  We hope to be testing at the end of November/early December and have the production version to release at the Autosport Show.
1.6L EcoBoost intake plenum 1.6L EcoBoost intake plenum
23 June 2016
After a year of development, which included more than 10 days on the DTW Engine dyno to test the hardware and control strategies required for the complex systems involved with a Direct Injection engine, we have now managed to get the 1.6L Ford EcoBoost engine to 301bhp and 308lbft torque.  The engine is likely to produce slightly more power on a cooler day as the charge temperatures were very high, due to the high ambient temperature.  We have been using a completely standard engine with only the addition of a specially developed Turbo Technics hybrid turbo and of course the MBE9A6 DI ECU.  The engine itself has done more than 38 hours at almost full boost without any issues during the development period and simply returns to idle after each run as if being driven to the shops!
1.6L Ford EcoBoost with Turbo Technics hybrid turbo 1.6L Ford EcoBoost 301bhp graph
1.6L Ford EcoBoost standard engine 227bhp graph

Steve spent another 2 days at the dyno this week on the 1.6L EcoBoost and with the latest MBE software strategy, which allows us to adjust the fuel pressure without the changing the quantity of fuel. This has made a significant reduction in mapping and will allow upgrades to be mapped faster. See the graph for the result from yesterday's work, on a completely standard 1.6L EcoBoost engine. Further work is being carried out today in refining the strategies.

13 June 2016

Steve has spent another 2 days at DTW Engines on the dyno with the 1.6L Ford EcoBoost, we have tested the new MBE9A6 CNC ECU case, which now dissipates the heat beautifully and allows the ECU to drive the injectors to their limit. Chris at MBE has been developing the control strategies further, whilst we were on the dyno to make the software more user friendly with the complex Direct Injection system. Steve will be back at the dyno in a couple of weeks to continue development.

1.6L EcoBoost at DTW dyno June 2016

6 January 2016

The new MBE9A6 ECU for the Ford 1.6L EcoBoost, which is the motorsport version MBE's production car direct injection ECU is due for release soon. We are currently refining the software and maps within the ECU to make them user-friendly. At the moment the dyno testing results are just initial information that has been obtained so far during the development. The engine is currently retaining standard injectors. Due to the complexity of the engine, every upgrade is likely to take a minimum of 2 days dyno time to develop a finished map. When the ECU is released, it will be supplied with a map to run the standard 1.6L EcoBoost engine. We will then be producing upgrade kits for our customers to allow the engine to produce more performance. The user will be able to modify and adjust their own map within their ECU, if they wish. EcoBoost 1.6L 300bhp graph
4 January 2016
1.6L EcoBoost on DTW Engine dyno We have made more progress on the 1.6L Ford EcoBoost using the hybrid turbo by Turbo Technics. Steve was working with Dave at DTW Engines via remote access yesterday, so far up to 300bhp and 300lbft. Still progressing....
30 December 2015
Steve went to DTW Engines yesterday to run the 1.6L Ford EcoBoost engine with Dave Wild and ran a new custom built wiring harness. We spent 12 hours on the dyno, going through all the systems. The standard engine is now running extremely well and produced 225bhp, 251lbft torque at 1.1Bar of boost. The engine will produce more mid-range torque if we increase the target boost, but the standard turbo was maxed out at peak horsepower. At the end of the day, we quickly swapped over to the new turbo that Turbo Technics are developing for us. The initial results look good and on the one short run that we did, already achieved 284bhp, 279lbft torque. More information will follow as development progresses. 1.6L EcoBoost 225bhp
August 2015
1.6L EcoBoost on DTW Engines dyno We are developing the MBE9A6 ECU for the Ford 1.6L EcoBoost, which is the motorsport version MBE's production car direct injection ECU. We have just spent 2 days of initial running in at the DTW Engine dyno, in order to test all the systems and begin the calibration. Everything has begun very well but with complexity of the modern direct injection engine, there are a lot of systems to control. Although we carried out a small amount of running on boost at around 2000rpm, the engine produced 189lbft torque and we weren't even at full throttle. There are several more weeks of dyno time required to optimise the control systems and software strategies. We will be optimising the standard engine to begin with, which we anticipate producing in the region of 220bhp and have been working with Turbo Technics, who are developing a special hybrid turbo for us, which is expected to produce in the region of 300bhp from the standard engine.
1.6L EcoBoost Kits & Components

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