You crazy?!?! []

I like this engine 100000x more than the split port vibrator i had (see focus mk1)!

From what i understand its basicaly a duratec 2.0L with GDI.


Why the hate? Ok not tunable like previous gen... but MPG MPG!!!

 

I wouldn't say so, its a stout peppy 4 banger that can get great gas mileage. (I say this but I wish ford had of put their less is more philosophy into practice with a 1.6 ecoboost motor as the standard or upgradable option for the car. 18 more hp and a whopping 40 more lbs of torque).

 

1.6L ecoboost has disappointing mpg in real life.

That's what i've read.

It is in fact a lot worse than the 2.0L n/a.

IMO, not worth the extra cash , maintenance and less mpg.

But you are right, more performance though !

 

Nothing can beat the whistling turbo sound! I drive a 1.6T 207 Peugeot RC with a Forge Blow Off Valve.... Sweet heaven!

 

I'm loving my 2.0! Had a Taurus with 3.5L prior to this. The power delivery out of the Focus is better. The Taurus was way more peaky and much more difficult to modulate. I can get the FoFo where I want it, when it want it. Of course, the manual helps!

 

I really like this engine.

Mid and top-range power feel good. Low-end torque is lacking, making 2nd gear starts quite tough, but I digress!

The sound is decent too - almost sporty [chairfall]

Fuel economy is fine - no complaints.

 

No problems with mine. I really rather like the NA version of this car. I think the suspension is better suited to handle the 160hp that the stock engine produces (EDIT: as compared to the ST's 252hp), but to each his own.

It has a wide power band, kicking in at about 2500 rpm all the way up to about 6200 rpm.
Below 2500 rpm, the engine lags significantly. Gotta drive it like you stole it.

Other than a scant few mysterious pin-hole coolant leaks on just a few cars, I haven't heard of any problems with the engines.

On the other hand, I have heard that GDI engines are bad about carbon fouling on the intake valves to the point that the engine can't suck in enough air to run/breathe (think asthma). It has to do with the fact that there is no fuel in the intake charge.
If it becomes a problem, we're all looking at a relatively simple head job somewhere between 100,000 miles and 1,000,000 miles.

 

Thought I had read where the Ford 2.0 direct injection engine has a way to eliminate or reduce the carbon fouling that other DI engines suffer from, but heck if I can find the article.

Here it is:

Although he called intake-valve deposits “a fact of life” for GDI engines because the lack of raw gasoline sucked in over the intake valves of a conventional port-injected engine to “wash” the valves, Ford’s figured out the proper injection-timing calibration to help eliminate the problem. But he also said the technology of injection components – particularly the high-pressure solenoid injectors – has quickly matured, meaning excess valve deposits should be a thing of the past.

Link: http://www.edmunds.com/autoobserver-archive/2011/03/fords-new-big-gun-in-small-car-engines.html

 

Really like this motor; not a fan of the stupid rev limiter (more like rev cut off!), but all the other comments are spot on.

 

You can actually raised the rev limiter by using custom tune

 

good to great mpg out of my 2.0, and once I drop the DCT into Sport mode and/or manually downshift, I have absolutely no problem with power.

 

I've been told (by the guy who sold my dad his audi) that really getting on it on a highway on ramp every month or so will help mitigate the carbon fouling on intake valves in DI engines.

 

It takes more than a full throttle highway ramp entrance to mitigate carbon deposits on intake valves. A so called "Italian tuneup" requires keeping the revs at 4,ooo for about 20 minutes. This gets the valves very hot to burn carbon while increasing intake velocities to blow off the soot.

The Ford Duratec DI engine has not had a huge problem with carbon fouling of the intake valves like BMW had. Ford engineers learned from other manufacturer's mistakes and were able to devise a injection/valve timing algorithm to minimize the problem. Still, any direct injected motor is subject to intake valve carbon fouling over the long term since no detergent fuel ever washes over the intake valves. (the fuel charge on a DI engine is delivered directly into the combustion chamber)

I also believe in running a low volatility (low NOACK) synthetic oil to minimize oil vapor being returned to the valves.

 

I am really enjoying the engine so far. I had a 2007 Focus with the 2.0 duratec before and it was a solid engine but i defintely like this one better. It has more power well getting better fuel economy. Cant argue with that. My only complaint would be i wish it had maybe 20ish more HP from the factory. other then that i love this engine.

 

Regarding the Ti-VCT engine...it looks the same as my girlfriend mk1.5 2007 focus (duratec)... same layout except fuel rails stuff (obvious it's a GDI)

internals are the same?

 

Maybe. It sounds like the head makes all the difference.

Ti-VCT 2.0L:
12.0:1 compression
3.44" bore
3.27" stroke

Duratec 2.0L:
10.0:1 compression
3.44" bore
3.27" stroke

 

My 4Runner is a direct injection motor and I don't think carbon fouling is an issue on the 3.4 V6s. I've got over 180k miles on mine and I just run a can of BG's 44k through the fuel system once a year and it runs great. Are there other manufacturers DI engines that share this problem?

 

VW, BMW, Audi and Mazda have had issues with intake valve carbon fouling on DI engines. BMW even has a walnut shell blasting protocol to clean the valves.

http://www.edmunds.com/autoobserver-archive/2011/06/direct-injection-fouls-some-early-adopters.html

Audi
http://www.audizine.com/forum/showthread.php/336352-Audi-FSI-Engine-Carbon-Build-up-Megathread/page3

Mazda
http://forum.mazda6club.com/mazdaspeed6/241011-carbon-build-up-speed-6-3-big-issue.html

Audi RS4 with 30k miles

 

The engine is a gem.

The 4 people here that have disdain for the DCT are clearly a minority.

 

It might be 4 people that have disdain for the DCT as far as what it is and how it operates in theory....but in practice as is with this model in these cars...most those complaints are real. Fortunately it appears that the latest TSB may nip most of that finally.


I do agree with the engine however. It's an excellent motor for what it is and it's purpose. As far as if the DI causes significant valve fouling at all, or exactly how long it takes to get to that point, who knows....but there are many out there by now very near and past triple digits on the odometer and none of those type complaints popping up on the net so far....so I would say at the very least, the design and algorithms to mitigate that stuff are working to an acceptable level.


Also, at the end of the day, you have to consider how long you are REALISTICLY going to keep the car. I've seen A LOT of people over the years worry about long term potential issues on whatever random car they will never keep more then a few years anyways. Why worry about something that may happen 10yrs down the road if you're probably going to switch cars in 3, or at 100k mi when you wont even see the odo hit 50k...that sort of thing. Whatever issues a car may have down the road is a moot point if you aren't hanging on to it long enough to reach that point.

 

I briefly had a '14 Kia Rio with a GDI engine and they recommended using only Top Tier gas. It seems these brands are a bit cleaner burning so that's all I use. Costco Premium 92 octane FTW, they are cheaper than Arco and actually Top tier.