SAE TECHNICAL 2005-01-4130

PAPER SERIES E

Development of 1.6L Flex Fuel Engine for Brazilian Market

Mauro Berti Giroldo

Ford Motor Company do Brasil

Edward Werninghaus
Ford Motor Company do Brasil

Eugenio Coelho
Ford Motor Company do Brasil

William Makant
Ford Motor Company do Brasil

Filiada à

XIV Congresso e Exposição Internacionais

da Tecnologia da Mobilidade
São Paulo, Brasil
22 a 24 de novembro de 2005

AV. PAULISTA, 2073 - HORSA II - CJ. 1003 - CEP 01311-940 - SÃO PAULO – SP
 2005-01-4130

Development of 1.6L Flex Fuel Engine for Brazilian Market

Mauro Berti Giroldo
William Makant
Edward Werninghaus
Eugenio P. D. Coelho
Ford Motor Company Brazil Ltda

Copyright © 2005 Society of Automotive Engineers, Inc

ABSTRACT INTRODUCTION

This paper describes highlights and overall improvements
achieved on the development of the Ford Zetec RoCam 1.6l
Flex Fuel engine for the Brazilian market.
The Brazilian market offers oxygenated fuels; (i) hydrated
ethanol, known as alcohol or simply E93 (93% of ethanol)
and (ii) Brazilian gasoline also known as gasohol or simply
E25 (Brazilian gasoline is a mixture of pure gasoline with
24% to 26% of anhydrous ethanol), fuels characteristics are
detailed on the appendix.
The development project strategy established that
vehicle attributes, such as performance and fuel economy,
should be prioritized for E93 fuel usage, with no
degradation in E25 fuel usage when compared to the
baseline engine.
Based on the boundary conditions described above the
technical solutions implemented were as follows:
• Optimized compression ratio;

In 2003 automakers started to offer vehicles capable to • New piston and combustion chamber design;
run with both fuels and any mixture in between instead of
offering only vehicles capable to run only with one fuel. • Active full range knock control;
These vehicles called flexible fuel vehicles (FFV) or simply
flex fuel vehicles are yearly increasing their market share • Optimized engine intake and exhaust gas flow;
due to the customer benefit of choosing the fuel as a
function of price, availability and performance versus • Optimized combustion chamber cooling;
driving range.
• Electronic engine coolant temperature control;
The engine development is based on an engine optimized
for alcohol usage and capable to run with gasohol or any
• Material compliance with alcohol;
mixture of the fuels listed above. This challenge conducted
the engineering solutions to a high compression ratio engine
• Revised valvetrain components materials;
capable of E25 fuel usage, with an electrically actuated
thermostatic valve, new combustion chamber design, air
induction and exhaust systems and a revised positive • Optimized positive crankcase ventilation system
crankcase ventilation system resulting in a unique engine (PCV).
output.

