2014 Ford Escape 2.0 Ecoboost 0 60

2014 Ford Escape 2.0 Ecoboost 0 60

Motor vehicle engine

Ford EcoBoost engine
Overview
Manufacturer	Ford
Also called	TwinForce (obsolete) EcoBoost SCTi GTDi
Production	2009–present
Layout
Configuration	I3, I4 and 60° V6
Displacement	V6 3.5: 3496 cc (213 CID) V6 2.7: 2694 cc (164 CID) I4 2.3: 2261 cc (138 CID) I4 2.0: 1999 cc (122 CID) I4 1.6: 1596 cc (97 CID) I4 1.5: 1500 cc (92 CID) I3 1.5: 1497 cc (91 CID) I3 1.0: 995 cc (60.44 CID)
Cylinder bore	V6 3.5: 3.64 in (92.5 mm) V6 2.7: 3.30 in (83 mm) I4 2.3: 3.45 in (87.55 mm)[1] I4 2.0: 3.4 in (87.5 mm)[1] I4 1.6: 3.1 in (79.0 mm)[2] I3 1.5: 3.31 in (84 mm) I3 1.0: 2.83 in (71.9 mm)
Piston stroke	V6 3.5: 3.41 in (86.6 mm) V6 2.7: 3.30 in (83 mm) I4 2.3: 3.7 in (94.0 mm) I4 2.0: 3.27 in (83.1 mm) I4 1.6: 3.2 in (81.4 mm) I3 1.5: 3.54 in (90 mm) I3 1.0: 3.2 in (82 mm)
Block material	V6 2.7: Compacted graphite iron I3 1.0: Cast iron All others: Aluminum
Head material	Aluminum
Valvetrain	DOHC with Direct Acting Mechanical Buckets (DAMB) Variable camshaft timing
Compression ratio	V6 3.5: 10.0:1(10.5:1 MY2017) I4 2.3: 9.5:1 I4 2.0: 10.0:1 I4 1.6: 10.0:1 I3 1.5: 9.7:1
Combustion
Turbocharger	V6: Dual Borg Warner K03 low inertia integrated turbo system I4 2.3: Honeywell Garrett Twin scroll MGT2260SZ (Mustang Ecoboost) I4 2.0: Borg Warner K03 low inertia integrated turbo system I4 1.6: Borg Warner KP39 low inertia turbo I3 1.5: Continental RAAX low-inertia turbocharger
Management	V6: Bosch [3] I4 2.0: Bosch MED17 with CAN-Bus and individual knock control I4 1.6: Bosch MED17 with CAN-Bus and individual cylinder knock control I3 1.5: Bosch MG1CS016 with CAN-Bus and individual cylinder knock control. FGEC software
Fuel type	Gasoline direct injection
Dimensions
Dry weight	V6 3.5: 449 lbs (203 kg) V6 2.7: 440 lbs (200 kg) I4 2.0: 328 lbs(149 kg) I4 1.6: 251 lbs (114 kg) I3 1.0: 213 lbs (97 kg)[4]
Chronology
Predecessor	Ford Duratec, Mazda MZI 35, Mazda GY

EcoBoost is a series of turbocharged, direct-injection gasoline engines produced by Ford and originally co-developed by FEV Inc. EcoBoost engines are designed to deliver power and torque consistent with those of larger-displacement (cylinder volume), naturally aspirated engines, while achieving about 30% better fuel efficiency and 15% fewer greenhouse emissions, according to Ford. The manufacturer sees the EcoBoost technology as less costly and more versatile than further developing or expanding the use of hybrid and diesel engine technologies. EcoBoost engines are broadly available across the Ford vehicle lineup.^[5]

Global production [edit]

EcoBoost gasoline direct-injection turbocharged engine technology adds 128 patents and patent applications to Ford's 4,618 active and thousands of pending US patents.^[6] Some of the costs of US development and production were assisted by the $5.9 billion Advanced Technology Vehicles Manufacturing Loan Program by the Department of Energy.^[7]

The V6 EcoBoost engines are being assembled at Cleveland Engine Plant No. 1 in Brook Park, Ohio.^[8] The 2.0-liter I4 EcoBoost engines were produced at the Ford Valencia Plant in Spain in 2009.^[9] The 1.6-liter I4 EcoBoost engines will be made at the Ford Bridgend Engine Plant in the United Kingdom.^[9] The smaller 1000cc-displacement 3 cylinder EcoBoost engine is produced both at Ford Germany in Cologne and at Ford Romania in Craiova.^[9]

By 2012, the company plans to produce 750,000 EcoBoost units annually in the US and 1.3 million globally in the world market. Ford expected over 90% of its global vehicle lineup (includes North America) to offer EcoBoost engine technology by 2013.^{[9] [10]} From the engine's beginning to November 2012, 500,000 Ford EcoBoost vehicles have been sold.^[11]

During Ford's ownership of Volvo (until 2010), it used the term PTDi (petrol turbocharged direct injection) for the 1.6 L I4 engine when introducing Volvo S60 concept^[12] and for the 2.0 L I4 engine when introducing Volvo XC60.^[13]

Safety issues [edit]

Ford has had to refund hundreds of customers worldwide because Ford EcoBoost engines in their vehicles have overheated and, in some cases, caused engine fires.^[14] In 2015, a South African man died after becoming trapped in his Ford Kuga after its 1.6-litre EcoBoost engine burst into flames.^[15] In 2017, Ford South Africa recalled all Kugas in the country for engine checks.^[16] In 2020 a class action was launched in the USA alleging that Ford EcoBoost engines have an inherent defect that makes them dangerous.^[17]

Engine family list [edit]

Name	Family	Displacement	Year	Features
EcoBoost 1.0	Fox	999 cc (61.0 cu in)	2012–present	DOHC I3
Ti-VCT 1.1	Fox	1,084 cc (66.1 cu in)	2017–present	DOHC I3
EcoBoost 1.5	Dragon	1,497 cc (91.4 cu in)	2018–present	DOHC I3
EcoBoost 1.5	Ford Sigma engine	1,500 cc (92 cu in)	2014–present	DOHC I4
EcoBoost 1.6	Ford Sigma engine	1,596 cc (97.4 cu in)	2010–present	DOHC I4
EcoBoost 2.0	Mazda L engine	1,999 cc (122.0 cu in)	2010–2014	DOHC I4
EcoBoost 2.0 twin scroll	Clean-sheet engine block[18]	1,999 cc (122.0 cu in)	2015–present	DOHC I4
EcoBoost 2.3	Clean-sheet engine block	2,261 cc (138.0 cu in)	2015–present	DOHC I4
EcoBoost 2.7	Nano	2,694 cc (164.4 cu in)	2015–present	DOHC V6
EcoBoost 3.0	Nano	2,967 cc (181.1 cu in)	2016–present	DOHC V6
EcoBoost 3.5	Cyclone	3,496 cc (213.3 cu in)	2010–present	DOHC V6

Inline three-cylinder [edit]

1.0 L Fox [edit]

• 

Ford produces a 1.0 L turbocharged in-line three-cylinder engine for the EcoBoost family developed at Ford's Dunton Technical Centre in the UK. Production started in April 2012. The 1.0 is built initially in two versions: 74 kW (101 PS; 99 hp) and 88 to 92 kW (120 to 125 PS; 118 to 123 hp).

