Ford EcoBoost 1.6L Analysis - Turbo, Direct-Injection & CCVTC

27/04/2023, 00:18 Ford EcoBoost 1.
6L Analysis | Turbo, Direct-Injection & CCVTC
Wednesday 26th April 2023
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Ford EcoBoost 1.6L Analysis |

Turbocharged, Direct-Injection &
CCVTC
 July 13, 2016 /  Education, The Tech
Up until the release of the EcoBoost engine series, DSPORT has not had a
reason to get excited about the four-cylinder offerings coming out of Detroit.
Today, the EcoBoost family of four and six-cylinder engines from Ford are
not only getting us excited, but they are also convincing generations of
traditional performance enthusiasts that there are replacements for
displacement. Engineering solutions to double or triple the output of an
https://dsportmag.com/the-tech/ford-ecoboost-1-6l-analysis-turbocharged-direct-injection-ccvtc/ 1/32
27/04/2023, 00:18 Ford EcoBoost 1.6L Analysis | Turbo, Direct-Injection & CCVTC
engine is nothing new for DSPORT. Before upgraded engine parts are
designed, it’s imperative that a full understanding of the OEM foundation is
known. 
Text by Michael Ferrara // Photos by Cameron Parsons // Illustrations by Paul
Laguette
DSPORT Issue #168
A line of 197-hp EcoBoost 1.6L engines wait for placement in a Fiesta ST
OEM Engineering and

Under-/Over-
Engineering
An engine is only as good as the sum of its parts. Every component in an
OEM engine is expected to operate at a certain performance level for a set
period without failure. The goal of the OEM engine parts engineer is to
design, test and oversee

the manufacture of the
parts to deliver the 
performance and life
needed within a set
budget. Bean counters
are a reality and some
OEM engineering
departments do a better
job of getting higher
budgets than others. Sometimes budgets force engineers to use the least
expensive solution rather than the best solution. Low budget parts may use
less expensive materials or less expensive manufacturing processes. The
result are parts that are heavier, weaker or more susceptible to wear.
Under-Engineered
What does it mean for a part to be under-engineered? An under-engineered
part is simply a part that could have been made tougher, lighter, more wear
resistance or even made at a lower cost while still meeting the performance
parameters. On the OEM level, under-engineered parts can sometimes result
in expensive recalls. No OEM ever wants to have a recall, so the OEM
engineers build in a safety factor (factor of safety in engineering terms) into
the design of each part. If the computer models and math say that a M4 bolt
is just enough to get the job done, an M5 or M6 bolt might be used instead to
add a factor of safety.
Pushing the Envelope

If everyone was content with the performance of a factory vehicle, the world
would be a duller place. Thankfully, not everyone has sold a piece of their
soul and purchased an electric vehicle. For those wanting more out of life
than to just live it, pushing beyond the factory performance levels will result
in uncovering the parts not up to the task of supporting power levels that
are 50-percent, 100-percent or over 200-percent more than the OEM level.
Obviously, the parts engineered with a higher factor of safety are less likely
to be the first to fail compared to those parts engineered with a smaller
factor of safety. Our experience has revealed that most OEM engines appear 
to have a minimum factor of safety around 1.5 times the expected service
level. It’s a big generalization, but most factory engines will live a long life
when power isn’t increased beyond 50-percent of the original level.
Over-Engineered
The term “over-engineered” can be used to describe components that seems
to have a higher power handling capability than needed. It can refer to parts
with factors of safety that are double, triple or four times necessary under
normal conditions. These are the OEM parts not needing an upgrade when
the stakes are raised.
Teardown for the