1
ENGINE DESIGN

Table 1 – 10 mini-map points

OPTIMIZED COMPRESSION RATIO – Compression Point Speed BMEP

ratio is a tuning parameter that can be manipulated to best # rpm Bar
satisfy development targets. Changing compression ratio 1 800 0.70
can lead to complex decision making due to fuel economy, 2 1500 1.00
emissions and performance. 3 1500 2.62
4 1500 5.00
Fuel Octane Rating is a practical measure of a fuel's 5 2000 2.00
resistance to knock. The most common methods of
6 2000 5.00
measuring fuel octane are the Research Octane Number
(RON) and Motor Octane Number (MON). The average of 7 2500 1.00
these two methods is defined as anti knock index (AKI). 8 2500 2.62
Both rating methods use a standard single cylinder, variable 9 2500 5.50
compression ratio engine. A test fuel is run at ever 10 4000 5.50
increasing compression ratios until knock occurs, according
to ASTM standards D2699 and D2700, respectively. Effect of Increasing Compression Ratio – Compression
ratio also affects several other engine operating parameters
Octane tolerance is the ability of an engine to tolerate besides fuel economy, octane tolerance, and performance.
lower octane fuels. Engines designed to run on "Regular" The following is a list with brief comments on each that
fuel (AKI = 87) typically run less than 10:1 compression was observed during the development:
ratio. Engines designed to run on "Premium" fuel (AKI =
91) typically run less than 11:1 compression ratio. 108 1. Fuel Economy: Improves proportional to thermal
Octane fuel is generally required for knock free operation at efficiency unless knock limited.
the optimal compression ratio of 15:1 [1]. 2. Octane Tolerance: Decreases because of increased
temperature and pressure.
Since hydrated ethanol AKI is well above 100 but E25 3. Exhaust Gas Temperature: Decreases due to
fuel is only 87, best ethanol performance and fuel economy improvement in thermal efficiency at part throttle.
with no degradation on gasohol performance and F.E. 4. NOX: Small increases due to increased peak
resulted in an optimum compression ratio of 12.3:1 for this combustion temperatures.
engine. 5. HC: Increases due to less oxidation in exhaust because
of cooler exhaust temperatures and larger crevice
An investigation using a engine dynamometer steady-state volume effects.
10 point mini-map (see table 1) showed a 6.2% 6. CO2: Improvement proportional to fuel economy
improvement in alcohol fuel economy due to compression benefit.
ratio increase from 9.5:1 to 12.3:1. This is a significant 7. Peak Combustion Pressure: Increases due to increased
increment on the engine compression ratio (CR) in compression pressures & depends on amount of spark
comparison to a typical compression ratio design for spark retard.
ignition (SI) engines on passenger cars from 8.0:1 to 10.0:1 8. Idle Combustion Stability: Improvements due to
[1]. The increased thermal efficiency from the higher slightly reduced residual fraction and increased
compression ratio also led to reduced enrichment compression temperature and pressure.
requirement to protect exhaust components due to lower 9. Cold Starting: Small improvements in lean limit and
exhaust gas temperatures. HC/CO emissions due to increased temperature and
pressure. Cranking torque will increase, due to
On the higher mini-map loads, such as 5.5bar BMEP[2], increased compression pressure.
borderline spark was being reached with gasoline at 12.3:1 10. Mechanical Vibration: Increases proportional to
CR but the active knock control allowed this efficiency cylinder combustion pressure increase.
level to be maintained avoiding spark safety margins 11. Oil Consumption: No change expected.
common on non-active knock controlled engines such as the 12. Heat Rejection to Coolant: Reduced due to improved
baseline 9.5:1 CR engine. combustion thermodynamic efficiency.