The more powerful version delivers a maximum of 170 N⋅m (130 lbf⋅ft) from 1,400 to 4,500 rpm and 200 N⋅m (150 lbf⋅ft) on overboost, which makes for a broad torque curve when compared to a naturally aspirated gasoline engine. A 140 PS (100 kW; 140 hp) version has also been released in the Fiesta Red Edition and Black Edition, as well as the Focus ST-Line, with 210 N⋅m (155 lb⋅ft) of torque. The engine block is cast iron, which offers, in addition to the required strength, up to 50% faster warm-up than aluminum, at the expense of additional weight.^{[19] [20]}

To quell the natural vibrations of a three-cylinder design, unspecified efforts have been made in the flywheel design to ensure satisfactorily smooth running without the use of energy sapping balance shafts. The 1.0L EcoBoost GTDI engine uses an oil-bathed timing belt.^[21]

The engine is packaged in an engine block with a footprint the size of an A4 sheet of paper.^[22] With the introduction of the face-lifted 2013 Ford Fiesta, Ford introduced a naturally aspirated version of 1.0 Fox engine. The two versions produce 65 hp and 80 hp, and both engines use direct injection and Ti-VCT like the turbocharged versions. Start-stop technology is also available.

The engines are produced in Cologne (Germany), Craiova (Romania) and Chongqing (China). Production is expected to be 700,000–1,500,000 units per year. The engine is available in Ford Focus, the Ford Focus-based C-MAX and Grand C-MAX, Ford Fiesta, the Fiesta-based B-Max, and Transit Courier.^[23] This version is also available in the second-generation Ford Ecosport manufactured and sold in Brazil, India, Thailand, and Russia, although in some markets, this vehicle comes with the 2.0 L EcoBoost engine.

The 1.0 L EcoBoost engine was introduced to the American market with the 2014 Ford Fiesta sedan and hatchback. It was announced at the 2012 Los Angeles Auto Show, when the Fiesta was introduced. The 123-hp version debuted in the North American market Focus in the 2015 model year. The engine accounted for less than 5 percent of Fiesta and Focus sales in the U.S., according to a 2017 report.^[24] The 1.0 L engine was awarded the International Engine of Year Award 2016, making it the Best Engine Under 1.0 L for the fifth time in a row.^[25] After the discontinuation of the Focus and Fiesta in North America, the 1.0 L is only available there in the EcoSport.

In 2017 Ford was again awarded International Engine of Year (for Engines Under 1.0 L) with an almost completely reconfigured version of the Ecoboost 1.0. Although thermodynamically similar to the old Ecoboost 1.0, the new engine features cylinder deactivation under low-load conditions. A new dual-mass flywheel and a vibration-damping clutch disc (in manual-transmission vehicles) help neutralise engine oscillations when running on two cylinders.^[26] Production started in 2018.

In 2019, Ford launched an mHEV version of the 1.0 EcoBoost engine first fitted to the Puma SUV, which uses a belt-driven integrated starter/generator-motor (BiSG); which is in essence a starter motor, alternator, and propulsion motor in one. Fundamentally, the engine is identical to the 2018–present 1.0 EcoBoost, but features the electric starter/generator. The motor itself is not used to propel the vehicle on its own, and is mainly used to increase efficiency by reducing engine load, provide extra power during acceleration, and to reduce the perceived 'turbo-lag' at certain engine speeds while accelerating. The starter/generator makes use of a 48-volt battery system in the car, although vehicles fitted with these engines are not plug-in hybrids or full hybrids. Further developments introduced include a more comprehensive 'start-stop' functionality, which was previously available but did not cut the engine off until the vehicle was completely stopped. The new engines can turn off while the car decelerates, at a maximum speed of about 15 mph. The new, electrified engines are only available with a manual transmission and are available in either 125 bhp or 154 bhp outputs.

Applications [edit]

85 PS (63 kW; 84 hp)

• 2018–2019 Ford Focus

100 PS (74 kW; 99 hp)

• 2012–present Ford Focus
• 2012–present Ford C-Max
• 2012–present Ford B-Max
• 2013–present Ford Fiesta
• 2013–present Ford Ecosport

125 PS (92 kW; 123 hp)

• 2012–present Ford Focus
• 2012–present Ford C-Max
• 2012–present Ford B-Max
• 2013–present Ford Fiesta
• 2013–present Ford EcoSport
• 2013–present Ford Mondeo
• 2014–present Ford Transit Courier

140 PS (100 kW; 140 hp)

• 2014–present Ford Fiesta
• 2014–2018 Ford Focus

155 PS (114 kW; 153 hp) (EcoBoost Hybrid (MHEV)) & 125 PS (92 kW; 123 hp) (EcoBoost Hybrid (MHEV))

• 2019–present Ford Puma mHEV
• 2020–present Ford Fiesta mHEV
• 2020–present Ford Focus mHEV

1.1 L Duratec Ti-VCT [edit]

Applications [edit]

70 PS (51 kW; 69 hp)

• 2017–present Ford Fiesta 1.1 Ti-VCT (70)

85 PS (63 kW; 84 hp)

• 2017–present Ford Fiesta 1.1 Ti-VCT (85)

1.5 L Dragon [edit]

On 24 February 2017, as part of the unveiling of the seventh generation (Mk8 - UK) derived Fiesta ST, Ford announced an all-new aluminum inline 3-cylinder 1.5 L EcoBoost engine with cylinder deactivation technology.^[27] The version of this engine announced for the Fiesta ST produces 200 PS (150 kW; 200 hp) at 6,000 rpm and delivers 290 N⋅m (210 lbf⋅ft) of torque from 1,600 to 4,000 rpm.^[28]

The engine is based on an expansion of the 1.0 EcoBoost, taking the capacity per cylinder up to 500cc which Ford consider is likely to be the maximum for optimum thermal efficiency.^[29] The engine is an all-aluminum design with integrated exhaust manifold, low inertia mixed flow turbocharger and combines both port fuel injection and direct fuel injection.

The engine will be available with cylinder deactivation technology, implemented by stopping fuel delivery and valve operation for one of the engine's cylinders in conditions where full capacity is not needed.

Applications [edit]

150 PS (110 kW; 150 hp)

• 2018–present Ford Focus

182 PS (134 kW; 180 hp)

• 2018–present Ford Focus
• 2020–present Ford Escape
• 2021 - Ford Bronco Sport (181 hp)

200 PS (150 kW; 200 hp)

• 2018–present Ford Fiesta ST
• 2021–present Ford Puma ST

Inline four-cylinder [edit]

Four versions of EcoBoost I4 engines are in production. A 1.5 L downsized version of the 1.6 L, the 1.6 L which replaces larger-displacement, naturally aspirated I4 engines in Ford vehicles, a 2.0 L which replaces small-displacement, naturally aspirated V6 engines, and a 2.3 L used in high-performance applications. All four engines are turbocharged and direct injected. The production engine family was officially announced at the 2009 Frankfurt Motor Show.^[30]

1.5 L [edit]

A 1.5 L version of the EcoBoost engine family was first unveiled in the 2014 Ford Fusion as a downsized version of the 1.6 L EcoBoost engine.^[31] The downsized displacement is a result of Chinese vehicle tax regulations which tax vehicles with engine displacements of 1.5 L or less at lower rates. The 1.5 L EcoBoost adds new technology compared to the 1.6 L on which it is based, including an integrated exhaust manifold and a computer-controlled water pump clutch to decrease warm up time. In the 2015 Fusion, the engine produces 181 hp (135 kW; 184 PS) and 185 lb ft .