Lowdown
Looking at the exterior of an engine tells one very little. A thorough
teardown, inspection and measuring session is a must just to get the basics
in order. Looking to forums, Wikipedia and the Internet for accurate
information can be a complete waste of time. If you are planning an engine
rebuild, always source the OEM manufacturers service manuals for your
exact year, make and model.
Of course, DSPORT Magazine and dsportmag.com are reliable sources for

accurate information. Here’s a look at the FORD EcoBoost 1.6L in detail.
Special thanks to Ford for supplying the engine. It’s our goal to build this 1.6L
engine to thrive and survive at 400 whp. This build will be featured as soon
as it is completed.
The EcoBoost 1.6L engine features an open-deck design that ensures

adequate cooling of the cylinders. Notice the crosshatch finish in the cylinder
bores.
By the Numbers | Ford

EcoBoost 1.6L

CYLINDER HEAD
Aluminum Open
Block Type
Deck

Main Housing
Girdle/Beam Design
Structure
Block Weight 20.6kg 45.3 lbs.
Displacement 1596.2cc 97.4 cu.in.
Bore/Stroke Ratio 0.97:1 Undersquare
Rod/Stroke Ratio 1.646:1
Deck Height 203.85mm 8.025”
Cylinder Bore 79.00mm 3.1108”
Cylinder Bore Spacing 87.00mm 3.4258”
Cylinder wall
6.86mm 0.270”
thickness
Main bore diameter 54.00mm 2.1260”
Cylinder finish
Ra 10.6~13.3 µin
Rz 130~150 µin
Rk 20.5~33.5 µin
Rpk 11.0~16.0 µin
Rvk 31.0~38.0 µin
Deck finish Ra~15-22 µin
Main bore finish Honed Honed
PISTON

Piston Diameter 78.986mm 3.1097”
Piston Construction Cast w/Coated Skirts
Piston-to-Wall Clearance 0.028mm .0011”
Piston Weight (w/o pin) 250g
Piston Ring sizes
Top 1.2mm
Second 1.2mm
Oil 2.0mm
Piston Ring Weights 15.4g
Piston Pin Weight 79.0g
HEAD GASKET
Dual-layer MLS
Head Gasket Design
w/stopper ring
Head Gasket Bore

79.75mm 3.140”
Diameter
Head Gasket Thickness 0.5mm 0.020”
Head Gasket Stopper Ring

0.127mm 0.005”
Thickness
CRANKSHAFT
Rod C-to-C Length 134.00mm 5.2758”


Rod Weight 407.0g
Rod Small End Weight 102.6g
Rod Big End Weight 304.4g
Rod Small End Pin Diameter 21.00mm 0.8276”
Rod Big end housing diameter 47.00mm 1.8519”
Rod bolt diameter M8x1.0
Crankshaft Stroke 81.40mm 3.205”
Crankshaft Weight 10.2kg 22.4 lbs.
Crank Rod pin size 44.00mm 1.7323”
Crank Main pin size 48.00mm 1.88975”
Crank Damper diameter 133.00mm 5.2360”
CYLINDER HEAD
Intake Runner
Dimensions (8 total) 26x32mm 1.03”x1.26”
WxH 
Rounded Corner
Intake Runner Shape
Rectangular
Individual Cylinder
16.7cm2 2.60in2
Intake Runner Area
Total Intake Runner

67cm2 10.38 in2
Area
Valve Head Diameter,

30.00mm 1.181”
Intake
Valve Stem Diameter,

4.966mm 0.1955”
Intake
Exhaust Runner
34.8mm 1.370”
Dimensions (4 total) Dia.
Exhaust Runner Shape Round
Individual Cylinder
9.5cm2 1.47in2
Exhaust Runner Area
Total Exhaust Runner

