Dropping from a high gear aimed at economy to a lower gear aimed at aceleration at a certain engine speed range.... now who'd have thought that?

Dropping from a high gear aimed at economy to a lower gear aimed at aceleration at a certain engine speed range.... now who'd have thought that?

Certainly not diesel drivers

Certainly not diesel drivers

I dunno, I've always driven a derv, but when I get into the mini or any other petrol car, i quite enjoy dropping a cog and not running out of puff at 4k.

Different horses for different courses, but bearing in mind these things are mostly used as town cars, with an occasional trip out on the DC/Motorway, I think it'll be a cracking engine.

The next thing they need to do, is get the weight of the cars back down and you'll be able to build 205GTI, MKI/II Golf GTI and the original hot nova/XR2i type cars that are fun and not needing massive engineering to keep them in the road.

Of course if they can keep the feel without dialing in the lift off oversteer that would probably be handy too

In the derv, I know I can accelerate in the gear I'm in, but if i really want to make significant progress at a point, then Idrop a gear or make sure I'm aproaching the overtake in the right gear in the first place.

Edited 26 February, 201214 yr by cheezemonkhai

I totally agree about the laziness of diesel drivers and the way that slug alters one's perception of acceleration and performance. I borrowed my dad's C280 the other day ( an immaculate 1995 with the old 24valve straight six). I thought it felt gutless at first but then auto in sport and let the engine sing a bit and I found the acceleration. The engine actually produces similar torque output to my Fabia (around 220 lb ft) but in the old Merc it is up at 4000 rpm. I actually miss working a petrol engine too Cheezymonkai. Having said that I'd much rather have the instant in gear poke of a decent Turbo than an extremely peaky engine like a Honda V Tec or a Mazda rotary for example as crucial fractions of a second are lost changing down and waiting for the engine to come on song.

@ChrisGB Yeah it would be interesting to see this engine in a light kit car or even a KA or Fiesta. Ford say they have to put it in a Focus and not a cheaper car to get their development costs back though. I wonder what the NVH will be like though. Most triples I have driven have been pretty raucous ( in a nice way ) but it is not something buyers of a car pushing £20K in some instances would like.

ADDENDUM: @Chris Ford is Caterham's supplier now isn't it. we might see this little motor in a super 7 replacing the 1.6

Edited 14 March, 201214 yr by Matt Bodycombe

@ChrisGB Yeah it would be interesting to see this engine in a light kit car or even a KA or Fiesta. Ford say they have to put it in a Focus and not a cheaper car to get their development costs back though. I wonder what the NVH will be like though. Most triples I have driven have been pretty raucous ( in a nice way ) but it is not something buyers of a car pushing £20K in some instances would like.

ADDENDUM: @Chris Ford is Caterham's supplier now isn't it. we might see this little motor in a super 7 replacing the 1.6

A slightly hopped up vesrion of that would make a characterful and very light weight power plant for something Caterham like. I personally find 4 pot motors anodyne and soulless generally, so a move to 3 pot motors gets my vote.

From the end of this month I will be using a 3 pot diesel for driver training. Looking forward to something different to be honest. It is quite a smooth powerplant, being small displacement, it is refined, certainly better on NVH than the older VW 1.4 PD triple. I think the combination of small cylinders, 120 degree crank spacing, balancer shaft and clever engine mounts makes for NVH on a par with or better than a similar size 4 pot.

I have had all sorts over the years, for me, the 6 and 12 pot motors are my favourites, but a V8 sounds good too.

Chris

Yeah i heard you are getting a Rio 1.1 crdi for teaching. Would be interesting to experience that car Chris. I need to come to the meets again: been busy. See you next month all being well.

I expect most drivers wont give a damn as long as the engines longevity = 3 years.

Hmmm I expect my engine to last a bit longer than 3 years tbh as i'd be looking to sell the thing on at some point. Ford assure us that this engine is good for 150K plus like its bigger petrol predecessor though.

3 years? If an engine went in under 6 years you'd have a good reason to get onto trading standards about not fir for purpose.

First clip of the ecoboost running: it sounds as sweet as a nut to me:

Sounds tinny and awful to me :p

I used to have a Triumph 955i (955cc triple) with a race silencer, now that sounded lush on song, and was pushing out around 150hp without a turbo

I agree though, smaller forced induction engines are the way forward tbh, its a pity UK VED is based on emissions which favour diesels, you can't tell me they are better for the enviroment* ! (and my current family car is a diesel before I am accused of anti-derv posting ).

* not that I believe the hype, but that's OT.

Sounds like the 1.2 TSI with a higher pitch at the upper end.

I was impressed with this power unit until I found out that it weighs 97Kg. Lardy lardy.

Chris

Chris: driven one and it is bloody impressive none the less (and 40KG less than the 1.6) . That is the fully dressed engine as fitted but I am guessing the iron block has a lot to do with that. I am guessing they wanted to make a strong, robust engine. It pulls like a train nevertheless.

Edited 13 May, 201214 yr by Matt Bodycombe

Cambelt immersed in oil... I'm hoping that means enclosed/protected so it lasts longer but I'm fearing... £1000 for a cambelt change!?!?

Engine seems to have all the trick technology applied to it. Direct injection, variable valve timing, it'll be DbW. I'd guess that means it'll be quite responsive. Something of a shame to have to run it strangled by cat/emissions requirements, as running a more stratified charge could allow decreased turbo lag through less throttling of the intake. Just add more fuel (initially) to go fast as opposed to "open throttle, meter more air, then add fuel, tap watch or foot nervously, oh off we go..." .

Vindaloo the oil immersed belt is supposed to last the life of the engine. I drove the Focus with the 125 bhp engine and I can report that there is no turbo lag to speak of and that is is a very responsive, smooth and free revving engine. It really is a little gem to be honest.

Oil immersed cambelt = cam chain perhaps?

Nah it's a belt apparently...