2
 NEW PISTON AND COMBUSTION CHAMBER
DESIGN – To achieve a 12.3:1 CR, the cylinder head was
skimmed in 1mm and the piston gained an increased top
land volume. Since a uniform increase in height could
cause piston collision to cylinder head squish area, a cast
shaped volume was placed on the intake/exhaust valve areas
and a bowl was placed on the spark plug area to avoid
piston to spark plug collision and allow significant air/fuel
mixture close to the spark to enable a fast start of
combustion (Figure 1).
Figure 1 - Photograph of flex engine piston
The other base engine piston characteristics were kept the
same such as reduced compression height (distance between
piston crown and conrod pin), a low friction skirt coating
and a hard anodizing coating at the first groove region
which protects the piston from influences/damages caused
by potential use of low quality fuels.
ACTIVE FULL RANGE KNOCK CONTROL – The
main challenge on this project when running with E25 fuel
and 12.3:1 CR was the knock limitation (limiting
performance and thermodynamic efficiency) and risk of
engine component damage due to knock placing the 150k
miles (Ford engine durability standard) durability on risk.
The knock control also allowed an incremental on spark
advance on the full load curve resulting in increased peak
torque and peak power when compared to the baseline
engine. An additional device for improving output with E25
fuel was increased enrichment at high engine speed and
wide open throttle to lower knock sensitivity by lowering
combustion temperature and allowing more spark advance,
however maintaining improved efficiency at part load when
compared to the baseline engine.
Since the spark advance vs. torque curves were very steep
only a small variation in spark would separate borderline to
destructive knock.
3
Therefore, the knock control had to be extremely reliable
to avoid spark advance beyond borderline on any
condition, engine or environment (including out-of-spec
fuel and sensors) to avoid engine damage. A series of
alternative procedures were developed to certify the knock
control robustness and engine integrity, such as:
• Sensibility to sensor tightening torque;
• Knock test with out of Brazilian fuel specs (91RON);
• Air fuel ratio (AFR) inference and knock sensor failure
mode engine mapping;
• Knock intensity with lean AFR;
• Incorrectly inferred AFR simulation;
• 150k km vehicle durability robustness.
The knock control system was proven extremely reliable
by maintaining knock levels safely below mechanical
engine damage. Figure 2 shows a sample of spark advance
for each cylinder reacting to knock detection and engine
speed (continuous line). When the expected background
engine noise level was not perceived by the knock control
system a failure mode retarding the spark advance to safe
limits is activated.
Spark Advance @ steady state
5 7000
AVANCE4
AVANCE3
AVANCE2
6000
AVANCE1
RPM
5000
Spark A dvan ce [º B TD C ]
En gin e Sp eed [rp m ]
4000
0
3000
2000
1000
-5 0
850
900
950
time
Figure 2 - Knock control operation
OPTIMIZED ENGINE INTAKE AND EXHAUST GAS
FLOW – Gas flow optimization was obtained decreasing
the air intake temperature and minimizing the exhaust
gases back pressure. The air intake temperature was
reduced by replacing the dirty side duct air inlet by a
snorkel close to the front grille (Figure 3) to let cool air in
as opposed to the air inside the engine compartment. This
change was transparent with regards to air induction losses
but improved average intake temperature by 9ºC, reducing
engine knock sensitivity.

Figure 3 - Front snorkel
The exhaust back pressure (EBP) was reduced adopting a
new exhaust system with a single under body catalyst. A
new muffler with reduced EBP (2kPa less) and exhaust
tubes were developed in stainless steel (Figure 4) material
to resist against the alcohol possible corrosion.
Figure 4 – Exhaust system
OPTIMIZED COMBUSTION CHAMBER COOLING –
Since the 1.6L RoCam engine already has piston cooling
jets, knock sensitivity was further reduced by implementing
a long water jacket cylinder block which increased cylinder
block wet wall height in 30mm, improving heat transfer
from piston to coolant, thus reducing average piston
temperature.
1.6L short water jacket 1.6L long water jacket cylinder
cylinder block block
Figure 5 – RoCam Long Water Jacket Cylinder Block
ELECTRONIC ENGINE COOLANT TEMPERATURE
CONTROL – an accurate engine coolant temperature
control was allowed by implementing an electrically
actuated thermostatic valve (called e’stat). This valve was
4
developed based on the mechanical thermostatic valve
functionality but with an electrical resistance installed
internally in the wax piston pin (known as a simple heated
pin). The system acts directly on the expansion wax
(Figure 6), reducing significantly valve opening timing and
actuating on the valve with an electrical command, which
is controlled by the engine control module unit (ECU).
Heater Pin
Expansive wax
Electrical connector
Figure 6 – Thermostatic valve electrically actuated.
The implementation of the e’stat allowed the accurate
temperature control of the engine coolant despite engine
load/speed variations (Figure 7) reducing sensitivity to
knock common on high compression ratio engines running
on E25 fuel.
Accurate coolant temperature control also allows the
engine to run at higher coolant temperatures lowering oil
viscosity and consequently hydrodynamic friction resulting
in fuel economy improvements (Figure 8).
On the other hand, wide open throttle (WOT)
performance improvement can be perceived by lower
engine coolant temperature by reducing the fuel knock
sensitivity and heat transfer to air intake from port surface
(higher volumetric efficiency).
Therefore, considering all the boundary condition
mentioned above, different coolant set-point temperatures
were adopted as a function of fuel mixture and engine load
i.e. when running part load on E25, coolant set-point
temperature was fixed at 97ºC while when running part
load on E93 fuel this temperature was increased to 105ºC.
At WOT the coolant temperature was set at 80ºC for
gasoline and 89ºC for alcohol.
 MATERIAL COMPLIANCE WITH E93 FUEL – some
components have been upgraded to resist to E93 fuel
characteristics, according to the following:
Alcohol
Fuel rail and fuel pressure regulator – The fuel rail
Gasohol (Figure 10) material (PA 6.6) was reformulated with
additives to improve it's hygroscopic characteristics as E93
fuel is a hydrated ethanol fuel (7% water). Additionally,
the fuel pressure (Figure 09) operation was increased in
30% (from 2.7 to 3.5 bar) due to E93 fuel´s low nominal
Figure 7 – Temperatures measured on durability cycles AFR, requiring higher fuel flows.