38.0cm2 5.88in2
Area
Valve Head Diameter,

25.00mm 0.9843”
Exhaust
Valve Stem Diameter,

4.956mm 0.01951”
Exhaust
CAMSHAFT
Camshaft Journal Size 25.00mm 0.984”
Camshaft Base Circle 30.00mm 1.181” 
Intake Cam Max Lift 7.9mm 0.311”
Exhaust Cam Max Lift 6.6mm 0.260”
Intake L/D 26.30%
Exhaust L/D 26.40%
OTHER MEASUREMENTS
Throttle Body Plate Diameter 52.00mm 2.047”
Cylinder Block
Lightweight & Ribbed
The aluminum alloy engine block uses permanent mold technology with
high-strength alloys. The block features thin-wall casting in low-stress areas
to minimize weight. If this engine were a person, it would have under 10
percent body fat. Extensive ribbing adds to the skeletal strength in high
stress areas. The engine’s “open-deck” design trades off some cylinder
strength for lower weight, lower production costs and improved cooling
balance and efficiency. A big unknown is how much power the factory
cylinders can endure. We are betting that doubling the power on our build
will still be within the capabilities of the factory cylinder walls. If not,
aftermarket sleeves to the rescue.
Pistons
Hyper Cast w/DLC Pins
The OEM hypereutectic pistons were a pleasant suprise. The unmachined

surfaces of these cast pistons have a near machined finish. Piston crowns
and top ring lands feature a performance enhancing coating, while a
friction-reducing coating is found on the asymmetrical skirts. Piston pins
feature a diamond-like-coating (DLC) for exceptional wear resistance. These
are some of the best OEM cast pistons we’ve ever seen. It wouldn’t suprise
us if these pistons could survive in a 350hp or perhaps even 400hp engine.
Oil Pan
Oil Sump & Block Support
The primary purpose of an oil pan is to keep a continous supply of engine oil
around the oil pump’s pickup assembly. On the EcoBoost 1.6L engine, the
pan also adds structural support between the engine and the transaxle
assembly.
Made from what looks to be a permanent mold process, this aluminum oil
pan also helps to add some rigidity to the block’s bottom.
Connecting Rods
Weakest Link Contender?
If you ever have to bet on what engine component will fail first when the
power is increased, always bet on the connecting rods. While there are
exceptions to the rule, the weakest links in most engines (including
everything from the Honda D16 to the Nissan VR38) are the connecting rods
or rod bolts. On the EcoBoost 1.6L, a hot-forged powder metal process and
cracked rod cap process is used in the manufacturing process. While those
processes add strength, we are concerned that the overall cross sectional
area of the rod beams may not be enough. Additionally, the rod bolts are
among the smallest diameter that we’ve ever seen and they are a torque-to-
yield design than cannot be reused. To be safe, we’ll be upgrading the rods
on our build.
Crankshaft
A Cast from the Past
We can’t recall the last time that we’ve seen an inline four-cylinder
crankshaft that was manufactured by a casting process rather than a
forging process. Forged Honda and Mitsubishi inline four-cylinder cranks
have proven to handle in excess of 1,000 flywheel horsepower. The
EcoBoost 1.6L engine uses a cast crankshaft. How much will it hold? We are
going to see if 400 wheel horsepower is beyond its limits.
Crank Damper
Business as Usual
There is nothing out of the ordinary about the crankshaft damper. However,
upgrading to an aftermarket SFI-approved damper will make the engine
legal for competition in various racing classes. The aftermarket damper
should also improve bearing and crankshaft life. Considering that the factory
crank is cast, we consider a crank damper upgrade a must.
Main, Head Bolts &


Bearings
Big Caps, Girdle & Three-Piece Thrust
The EcoBoost 1.6L features some massive main caps with an integral girdle
system (a.k.a. beam). This is a very robust solution and we’ll probably come
nowhere near its limits. The main studs are torque to yield and should not be
reused. As always, we’ll look to ARP for a main stud kit solution and we’ll
CNC vertically line bore the block for optimum crankshaft alignment in the
block. A new generation three piece integrated thrust bearing is part of the
main bearing solution.
Cylinder Head
16V High Velocity D-Ports
While some of the newer 4-cylinder engines incorporate a two-piece design