Applications [edit]

184 PS (135 kW; 181 hp)

• 2014 - 2020 Ford Fusion
• 2015 - Ford Focus

181 PS (133 kW; 179 hp)

• 2017–2019 Ford Escape

162 PS (119 kW; 160 hp)

• 2017–2019 Landwind X7

160 PS (118 kW; 158 hp)

• 2015 - Ford Mondeo

150 PS (110 kW; 148 hp)

• 2015 - Ford Focus
• 2015 - Ford C-Max

1.6 L [edit]

• 

• 

• 

The 1.6-litre version was first unveiled in the 2009 Lincoln C concept. The engine is rated at 197 hp (147 kW; 200 PS) and 207 lb⋅ft (280.7 N⋅m).^[32] This was also installed in many Volvos during the years of Ford's ownership of that company; Volvo badged the engine B4164T# (with # being different number for different iterations).

The European market version of the 1.6 L provides 150 hp (112 kW; 152 PS), although a 160 hp (119 kW; 162 PS) version is used in the Ford Mondeo.

The 1.6 L EcoBoost engine is raced in the British Formula Ford Championship. The units have replaced the original N/A 1.6 L Duratec units, which in turn replaced the 1.8 L Zetec-engined cars. The engine has also been used for the past few seasons in the WRC in the Ford Fiesta.

The 1.6 L EcoBoost engine is also produced at the Ford Bridgend Engine Plant in Bridgend, Wales.

Safety and recalls [edit]

In 2013, Ford has recalled certain Ford Escapes equipped with this engine due to the potential for them to catch fire after overheating.^[33]

In 2017, Ford recalled over 360,000 Ford Escape, Ford Fiesta ST, Ford Fusion, Ford Transit Connect, Ford Focus and C-Max hybrid with 1.6 ecoboost engines because of a risk of engine fires caused by a "lack of coolant circulation". There were 29 fires in the U.S. and Canada reported to Ford. The recall partly contributed to a charge of US$300 million by Ford.^{[34] [35]}

Specifications [edit]

Type-turbocharged, direct gasoline-injected inline four-cylinder engine with twin independent variable-camshaft timing
Displacement-1,596 cc (1.6 L; 97 cu in)

More details

Type Turbocharged, direct gasoline-injected inline four-cylinder engine with twin independent variable-camshaft timing Displacement 1,596 cc (1.6 L; 97 cu in) Bore 79.0 mm (3.1 in) Stroke 81.4 mm (3.20 in) Compression ratio 10.0:1 Valve gear DOHC with four valves per cylinder, twin independent variable-cam timing Cylinder head Cast aluminium Cylinder block Cast aluminium Camshaft drive Timing belt with dynamic tensioner Crankshaft Cast iron, four counterweights, five main bearings Engine management Bosch MED17 with CAN-Bus and individual cylinder knock control Fuel injection High-pressure direct fuel injection with six-hole injectors Emission control Close-coupled three-way catalyst system with heated oxygen sensors and catalyst monitor sensors after catalyst Emission level Euro Stage 5 Turbocharger Borg Warner KP39 low-inertia turbo Lubrication system Pressure-fed lubrication system with variable-displacement pump and full-flow oil filter System capacity with filter 4.1 L (4.3 US qt)

Applications [edit]

120 PS (88 kW; 118 hp)

• 2013— Volvo V40

150 PS (110 kW; 148 hp)

• 2010— Ford C-MAX
• 2010— Ford Focus
• 2010—2018 Volvo S60
• 2010—2018 Volvo V60
• 2012— Volvo V40

160 PS (118 kW; 158 hp)

• 2011— Ford Mondeo
• 2011— Ford S-Max
• 2011— Ford Galaxy

180 PS (132 kW; 178 hp)

• 2010 — Ford Focus
• 2013—2016 Ford Escape
• 2014—2016 Ford Transit Connect

185 PS (136 kW; 182 hp)

• 2010— Ford C-MAX
• 2010—2018 Volvo S60
• 2010—2018 Volvo V60
• 2011— Ford Focus
• 2011—2016 Volvo V70
• 2011—2016 Volvo S80
• 2012— Volvo V40
• 2013— Ford Fiesta ST (all)
• 2013−2014 Ford Fusion

200 PS (147 kW; 197 hp)

• 2016—2017 Ford Fiesta ST200

Rally Car engine

• Ford Fiesta R5
• Ford Fiesta Rally2
• Ford Fiesta RS WRC
• Ford Fiesta WRC

2.0 L (2010–2015) [edit]

• 

  2.0L EcoBoost demo engine and the 2011 NAIAS

• 

  2.0L EcoBoost demo engine at the 2011 NAIAS. Note the exhaust manifold, not present on production North American engines

• 

  Another angle of the 2011 NAIAS demo engine, again showing the Euro-spec exhaust manifold

A 2.0 L version was first seen in the 2008 Ford Explorer America concept.^[36] The engine was rated at 275 hp (205 kW; 279 PS) and 280 lb⋅ft (380 N⋅m).

It is the first EcoBoost engine to include twin independent variable cam timing (Ti-VCT), with advertised 10–20% better fuel economy while maintaining the performance of 3.0 L V6s.^{[37] [38]}

This engine is derived from the 2.0 L Mazda L engine block used by Ford in the North American Focus MK3, but equipped with unique heads, fuel injection system, and Ford's Ti-VCT. It should not be confused with the Mazda 2.3 DISI Turbo, which also features direct injection along with turbocharging, but shares little else aside from the same engine block.

The 2.0 L EcoBoost engine used in North American vehicles is now produced at the Cleveland Engine Plant in Brook Park, Ohio.

Specifications [edit]

Type- turbocharged, direct gasoline-injected inline four-cylinder engine with Ti-VCT
Displacement-1,999 cc (2 L; 122 cu in)

More details

Type Turbocharged, direct gasoline-injected inline four-cylinder engine with Ti-VCT Displacement 1,999 cc (2 L; 122 cu in) Bore 87.5 mm (3.4 in) Stroke 83.1 mm (3.3 in) Compression ratio 9.3:1 Valve gear DOHC with four valves per cylinder, Ti-VCT Cylinder head DOHC Gravity die-cast aluminum alloy with sintered valve guides and seats Cylinder block High-pressure die-cast aluminum alloy with bed plate Camshaft drive Single chain Crankshaft Cast iron with 47 mm diameter crankpins, eight counterweights, five 52 mm diameter main bearings and damped front pulley Engine management Bosch MED17 with CAN-Bus and individual knock control Fuel injection High-pressure fuel direct injection with 7-hole injectors Emission control Close-coupled three-way catalyst system with heated oxygen sensors and catalyst monitor sensors after catalyst Emission level Euro Stage 5 Turbocharger Borg Warner K03 low-inertia integrated turbo system Lubrication system Wet-Sump System capacity with filter 5.7Qt

Applications [edit]

Although not listed some 2.0 EcoBoost engines have a different block design including alternate weaker deck design and cooling ports missing. When installed in Volvos, these engines are called B4204T6 and T7.

It should also be noted that North American-spec and European-spec engines have different cylinder heads: North American market vehicles use a cylinder head with an integrated exhaust manifold, while European-spec vehicles use a cylinder head with individual exhaust ports and a conventional exhaust manifold.