This benefit, however, will only be taken advantage of on

sustained engine high load driving due to the thermal inertia
of the cooling system.

The 105ºC electronic thermostat set-point also had a

significant improvement in E93 fuel HC emissions (26% on
a hot engine 10pt mini-map test) since running with a higher
port temperature, spray vaporization increased. The engine
warm-up phase also decreased since the electronic control
allowed the start-to-open temperature to be pushed to 105ºC
instead of 82ºC reducing the flow through the radiator
during engine warm-up.
Figure 09 – Fuel pressure regulator
Results of oil sump temperature, Friction Mean Effective
Pressure (FMEP) and Specific Fuel Consumption (SFC) as
a function of coolant temperature, measured on a steady
state engine dynamometer, are showing on the Figure 9.

Figure 10 – Fuel Rail

Revised valvetrain components – Since E93 fuel has

lower lubricating properties than E25 fuel, seat and valve
material must be more robust to withstand valve/seat
interface friction.

Due to higher combustion temperatures on E25 fuel at

higher CR, intake valves material was revised to
X45CrSi93 and intake and exhaust valves face had its
hardness and durability increased by an armoring plating
called “Stellite F” (Figure 11).

Figure 8 – Oil sump temperature, FMEP and specific

fuel consumption x engine speed for 2 different engine
coolant temperatures Figure 11 – Intake and Exhaust Valves with an
armoring plate

5
 Valve seat rings (Figure 12) sintered material was RESULTS
reinforced with the usage of a new alloy CoMo12FS
Chromium-Molybdenum-Vanadium (AR16FS).

One of the benefits of this engine is the customer

satisfaction for fuel economy. Ford quality research with
the same vehicle showed 10 points increase in the High
Satisfaction Level index (HSL) after 2 months of vehicle
launch in terms of fuel economy attribute (Figure 14).

60
49

Fuel Economy %HSL

50
39 Competitor Flex 1
40 33 33
Competitor Flex 2
30

20 Fiesta 1.6L non Flex

Figure 12 – Intake and Exhaust Valve inserts 10 Fiesta Flex

OPTIMIZED POSITIVE CRANKCASE VENTILATION
SYSTEM (PCV) – The PCV system helps the control of oil
vapour emissions by directing the blow by gases diluted
with fresh air to the combustion chamber. The system
functionality is based on the pressure drop in the intake
manifold against the pressure drop on the dirty side air duct
with the flow managed by the PCV flow control valve in
order to provide a fresh air circulation on the crankcase
avoiding oil sludge and high emissions level.
0
Hatch Vehicles
Figure 14 – Fuel economy customer satisfaction
(quality index of high customer satisfaction)
The homologated vehicle fuel economy with E25 fuel
placed the vehicle as Best-In-Class (BIC), with an
improvement of 9.8% in city and 7.8% in highway when
compared to the previous E25 fuel only engine.

In order to attend the PCV functionality requirements,
avoid oil consumption and provide a fresh air flow ratio
(Figure 13), the PCV flow was rebalanced to provide at
least twice the flow of blow-by on every engine operation
condition.
Running with E93 the fuel economy is also better than
competitors, especially due to the engine higher
compression ratio and e´stat valve. The measurements
indicates 3% better compared to the best competitor in the
market before it's launch (Figure 15).