to the cam journals (FA20, F20/F22C, etc.), the EcoBoost 1.6L keeps the
lower cam journals as part of the casting. The cylinder heads ports, valve
design and combustion chamber are designed for high-velocity flow and
exceptional combustion efficiency. All eight Intake ports feature a visible “D”
shaped design. These D-shaped intake ports allow the intake flow to be
efficiently and quickly turned from the intake manifold into the cylinders with
a minimal loss in flow velocity.
The cylinder heads rely upon shimless buckets that are available in 36
different thicknesses to set proper lash clearance. The bolts used to secure
the cams and variable cam timing bridge are designed to be reused only
once so we hope ARP makes an upgrade in the near future.
(Left) Here’s a look at the combustion chamber. Notice the center hole for the
direct injection. (Right) The variable cam timing bridge is removed along
with the rest of the valvetrain.
Camshafts
Twin Cams Direct the Action
The camshafts act directly upon the buckets without a rocker arm assembly.
This direct acting setup improves performance and reliability. Since the
engine uses a high-pressure mechanical fuel pump for the direct injection of
fuel into the cylinders, one of the camshafts has an additional lobe to drive
this mechanical high-pressure pump.
Cam Gears
Variable IN/EX Valve Timing
By having computer-controlled variable valve timing on both the intake and

exhaust camshafts, the valve events can be optimized for peak performance,
efficiency and emission reductions from idle to redline. As one would expect,
the OEM design must optimize the cam timing to minimize engine emissions.
When these engines are used in competition, the variable cam timing can be
optimized for peak performance. The end result of this technology is
improved idle quality, increased idle vacuum, reduced emissions, increased
torque and power throughout the powerband and increased fuel economy.
Valvetrain
Light is Right
As modern engines are turning to smaller and smaller valve stem diameters
to maximize flow, the EcoBoost 1.6L features 5.0mm valve stems (the
smallest we’ve seen, B-series Hondas are 6.5mm for comparison). Intake
valves are 30mm in size while exhaust valves are 25mm. The intake valves
feature a black-nitride coating for increased stem life.
Head Gasket
Multi-Layer Stainless Steel
The OEM head gasket is a multi-layer stainless steel (MLS) design that
incorporates a sealing silicone.
Turbo System
No Turbo-Fold Here
Unlike some of the other engines in the EcoBoost family that use a “turbo-
fold” turbocharger system where the turbine housing is cast as part of the
exhaust manifold, the EcoBoost 1.6L keeps the turbine housing independent
from the manifold. The turbo is a high-response Borg Warner unit with
integral wastegate and compressor bypass. We opted to upgrade to a
FULL-RACE manifold and Borg Warner EFR-series turbo for the ultimate in
response and performance.
A water-cooled center section of the turbocharger. The chart shows the

factory power output and maximum power output (bolt-on engine upgrades
and boost levels increased) of the engine with the OEM turbocharger on 91-
octane gasoline.
Actuators and Solenoid

Boost and Surge Control
Boost is regulated through a massive actuator and integral wastegate

assembly on the turbocharger. The Fiesta ST employs a boost solenoid that
modifies the signal into the actuator as needed. The ECU of the Fiesta ST 
also regulates the operation of the compressor bypass solenoid on the
turbocharger. Since the ECU knows the exact throttle angle, manifold
pressure and pedal input, it can optimize the actuation of the compressor
bypass to eliminate compressor surge.
Throttle Body
Driven by Wires
The 52.0mm drive-by-wire throttle body is controlled by the ECU.
Intake Manifold
Plastic-Man!
Plastic intake manifolds are becoming more and more common on modern
engines. While early plastic intake manifolds did not take kindly to
aftermarket forced induction, this manifold was designed for a lifetime under
boost. While it’s more cosmetically challenged than an aluminum variant, it
should be able to get the job done.
Fuel Rail and Direct

Injectors
Performance and Efficiency Maximized
Direct injection allows superior atomization of the air-fuel mixture in the

combustion chamber. This improved mixing allows for engines to run higher
compression ratios for increased thermal efficiency. Unfortunately, the
aftermarket is still playing catchup with direct injection and upgraded direct
injection pumps, as injectors are only available on limited applications. Since
no EcoBoost 1.6L direct injection upgrades currently exist, we’ll be adding a
secondary port fuel injector system to meet our fuel demands at 400whp. As
an added benefit, this fuel system will keep the backside of the intake valves
clean.
Spark Plugs
Iridium by NGK ILZTR6A8G
The spark plugs feature a laser-welded iridium electrode measuring just