• 203 PS (149 kW; 200 hp) at 5500 rpm, 221 lb⋅ft (300 N⋅m) at 1750-4500 rpm^[39]
  • 2010– Ford S-MAX
  • 2010– Ford Galaxy
  • 2010– Ford Mondeo
  • 2010–2011 Volvo S60 2.0T
  • 2010–2011 Volvo V60 2.0T
  • 2010–2011 Volvo V70 2.0T
• 243 PS (179 kW; 240 hp) at 5500 rpm, 270 lb⋅ft (366 N⋅m) at 1900–3500 rpm^[40] (Note: Torque figures are not uniform for all of the following vehicles)
  • 2010– Ford Mondeo^[41]
  • 2010–2013 Volvo S60 T5
  • 2010–2013 Volvo V60 T5
  • 2012–2017 Volvo XC60 T5
  • 2011–2015 Ford Explorer
  • 2011–2014 Ford Edge
  • 2011– 2017 Range Rover Evoque^[42]
  • 2011– Ford S-MAX
  • 2012–2016 Ford Falcon^[43]
  • 2013–2015 Ford Escape / Ford Kuga
  • 2013–2015 Land Rover Freelander 2
  • 2013–2016 Ford Fusion
  • 2013–2017 Ford Taurus^{[44] [45] [46]}
  • 2013–2015 Lincoln MKZ
  • 2015–2017 Land Rover Discovery Sport
  • 2015–2018 Lincoln MKC
• 255 PS (188 kW; 252 hp) at 5500 rpm, 270 lb⋅ft (366 N⋅m) at 2000–4500 rpm^[47]
  • 2012–2018 Ford Focus ST
• 290 PS (213 kW; 286 hp) at 5500 rpm, 310 lb⋅ft (420 N⋅m) at 1900–3500
  • 2008–2017 VUHL 05
• 305 PS (224 kW; 301 hp) at 5500 rpm, 270 lb⋅ft (366 N·m) at 2500 rpm, Ford-RPE (Radical Performance Engines)
  • 2011– Radical SR3 SL^[48]

2.0 L "Twin-scroll" (2015–) [edit]

This section needs expansion. You can help by adding to it. (June 2014)

A redesigned 2.0 L EcoBoost four-cylinder was introduced with the second-generation Ford Edge, followed by the 2017 Ford Escape in spring 2016.^[49] It features a higher compression ratio than its predecessor (10.1:1 vs 9.3:1) along with twin-scroll turbocharger and fuel and oil systems upgrades.^[50] This new engine will deliver more low-end torque than its predecessor and all-wheel drive will be available in this configuration. It is also expected to tow 3,500 lb (1,600 kg) in the redesigned Edge and 2017 Escape.

Applications [edit]

• Approx. 245 hp (183 kW; 248 PS), 275 lb⋅ft (373 N⋅m)
  • 2015–2018 Ford Edge
  • 2015– Ford Everest
  • 2015– Zenos E10 S^[51]
  • 2016– Ford Tourneo
  • 2016– Ford Escape / Ford Kuga
  • 2017–2020 Ford Fusion
  • 2021– Ford Bronco Sport
  • 2016– Lincoln MKZ
  • 2019 Lincoln MKC
• 250 hp (186 kW; 253 PS), 280 lb⋅ft (380 N⋅m)
  • 2019– Ford Edge
  • 2019– Lincoln Nautilus^[52]
  • 2020– Lincoln Corsair
  • 2022– Ford Maverick

2.3 L [edit]

The 2.3L version of the EcoBoost engine debuted in the 2015 Ford Mustang and also the Lincoln MKC crossover and has been implemented in many Ford and Lincoln vehicles with various outputs.

The 2.3 L EcoBoost engine is produced with the 2.0 L EcoBoost at the Valencia Engine Plant in Valencia, Spain. In March 2015 Ford announced the official production start of the all-new twin-scroll 2.0-liter and 2.3-liter EcoBoost engines for North America at its Cleveland Engine Plant in Ohio.^[53]

Applications [edit]

• 269 hp (201 kW; 273 PS) at 5500 rpm, 310 lb⋅ft (420 N⋅m) at 3000 rpm
  • 2019– Ford Ranger
  • 2020– Ford Everest^[54]
• 280 hp (209 kW; 284 PS) at 5600 rpm, 310 lb⋅ft (420 N⋅m) at 3000 rpm
  • 2016–2019 Ford Explorer
• 285–295 hp (213–220 kW; 289–299 PS) at 5500 rpm, 305–310 lb⋅ft (414–420 N⋅m) at 2750 rpm
  • 2015–2019 Lincoln MKC
  • 2020– Lincoln Corsair
• 300 hp (224 kW; 304 PS) at 5500 rpm, 310 lb⋅ft (420 N⋅m) at 3500 rpm
  • 2020– Ford Explorer
  • 2021– Ford Bronco (300-hp, 325-lbft)
• 310 hp (231 kW; 314 PS) at 5500 rpm, 320–350 lb⋅ft (434–475 N⋅m) at 3000 rpm
  • 2015– Ford Mustang EcoBoost
• 345 hp (257 kW; 350 PS) at 6000 rpm, 350 lb⋅ft (475 N⋅m) at 3200 rpm
  • 2016–2018 Ford Focus RS^{[55] [56] [57]}
  • 2016- Zenos E10 R^[58]
  • 2017- Elemental RP1^[59]
• 325–405 hp (242–302 kW; 330–411 PS) at 6000 rpm, 317–369 lb⋅ft (430–500 N⋅m) at 3200 rpm
  • 2016– VUHL 05 RR^{[60] [61] [62]}
• 395 hp (295 kW; 400 PS) at 6200 rpm, 369 lb⋅ft (500 N⋅m) at 3000-3500 rpm
  • 2017- Dallara Stradale^[63]
• 276 hp (206 kW; 280 PS) at 5500 rpm, 310 lb⋅ft (420 N⋅m) at 3000–4000 rpm
  • 2019– Ford Focus ST (2020)

V-type six-cylinder [edit]

2.7 L Nano (first generation) [edit]

Introduced with the 2015 Ford F-150 is a twin-turbo 2.7 L V6 EcoBoost engine. It delivers 325 hp (242 kW) and 375 lb⋅ft (508 N⋅m).^[64] The engine is built at the Lima Ford Engine Plant.^[65] Ford has invested US$500 million in the Lima plant for the new engine. Ford also states that the new engine will bring 300 jobs to Allen County, Ohio,^[66] but transfers from other plants make the actual number hard to pin down. A 335-hp version is to be an option on the 2017 Lincoln Continental. Being a next-generation design, it uses a two piece block design. Compacted graphite iron, a material Ford uses in its 6.7 L PowerStroke diesel engine, is used for the upper cylinder section with aluminum used for the lower stiffening section of the block.^[67]

Applications [edit]

• 325 hp (242 kW) at 5750 rpm, 375 lb⋅ft (508 N⋅m) at 3000 rpm
  • 2015–2017 Ford F-150
• 335 hp (250 kW) at 5500 rpm, 380 lb⋅ft (515 N⋅m) at 3000 rpm^[68]
  • 2016–2018 Lincoln MKX
  • 2017–2020 Lincoln Continental
• 335 hp (250 kW) at 5500 rpm, 380 lb⋅ft (515 N⋅m) at 3250 rpm
  • 2019– Lincoln Nautilus
• 315 hp (235 kW) at 4750 rpm, 350 lb⋅ft (475 N⋅m) at 2750 rpm
  • 2015–2018 Ford Edge Sport
• 335 hp (250 kW) at 5000 rpm, 380 lb⋅ft (515 N⋅m) at 3000 rpm^[69]
  • 2019– Ford Edge ST
• 325 hp (242 kW) at 5500 rpm, 380 lb⋅ft (515 N⋅m) at 3500 rpm
  • 2017–2019 Ford Fusion Sport

2.7 L Nano (second generation) [edit]

The second generation 2.7L EcoBoost V6 is being introduced with the 2018 Ford F-150 and is mated to a 10-speed transmission that debuted the year prior. It produces an additional 25 lb⋅ft (34 N⋅m) of torque over the first generation. The engine uses a compacted-graphite iron (CGI) block, which is both high strength and lightweight.