20,0 Competitor 1 w E25 Competitor 1 w E93

19,0 Competitor 2 w E25 Competitor 2 w E93
18,0 Competitor 3 w E25 Competitor 3 w E93
17,0 Competitor 4 w E25 Competitor 4 w E93
16,0 Fiesta Flex w E25 Fiesta Flex w E93
15,0 Fiesta 1.6L w E25 13,9
13,5 13,7
14,0
13,0 12,2 12,3 12,3
km/l

12,0
11,0
10,0 8,9
8,7
9,0 7,9 8,0 8,0
8,0
7,0
6,0
5,0
Competitors

Figure 13 – PCV System functionality Scheme Figure 15 – Fuel economy average [km/l] according to
NBR7024

6
 The engine output increase enables the 1.6L engine to Patent Title - “USE OF AN ELECTRONIC
have comparable power to a 1.8-liter engine displacement THERMOSTATIC VALVE, ACTUATION METHOD
currently in the market. Running with E25 it achieves FOR AN ELECTRONIC THERMOSTATIC VALVE
105PS (7% better than the previous E25 only version) and AND FLEXIBLE ENGINES TEMPERATURE
running with E93 achieves 111PS (Figure 16). CONTROL SYSTEM”

Inventors – Mauro Berti Giroldo, Fábio Ravagnani de

Oliveira and Márcio Augusto Sampaio de Carvalho.

CONCLUSION

Considering the world environmental consciousness

(KYOTO protocol as an example) the usage of renewable
fuels is growing fast and the flex fuel engine concept can
be applicable in every country which is implementing
ethanol as an automotive fuel. Following this market
Figure 16 – 1.6l RoCam Flex Fuel Engine Power x tendency the development project strategy established that
Engine Speed curve vehicle attributes, such as performance and fuel economy,
should be prioritized for E93 fuel usage, with no
The torque curve is also BIC when compared to 1.6l 8 degradation in E25 fuel usage when compared to the
valves in the market. Running with E25 it achieves 146Nm baseline engine.
(5% better than the previous E25 only version) and running
with E93 achieves 155 Nm (Figure 17). This engine outstands because although E93 usage was
prioritized, E25 fuel performance and fuel economy were
also improved, without any impact on quality and
160 Torque [Nm]
155 Nm durability.
150 Nm
150
144 Nm 146 Nm

140
141 Nm REFERENCES
139 Nm
130

1.6L Flex Alcohol

120 1.6L Flex Gasoline
1.6L Gasoline Baseline [1] Heywood, John B.: “Internal Combustion Engine
110 Fundamentals,” McGRAW HILL series in mechanical
Engine Speed [rpm] engineering, ISBN 0-07-100499-8, Vol. 1, pp. 58, 1988,
100
1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000 US.
Figure 17 – 1.6L RoCam engine flex fuel homologated
torque curves x 1.6L baseline engine [2] Clemente, R., Werninghaus, E., Coelho, E., and
Sigaud, L.: “Development of a Internal Combustion
A vehicle equipped with the flex fuel engine when
Alcohol Fueled Engine,” SAE Paper 2001-01-3917
compared to the E25 version improved the 0 to 100km/h
acceleration time in 0.8 seconds and increased the
maximum speed from 165 km/h to 172 km/h.
CONTACTS

Mauro Berti Giroldo - email: mgiroldo@ford.com

PATENT INFORMATION
William Makant - email: wmakant@ford.com
Edward Werninghaus – ewerning@ford.com
Eugenio P.D. Coelho - email: ecoelho@ford.com
Patent Number - INPI Patent Pending #0597- 0714
(Brazilian Patent Institute)Country – Brazil

7
DEFINITION, ACRONYMS AND ABBREVIATIONS the alcohol usage causes a negative impact on Aldeydes
emissions, but CO emissions is lower with alcohol.