0.6mm in diameter with the gap being set at 0.6~0.7mm. The combination of
small center electrode and small plug gap allow the plug to fire under the
extreme cylinder pressures of turbocharging. We’ll be using some NGK
Racing plugs of the colder #8 range in competition.
Double or Nothing
Outlining our Plan for 400 WHP
As with any engine platform, there are components that we like and those
that we’ll need to replace to reach our power goals. Aftermarket pistons and
rods will eliminate the chance of failure in these areas. However, the cast
crankshaft and open-deck block design of the EcoBoost 1.6L engine do cast
a small shadow of doubt that we can reach our 400whp goal. Still, I’d rate
our chance at 95 out of 100 to hit the mark. Considering the engineering,
motorsports, machining and engine assembly experience that we have on
staff at DSPORT, taking the EcoBoost 1.6L to new heights should be well 
within our pay grade.
FIESTA FORD PROJECT FIESTA
 Michele Abbate | GRR Racing Hondata Introduces Reflash for

Supercharged Scion FR-S the 2016 Honda Civic 
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27/04/2023, 00:18 Ford EcoBoost 1.

6L Analysis | Turbo, Direct-Injection & CCVTC

Wednesday 26th April 2023

Ford EcoBoost 1.6L Analysis |

DSPORT Issue #168

A line of 197-hp EcoBoost 1.6L engines wait for placement in a Fiesta ST

OEM Engineering and

design, test and oversee

Pushing the Envelope

Teardown for the

Of course, DSPORT Magazine and dsportmag.com are reliable sources for

The EcoBoost 1.6L engine features an open-deck design that ensures

By the Numbers | Ford

Block Weight 20.6kg 45.3 lbs.

Displacement 1596.2cc 97.4 cu.in.

Bore/Stroke Ratio 0.97:1 Undersquare

Rod/Stroke Ratio 1.646:1

Deck Height 203.85mm 8.025”

Cylinder Bore 79.00mm 3.1108”

Cylinder Bore Spacing 87.00mm 3.4258”

Main bore diameter 54.00mm 2.1260”

Rpk 11.0~16.0 µin

Rvk 31.0~38.0 µin

Deck finish Ra~15-22 µin

Main bore finish Honed Honed

Piston Construction Cast w/Coated Skirts

Piston-to-Wall Clearance 0.028mm .0011”

Piston Weight (w/o pin) 250g

Piston Ring sizes

Piston Ring Weights 15.4g

Piston Pin Weight 79.0g

Head Gasket Bore

Head Gasket Thickness 0.5mm 0.020”

Head Gasket Stopper Ring

Rod C-to-C Length 134.00mm 5.2758”

Rod Small End Weight 102.6g

Rod Big End Weight 304.4g

Rod Small End Pin Diameter 21.00mm 0.8276”

Rod Big end housing diameter 47.00mm 1.8519”

Rod bolt diameter M8x1.0

Crankshaft Stroke 81.40mm 3.205”

Crankshaft Weight 10.2kg 22.4 lbs.

Crank Rod pin size 44.00mm 1.7323”

Crank Main pin size 48.00mm 1.88975”

Crank Damper diameter 133.00mm 5.2360”

Total Intake Runner

Valve Head Diameter,

Valve Stem Diameter,

Exhaust Runner Shape Round

Total Exhaust Runner

Valve Head Diameter,

Valve Stem Diameter,

Camshaft Journal Size 25.00mm 0.984”

Camshaft Base Circle 30.00mm 1.181” 

Intake Cam Max Lift 7.9mm 0.311”

Exhaust Cam Max Lift 6.6mm 0.260”

Intake L/D 26.30%