It boasts a number of changes from the first generation, with many carrying over from the second generation 3.5L EcoBoost engine that arrived a year earlier in the F-150. The most prominent change being the addition of port fuel injection, while keeping the direct injection system. It also has reduced internal friction to improve power and fuel economy, and new exhaust gas recirculation system.^[70] The specific output of the engine is now 121 hp/L, versus the 395-hp Ford Coyote 5.0L naturally aspirated V-8 which has a specific output of only 78 hp/L. The peak torque matches the 5.0L V-8, albeit at a lower 2,750 rpm vs. 4,500 rpm for the V-8.

Additional changes include a new lightweight cam to save weight, dual-chain cam drive system that is stronger and reduces parasitic friction loss, a new electrically actuated wastegate that provides more accurate turbo boost control, a high-pressure exhaust gas recirculation system, and a variable-displacement oil pump that is electronically controlled to modulate oil flow to further reduce parasitic losses. ^[71]

Applications [edit]

• 325 hp (242 kW) at 5000 rpm, 400 lb⋅ft (542 N⋅m) at 2750 rpm
  • 2018– Ford F-150
• 310 hp (231 kW) and 400 lb⋅ft (542 N⋅m)
  • 2021– Ford Bronco

3.0 L Nano [edit]

A 3 L V6 twin-turbocharged gasoline direct-injection engine, derived from the 2.7 L EcoBoost, was released in 2016 that produces between 350 and 400 horsepower. Currently, the 3.0 L is mostly exclusive to the Lincoln line-up to include the MKZ (which replaces the 3.7 L Ti-VCT Cyclone V6 engine the previous year), the Continental, and the upcoming 2020 Aviator and Ford Explorer. The engine offers Dynamic Torque Vectoring with available AWD in selected models. The 3.0-liter version of the engine was created by increasing the 2.7-liter's cylinder bore in the CGI-block from 83.0 millimeters to 85.3, and by lengthening piston stroke by 3.0 millimeters (to 86.0).^[72]

Applications [edit]

• 350 hp (261 kW) at 5500 rpm, 400 lb⋅ft (542 N⋅m) at 2750 rpm (Front-wheel drive only)
  • 2017– 2020 Lincoln MKZ
• 400 hp (298 kW) at 5750 rpm, 400 lb⋅ft (542 N⋅m) at 2750 rpm (All-wheel drive only)
  • 2017– 2020 Lincoln Continental
  • 2017– 2020 Lincoln MKZ
• 365 hp (272 kW) at 5500 rpm, 380 lb⋅ft (515 N⋅m) at 3500 rpm
  • 2020 Ford Explorer Platinum
• 400 hp (298 kW) at 5500 rpm, 415 lb⋅ft (563 N⋅m) at 3500 rpm
  • 2020– Ford Explorer ST
  • 2020– Lincoln Aviator
• 494 hp (368 kW) total, with added electric engines at 5500 rpm, 630 lb⋅ft (854 N⋅m)total, with added electric engines at 3000 rpm
  • 2020– Lincoln Aviator plug-in Hybrid

3.5 L (first generation) [edit]

The first Ford vehicle to feature this engine was the 2007 Lincoln MKR concept vehicle under the name TwinForce.^[73] The engine was designed to deliver power and torque output equivalent to a typical 6.0 L or larger-displacement V8 while achieving at least 15% better fuel efficiency and reduced greenhouse emissions. In the MKR, the concept TwinForce engine was rated at 415 hp (309 kW) and 400 lb⋅ft (542 N⋅m) of torque, as well as run on E85 fuel.^[74] When the same prototype engine reappeared in the Lincoln MKT concept in 2008 North American International Auto Show, the name was changed to EcoBoost. Official EcoBoost production began on May 19, 2009 at Cleveland Engine Plant No. 1.

The production engines use the Duratec 35 V6 engine block. The fuel charging and delivery systems can attain high fuel pressures up to 2150 psi, necessary for efficient operation of the direct fuel injection system. The F-series EcoBoost 3.5L V6 uses two BorgWarner K03 turbochargers which can spin up to 170,000 rpm and provide up to 15 psi of boost. The transverse EcoBoost 3.5L V6 uses two Garrett GT1549L turbochargers and provides up to 11 psi of boost. The turbos are set up in a twin-turbo configuration. The engine can consume up to 25% more air over the naturally aspirated counterpart. Through the use of direct injection, the engine needs only regular-grade gasoline to run. The EcoBoost V6 was first available as an engine option for 2010 Lincoln MKS, followed by 2010 Ford Flex, 2010 Ford Taurus SHO, and 2010 Lincoln MKT.^[75] The fuel-charging and -delivery systems were co-developed with Robert Bosch GmbH.^[76]

In 2009, Ford modified an experimental 3.5 L V6 EcoBoost engine with both E85 direct injection and gasoline indirect fuel injection, which achieved a brake mean effective pressure of 395 psi (27 bar), which translates to roughly 553 pound-feet (750 N⋅m) of torque and 316 horsepower (236 kW) at 3000 rpm (flat torque curve from 1500–3000 rpm).^[77]

Applications [edit]

• 310 hp (231 kW) at 5500 rpm, 400 lb⋅ft (542 N⋅m) at 2250 rpm
  • 2015– Ford Transit
• 355 hp (265 kW) at 5700 rpm, 350 lb⋅ft (475 N⋅m) at 3500 rpm
  • 2010–2012 Ford Flex
  • 2010–2012 Lincoln MKS
  • 2010–2012 Lincoln MKT
• 365 hp (272 kW) at 5500 rpm, 350 lb⋅ft (475 N⋅m) at 1500-5000 rpm
  • 2010–2019 Ford Taurus SHO^[78]
  • 2013–2019 Police Interceptor Sedan
  • 2013–2016 Lincoln MKS^[79]
  • 2013–2019 Lincoln MKT^[80]
• 365 hp (272 kW) at 5500 rpm, 350 lb⋅ft (475 N⋅m) at 3500 rpm
  • 2013–2019 Ford Explorer Sport^[81]
  • 2016–2019 Ford Explorer Platinum
  • 2013–2019 Ford Flex^[82]
  • 2014–2019 Ford Police Interceptor Utility
• 365 hp (272 kW) at 5000 rpm, 420 lb⋅ft (569 N⋅m) at 2500 rpm
  • 2011–2016 Ford F-150^{[83] [84] [85]}
• 365 hp (272 kW) at 5000 rpm, 420 lb⋅ft (569 N⋅m) at 2250 rpm
  • 2015–2017 Ford Expedition/Expedition EL
• 380 hp (283 kW) at 5250 rpm, 460 lb⋅ft (624 N⋅m) at 2750 rpm
  • 2015–2017 Lincoln Navigator/Navigator L

• 

• 

• 

• 

• 

3.5 L (D35; second generation) [edit]

The second generation 3.5L EcoBoost V6 (codename D35) was introduced for the 2017 Ford GT, revealed at the 2015 Detroit Auto Show in January, as well as the 2017 F-150, 2018 Expedition and 2018 Navigator.^[86] It produces up to 647 hp (482 kW) ^[87] paired with a seven-speed semiautomatic transmission. This engine replaces the 5.4 L supercharged modular V8 from the last generation Ford GT. The GT was on an 11-year hiatus and returned in 2016 for the 2017 model year.

Also announced at the 2015 Detroit Auto Show was the 2017 Ford F-150 SVT Raptor, which is powered by an all-new 3.5 L twin-turbocharged EcoBoost V6.^[88] This new engine will produce 450 horsepower in the Raptor, up from the previous 6.2-L V8's 411.