Alcohol (from sugar cane – Table 1) is locally produced

AFR = Air Fuel Ratio in Brazil and has been used for commercial purposes.
Alcohol can be produced without depletion of natural
RON = Research Octane Number resources, since it comes from a source largely available in
Brazil.
MON = Motored Octane Number
Table 1 - Characteristics of Brazilian hydrated alcohol
AKI = (RON+MON)/2, typical measure of fuel octane
CHARACTERISTIC Units VALUE
FMEP = Friction Mean Effective Pressure Acidity (in acetic acid) mg/l 30 máx.
Appearance - (1)
BMEP = Brake Mean Effective Pressure Electric Conductivity µS/m 500 máx.
Chloride (Cl-) ions mg/kg 1 máx.
NOX = Oxides of Nitrogen Sulphate (SO4-2) mg/kg 4 máx.
807.6 to
HC = Hydrocarbon Specific Mass at 20ºC (2) kg/m³
811.0
Non volatile Material at
CO2 = Carbon Dioxide mg/l 30 máx.
105ºC (2)
Iron (Fe) mg/kg 5 máx.
WOT = Wide Open Throttle
Sodium (Na) mg/kg 2 máx.
E25 = Gasoline with 25% of anhydrous ethanol Hydrogenionic potential (pH) 7,0 ± 1,0
Evaporation residue (3) mg/100ml 50 máx.
E22 = Gasoline with 22% of anhydrous ethanol Alcoholic grade (2) % mass 93,2 ± 0,6
Hydrocarbon content
% v/v 3
E93 = Hydrated ethanol (7% of water) max.
(1) Limpid
Blow by = Term used to describe combustion products (2) Production level specification
leakage flow from the combustion chamber, through (3) Distribution level specification
piston rings to the engine crankcase.

Table 1 shows commercial Brazilian alcohol

APPENDIX
APPENDIX A - HYDRATED ETHANOL
SPECIFICATION
HYDRATED ETHANOL FUEL CHARACTERISTICS –
Hydrated ethanol or simply Alcohol is considered an
environment friendly energy source, as it has a closed
carbon cycle, so the CO2 produced by its burn was
previously obtained from the atmosphere during the natural
photosynthesis process of the sugar cane, which is the
source of alcohol in Brazil. Alcohol does not contribute to
the greenhouse effect, unlike all known fossil fuels.
specifications according to Brazilian Government
regulations defined by Brazilian Petrol Agency (ANP) on
the regulation n#002 from Jan 16th, 2002. These
specifications were used as a guideline during the
development phase of the alcohol application.
Alcohol combustion properties compared to the market
gasoline’s present lower energy content, higher octane
numbers and reduced stoichiometric air-fuel ratio (AFR),
and results in an increase of engine performance. This
increase is possible because the lower stoichiometric AFR
allows 60% increase on fuel mass to enter the combustion
chamber and therefore the total amount of energy in the
combustion is 10% higher. Additionally, the higher octane
number allows a higher compression ratio and advanced
spark ignition timing, both increasing the thermodynamic
efficiency of the engine.

Considering the content of pollutant emissions for

gasoline and alcohol engines, it is important to mention that

8
APPENDIX B – BRAZILIAN GASOLINE
SPECIFICATION

BRAZILIAN GASOLINE – The Brazilian gasoline is

specified by Brazilian Government regulations defined by
Brazilian Petrol Agency (ANP) as gasoline type C
according regulation n# 309 from Dec 27th, 2001. These
specifications were used as a guideline during the
development. Table 2 shows commercial Brazilian gasoline
specifications

Table 2 - Characteristics of Brazilian Gasoline

Gasoline
CHARACTERISTIC Units
Type C
Appearance - (1)
Distillated
10% evaporated max ºC 65
50% evaporated max ºC 120
90% evaporated max ºC 145 - 190
PFE max ºC 220
Residue max % vol 2
Motor Octane Number
- > 82
MON min
Anti-knocking Index
- 87
(AKI) min
Vapor Pressure @ 37,8 ºC
kPa 69
max
Induction Period @
Minute 360
100ºC min
Copper corrosion @
- 1
50ºC, 3h max
Sulfur max % mass 0,10
Benzene max % vol 1
Hydrocarbons
Aromatics max % vol 45
Olefins max %vol 30
Anhydrous ethanol % vol (2)
(1) Limpid.
(2) Must be according to Government regulation: can vary
from 20% to 25% (±1%). Current value is 25%.

9
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