The same second-generation 3.5L V6 is replacing the first-generation engine in the 2017 F-150 line-up. It will be standard on the F-150 Limited and remain an optional upgrade for other trim levels. Paired with the second-generation 3.5L EcoBoost V6 is the new 10R80 10-speed automatic transmission that was co-designed with GM. This new transmission will be outfitted on all second-generation 3.5L V6 EcoBoost F-150s. The 10-speed will be exclusive to the 3.5L EcoBoost engine in F-150s for the 2017 model year.

Changes from previous generation [edit]

The most prominent change is the addition of port fuel injection, while keeping the direct injectors. The port fuel injection was partly added due to the fuel output needs on the 3.5L HO Raptor engine, but also has several benefits for the 3.5L EcoBoost. It will prevent buildup on the intake valves and keep them clean due to fuel passing over the valves. Under certain engine conditions such as low rpm and low loads the high-pressure fuel pump and direct injection system will turn off and the engine will only use the port fuel injection, reducing efficiency losses due to the HPFP. Both systems will operate at cold start, which will reduce emissions that direct injection suffers due to cold cylinder walls and lower fuel atomization.

Turbocharger changes include electronically actuated wastegates, turbine wheels now made with lighter Mar-M-247 super-alloy increasing responsiveness, and the same 51 mm turbine wheels but with sharper vane angles allowing between 2.5 psi (0.17 bar) and 16 psi (1.1 bar) higher boost. The turbochargers continue to be supplied by Borg Warner.

The cam drive system changed from a single primary chain to a stronger two primary chain system with separate chains driving each cylinder bank. In addition to dual primary chains, the side plates on the chains were also thickened. The cam chain drive sprocket on the crankshaft is a double gear arrangement to drive the two primary chains. These two changes were done to improve the harmonics, and are also stronger to help minimize the chain stretch that can occur over time on the 1st generation 3.5L EcoBoost.

The camshafts were made hollow for weight savings, along with the addition of a roller-finger follower valvetrain. The compression ratio was increased from 10.0:1 to 10.5:1 (except on the 3.5L EcoBoost HO for the Raptor, which remains at 10.0:1).

The camshaft VCT (phaser) design was also changed to improve reliability and reduce the development of a tapping noise over time.

Ford uses a single piston cooling jet per cylinder, but the oil volume was increased. The underside of the pistons were also redesigned to better transfer heat into the oil.

The engine also features auto start/stop, which decreases emissions during city driving by shutting the engine off in extended idling periods.

The engines are also 4 lb (1.8 kg) lighter than the previous 3.5L EcoBoost. ^[89]

Applications [edit]

• 375 hp (280 kW) at 5000 rpm, 470 lb⋅ft (637 N⋅m) at 2250-3500 rpm
  • 2017–2020 Ford F-150
  • 2018– Ford Expedition
• 400 hp (298 kW) at 5000 rpm, 480 lb⋅ft (651 N⋅m) at 3250 rpm
  • 2018– Ford Expedition Platinum Series
• 400 hp (298 kW) at 6000 rpm, 500 lb⋅ft (678 N⋅m) at 3100 rpm
  • 2021– Ford F-150
• 430 hp (321 kW) at 6000 rpm, 570 lb⋅ft (773 N⋅m) at 3000 rpm
  • 2021– Ford F-150 PowerBoost Hybrid
• 450 hp (336 kW) at 5000 rpm, 510 lb⋅ft (691 N⋅m) at 3500 rpm
  • 2017– Ford F-150 Raptor
  • 2019–2020 Ford F-150 Limited
  • 2018– Lincoln Navigator
• 647 hp (482 kW) at 6250 rpm, 550 lb⋅ft (746 N⋅m) at 5900 rpm
  • 2017–2019 Ford GT
• 660 hp (492 kW) at 6250 rpm, 550 lb⋅ft (746 N⋅m) at 5900 rpm
  • 2020– Ford GT^[90]

See also [edit]

• Ford Duratec engine
• List of Ford engines
• Ford PowerShift transmission

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2014 Ford Escape 2.0 Ecoboost 0 60

Source: https://en.wikipedia.org/wiki/Ford_EcoBoost_engine

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Cruiser Bikes With Best Mileage

Cruiser Bikes With Best Mileage

Motorcycles have an alter ego. On the outside, a husky cruiser bike may look like the two-wheel equivalent of a gas-guzzling muscle car. But despite the big chrome pipes, fat rear tire and bulging V-twin engine, bikes are fantastically fuel-efficient machines.

Even the heaviest, most powerful models deliver hybridlike economy. The smallest ones sip fuel at a pace that would make a Prius owner jealous. So a cool-looking, fun-to-ride cruiser can become a very unlikely and appealing alternative to a hybrid. Who says motorcycles are just weekend fun?

The best-selling of these fuel-efficient cruisers live in the rather nebulous middleweight class. Broadly ranging from 500 cc to 1000 cc, these bikes all pack traditional V-twin engines, pumped-up styling and loads of comfort. The middleweights are lighter, lower and much easier to ride than the big boys. So they won't overwhelm first-time riders. Yet many are rewarding enough for old pros, too. Best of all, these bikes are some of the sweetest bargains in motorcycling.

We gathered up five middleweight contenders from Yamaha (Star), Harley-Davidson, Honda, Kawasaki and Suzuki, and rode them nearly 350 miles through some of Southern California's best roads and worst traffic. Professional rider Danny Coe ran each bike through our battery of acceleration and braking tests at Auto Club Raceway in Pomona. And we brought along a seasoned passenger to test each bike's capability for two-up touring. Often it takes big torque to turn our heads. But in this test, we found that the smaller bikes had enough power, efficiency and comfort to impress.

Yamaha V Star Custom

On paper, the 649 cc V Star appears to be the runt of the litter. But the Star was the leader in several important criteria for first-time or budget-conscious riders. The Star stickers at barely over $6000. So for the price of another bike in the test, you could get a new V Star and, say, a Shoei helmet and Dainese leather jacket and still have a few hundred left over for gas money. Smaller or less experienced riders will welcome the Star's low weight, too. At 474 pounds, it was the most svelte in the test. That lack of heft and an amazingly light clutch effort combine to make the V Star easy to ride and maneuver in heavy traffic. But as small as the V Star is, it had, as they say, a big personality. Yep, the V Star has attitude. The bike rumbles and shakes at idle. And it has that classic cruiser profile reminiscent of a seven-eighths-scale Harley-Davidson Softail. Like the Harleys of the past, the V Star's 649 cc V-twin is air-cooled, is fed by a pair of carburetors and has a manual choke. Remember those? At highway speeds, the handlebars fed through a bit more vibration than the other bikes. It wouldn't be our first choice for a trip cross-country. And for larger riders, the close-coupled position was cramped. The Star was no star at the dragstrip, yet it was able to outgun the larger displacement Honda to 60 mph. More important, the Star had the second-best brakes of the bunch. Better still, our test rider proclaimed that the brake feel on the Star was the best in the test. On the open road, the Star returned nearly 52 mpg. And our test passenger found the rear pillion the most comfortable. In all, the V Star is a great deal for a new rider looking to save some ­petrol and get a head-turning bike for weekend rides.

Harley-Davidson Sportster XL 883

The Sportster is the mechanical equivalent of that perfectly antiqued vintage motorcycle jacket—like the leather one Peter Fonda wore in Easy Rider or the waxed cotton Belstaff jacket that used to hang in Steve McQueen's closet. The Sportster makes anyone who rides it instantly cool in an old-school kind of way. The riding position, suspension design and styling all hearken back to the 1960s. Oddly, the Harley is less like a traditional cruiser than the others. The short 60-in. wheelbase and upright, almost forward-leaning riding position make the Sportster closer to a standard bike. That sporty riding position, combined with higher-clearance foot pegs, brought the Harley one twist of the throttle away from the nimble Suzuki in the canyons. Indeed, the Harley and Suzuki were in many ways archrivals. At the track the Hog effectively tied for second place with the Boulevard M50 in the quarter-mile. Sometimes ­smaller bikes don't sound as throaty and rich as the big-bore bikes. Not the case here. The classic 883 cc V-twin burbled that distinctive Harley "potato-potato" sound. And you can hear every one of those pushrods clacking away as it idles. It's a neat experience. One tester dubbed the Sportster the "flying jukebox"—an appropriate handle. On the highway, the Harley didn't feel as relaxed and wasn't as cushy as some. On this bike you're alert and ready for action instead of laid-back and mellow. But face it, when you're jousting with Peterbilts, that's probably okay. The Harley had the tallest seat height in the test. So shorter folks might want to choose one of the lower-slung models in the Sportster lineup. In terms of refinement, the Hog was outmatched by the Japanese bikes. Still, the old-time rumbles and vibrations and the visceral personality of this classic bike are what make it such a charmer.

Honda Shadow Spirit 750 C2

Squint your eyes and the Spirit, like the V Star, looks like a much larger bike. The illusion comes from the long and low front fork and tidy rear proportions as well as that big 21-in. front wheel. Of the smaller bikes in the test, many thought the Honda had the cleanest styling. The $7099 Spirit ($6799 in black and silver) had the second smallest motor of the group. But it did have the best braking performance. And good brakes are crucial for all riders—especially those new to motorcycling. The 745 cc V-twin may not be a dragstrip superstar, but like all Honda motorcycle engines, it was a real smoothie. And the handlebars were vibration-free at highway speeds. To most buyers in the market for a middleweight, that smoothness is more important than all-out speed. Shorter riders will dig the Spirit, too. It had the lowest seat of the bunch. A rider who stands less than 5 ft. 5 in. can flat-foot this bike at a stoplight. Yet tall riders were not cramped after a day of riding. The Honda was a talented performer in the canyons. But if you'd like to bring a passenger along, better get an aftermarket rear pillion. It was the least comfortable here. The Honda did not have the cornering clearance of the Suzuki or Harley, but it inspired confidence. If fuel economy is the deciding factor, look no further than this 750. On our fuel-economy loop, the Honda returned 54.5 mpg—the best here. We imagine the Spirit could achieve closer to 60 mpg with a conservative right hand. And as far as we're concerned, riding a fuel-sipping Spirit to work every day is a really fun way to reduce that CO2 footprint.

Kawasaki Vulcan 900 Custom

The Kawasaki is the light heavyweight in this grouping of middleweights. The 903 cc V-twin was a burly beast at the dragstrip, trouncing every other bike. Seasoned riders—those who can handle the size, heft and awesome power—can best appreciate the Vulcan. Crank the throttle wide open on straightaways and the Vulcan rewards you with a deep throaty exhaust note. Not surprisingly, it was one of our favorites. When the time came to swap bikes, more than one staffer quickly migrated to the Vulcan for the highway stints. The Kawi's instant torque, low vibration and smooth ride made it the best long hauler of the bunch. The motor doesn't seem like it's even working until you hit 80 mph. The passenger pad was one of the best for comfort. And everyone appreciated that fuel gauge. All bikes should have one. Our informal design roundtable voted the Kawasaki tied with the Harley for baddest-­looking bike of the test. The Vulcan takes a heaping dollop of inspiration from the custom chopper scene, with a raked front fork and a beautifully machined 21-in. front wheel. The whole bike looked much more expensive than its $7399 price tag. Downside? Well, the ­Vulcan's Jesse James-like front and rear tires combined with low cornering clearance made for peg scraping in tighter canyons. And that skinny tire was prone to lockup in our brake testing. Solution? Get the Vulcan 900 Classic with a more traditional front tire. The Vulcan was the most expensive bike we tested. But when you account for the thrills, refinement and craftsmanship, in many ways the Kawasaki is the best buy of the bunch.

Suzuki Boulevard M50

Cruisers are not meant to carve canyons. And that should be especially true of these lower-priced bikes, because speed and handling poise are expensive to engineer. Right? Well, if that's the case, then Suzuki must take a loss on every Boulevard M50. This bike is built to run. It was the quickest to 60 mph and had the second quickest quarter-mile times. And, with only 805 cc to move the bike, that was impressive. But the Suzuki returned the second worst fuel economy. Still, can nearly 50 mpg really be considered poor fuel economy? Conveniently, Suzuki equips the M50 with a real fuel gauge, too. The M50 was the clear champ when it came to hustling up our favorite back roads in the Santa Monica Mountains. The bike tackled curves intuitively and confidently and made for a relaxing but swift ride thanks to the sporty inverted front fork and large front tire. We found ourselves pushing the Suzuki much harder than the other bikes simply because it felt so natural. On the highway, the M50 is comfy for larger riders. And the level of vibration at speed was much less than the Yamaha's or Harley's. Plus the M50 had one of the best passenger pillions in the test. Best of all, the M50 has a tough-looking stance. This is, in essence, a bargain muscle bike.

Ben Stewart Ben is a lifelong enthusiast of anything with wheels.

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Cruiser Bikes With Best Mileage

Source: https://www.popularmechanics.com/cars/motorcycles/a3927/4268696/

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Top Speed Car Race Games Free Online

Top Speed Car Race Games Free Online

Ben je ouder of jonger dan 18?

Wij begrijpen dat het belangrijk is dat minderjarigen op een veilige manier gebruik maken van het internet. We beschouwen het ook als onze verantwoordelijkheid om de website kindvriendelijk te maken en inhoud te tonen die bij jouw leeftijdsgroep past. Als je aangeeft dat je nog geen 18 jaar of ouder bent, zal je daarom automatisch geen advertenties te zien krijgen die bedoeld zijn voor een oudere doelgroep.

Jonger dan 18

18 jaar of ouder

Free Online Racing Games

The crowd in the stands is pumped and ready in theseracing games. They'll be cheering for you after you choose your car, check for any newly available upgrades or features, and head to the starting line. Your next competition is about to begin in these online car racing games. Will you be the first driver to cross the finish line in each pulse-pounding race? It's time to find out!

The motor racing games in this great collection will keep you glued to your seat. You can try out the latest stock car racers along with plenty of Formula 1 cars, too. See if you can handle the rough and rugged tracks in our off-road racing games before you try to fit everything from a jeep to a bus into some tight spots in our parking games.  We've also got an amazing collection of boat racing games if you'd rather hit top speeds on water instead of land.

There's tons of amazing maneuvers you can attempt in the stunt driving games. See what happens when you send a Ferrari through a 360 loop or off a ramp that's one hundred feet tall! All of these cool games and more are waiting for you in this batch of free online games.

Top Speed Car Race Games Free Online

Source: https://www.agame.com/games/racing

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Tesla Model Y Compared To Model X

Tesla Model Y Compared To Model X

Jan 11, 2021 at 11:15am ET

It's hard to know if many people are trying to decide between the Tesla Model X and Model Y. Perhaps it's more realistic to think that a decision between the Model 3 and Model Y is more common.

We do hear about many prospective Tesla buyers cross-shopping the flagship Model S against the Model 3, but that's likely because a base Model S ($69,420) and a Model 3 Performance ($54,990) are much closer in price than the Model X and Model Y.

The Model Y may have just become much more appealing to many people since you can now get one for as little as $41,990. In addition, Tesla has made it official that the 7-seat Model Y is now available. At $42k, the Model Y is now $38,000 cheaper than the Model X, which is nearly half the price.

With the optional third-row seats, the 7-seat Model Y starts at around $45,000. For comparison, while the 7-seat Model X starts at $83,490, the 6-seat version will set you back $86,490. Again, no matter how you look at it, Tesla's flagship Model X costs nearly twice as much as the Model Y.

Our friend Katie from the YouTube channelAll Electric Family has been putting together a sort of mini-series about the Model X and Model Y. She owns the X, but recently had a Model Y loaner to check out. We published articles about both of her recent videos, one highlighting the Model Y's pros, and the other doing the same for the Model X.

Check Out The Latest Tesla Model Y Articles:

Now that Katie has experience both Tesla electric crossovers, she wrapped up the series with her final take on how the two Teslas compare, as well as her decision about which she would buy. Check out the brief video to learn more. Then, drop us a line in the comment section below.

Tesla Model Y Compared To Model X

Source: https://insideevs.com/features/465478/video-tesla-model-y-vs-model-x-buying-guide/

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Jeep Wrangler Willys Wheeler Edition 2014

Jeep Wrangler Willys Wheeler Edition 2014

DIGITAL EDITOR ANDREW STOY: The 2014 Jeep Wrangler Unlimited Willys Wheeler was my Woodward Dream Cruise daily driver for this year (as opposed to the handful of classics I drove the course of the weekend), and it was a flat-out blast. The first order of business was yanking the doors off and dropping the soft top, a process that took about 30 minutes total; with practice an owner could easily get it down to half that, and if you just want to lower the folding soft top it can be done in about five. There's a lot of versatility in the standard package, and if you don't deal with too much inclement weather, the soft top is all you need. For those of us in winter climates, the Freedom Top hardtop would be better, or the rather expensive Dual Top group that gives you both.

Since the Dream Cruise mostly involves sitting in traffic, the optional five-speed automatic transmission was also selected for our Wrangler. No, it wouldn't be my choice for my own personal Jeep, but it's really well calibrated for the Wrangler and gives relatively snappy performance; if you think you need a slushbox, at least Jeep offers a good one with minimal compromises.

That's kind of the whole thing with the Wrangler Unlimited, actually -- making the classic Jeep experience available to more people by removing compromises. The company has done an admirable job, too. Four people fit very comfortably in the cabin (and can get in easily thanks to the four doors) and there's a generous cargo area behind the second row for dogs, luggage, groceries and other items. A regular Wrangler is surprisingly small; that Jeep managed to add so much space and utility without taking away the "Jeepiness" is an impressive feat.

The Willys Wheeler package is a "love it or hate it" thing much like most of the Jeep Wrangler special editions; the badging is fun, almost perfectly duplicating the stampings and logos on Wes and Rory's 1948 CJ3. The Amp'd paint, on the other hand, is a cross between civil defense yellow and newborn baby poop, skewing more to the latter. Your mileage may vary.

Actually, your mileage won't vary; it's gonna suck. The Wrangler Unlimited is a heavy box with a big V6 and it gets gas mileage similar to that of old body-on-frame SUVs, particularly with the automatic transmission. That's the price of fun in this case…well, that and the $35,000 MSRP.

Expensive and thirsty, yes, but ridiculously fun in the way only a Jeep Wrangler can be. I'm not a traditional "Jeep person," but I spent most of the morning after the Dream Cruise configuring Wranglers online. Or maybe a nice CJ7…

Although the 2014 Jeep Wrangler Unlimited Willys Wheeler platform is small, it offered more than enough room for four adults and a bunch of other cargo.

ASSOCIATE EDITOR GRAHAM KOZAK: The Wrangler Unlimited Willys Wheeler, while a mouthful, is a fairly reasonable way to go if you want a no-nonsense four-door Jeep. It doesn't get all of Jeep's extreme off-road goodies, (you could step up to the Rubicon if you really need those lockers and 4.10 axle ratio), but you do get a good mix of features without having to pay for leather.

Andy's right about the automatic transmission -- perhaps the biggest point of contention on the spec sheet here for the purist -- not being bad. I prefer the manual on principal and the $1,300 savings is a pleasant bonus, but if you're gonna be stopping and going constantly, this wouldn't hurt your Jeep experience too much. The V6 is not exactly a legendary motor for the ages at this point, but it is a solid source of motivation that never seems to want for power.

A wicked engine and mind-bending acceleration aren't really what Jeep's about (though much respect for AEV's Hemi-packing creations). It's about the throwback experience, the butch styling, the feeling you get from knowing you could plunge off the road and into the wilderness. Not that you would, mind you -- you have to pick up the kids from soccer practice.

It's a Jeep thing, as they say. You either understand, or you don't.

If you do understand, you probably won't be thrown by the fuel consumption. The nearly 18 mpg fuel economy, which probably included some amount of creeping along in cruise traffic, didn't really faze me. It's right on target, and it actually seems reasonable for a vehicle with the Wrangler's flowing, sinuous curves.

There are a few minor things that do bother me, though. Love the Willys Wheeler decals, for example (they're shockingly tasteful, for Jeep), but hate the artificial weathering on them. Fake patina is stupid, especially on a gleaming new Jeep. Some of the more hard-core options, like electronic locking differentials, aren't available with this model.

Tire noise also annoying. This Jeep came equipped with knobby rubber suited for mud, not pavement. The wail isn't anything the radio can't block out, but it's something that you should take into consideration. Be honest with yourself: Are you actually going to be hitting the muddy/dusty trail in this?

Given the wheels, tires and lift kits I see on seldom off-roaded Wranglers around here, though, I can't fault Jeep here -- either it makes money off of Jeep enthusiasts' love of overkill, or the aftermarket suppliers will.

If you don't have kids to cart around, consider the two-door. Either way, consider the manual for a truly old-school American vehicular experience, sympathetically updated to suit modern tastes.

Options: Willys Wheeler CPOS 24W including Willys Wheeler grille, 17-inch x 7.5-inch high gloss black Willys Wheels, LT255/75R17 BSW off-road tires, Trac-Lok differential rear axle, 3.73 axle ratio, performance suspension, rock rails, Willys hood decal, 4-wheel drive swing gate decal, slush mats by Mopar, auto dimming mirror with reading lamp, connectivity group with Bluetooth hands-free, electronic vehicle information center, individual tire pressure monitoring display, power convenience group, power heated mirrors, power windows with front one-touch-down feature, power door locks, remote keyless entry, security alarm, leather-wrapped steering wheel, rear passenger assist handles kit, deep tint sunscreen windows, SiriusXM satellite radio with one-year subscription ($5,700); five-speed automatic transmission with hill descent control ($1,295); Uconnect 430 CD/DVD/MP3/HDD ($695)

Vehicle Model Information

BASE PRICE: $27,190

AS TESTED PRICE: $34,880

POWERTRAIN: 3.6-liter V6; 4WD, five-speed automatic

OUTPUT: 285 hp @ 6,400 rpm, 260 lb-ft @ 4,800 rpm

CURB WEIGHT: 4,100 lb

FUEL ECONOMY: 16/20/18 mpg

FUEL ECONOMY: 17.9 mpg

This content is created and maintained by a third party, and imported onto this page to help users provide their email addresses. You may be able to find more information about this and similar content at piano.io

Jeep Wrangler Willys Wheeler Edition 2014

Source: https://www.autoweek.com/drives/a1906936/2014-jeep-wrangler-unlimited-willys-wheeler-review-notes/

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