ford’s new 1.4 l duratorq tdci more efficient & capable
TRANSCRIPT
The Figo would count as Ford India’s most successful product since the company set foot in India in 1995.
Launched in 2010, the VFM quotient of the Figo was already high, but Ford India decided to give it a mid-cycle
facelift towards the end of last year with several changes to its design, features, and technology. Both the petrol
and diesel engines underwent changes. We drove the diesel variant to bring you details of the engine’s architecture
and improvements.
FORD’S NEW 1.4 l DURATORQ TDCiMORE EFFICIENT & CAPABLE
1.4 l DURATORQ TDCi
The engine specifications stay the same
for the 1.4 l Duratorq TDCi at a peak
power output of just over 68 hp and
torque of 160 Nm at 2,000 rpm. The
same engine has been powering the
Fiesta Classic and Ikon for some years
now. The engine features some interest-
ing architectures and creative solutions
to overcome challenges that are natu-
rally associated with diesel fuel. In
order to counter the high compression
ratio of a diesel engine, the block con-
struction features a unique design to
overcome stress. During the casting pro-
cess, cast iron bore liners are installed
in the block for further strengthening.
To keep weight in check, the engine
employs cast aluminium pistons, which
operate in cylinders with a bore of 73
mm and stroke of 82 mm. Multiple
weight check measures help in keeping
the overall engine weight down to just
98 kg. Being an undersquare engine, it
is compact and develops most of its
torque at lower rpm. Owing to the
changes to calibration in the new Figo,
the car accelerates slightly quicker from
a standstill and through the gears.
Although there is no change in the
power output or performance, the car
feels marginally quicker in first and sec-
ond gear. This is primarily due to
54 www.autotechreview.com
TECHNOLOGY ENGINE
changes in the ECU calibration. We
were able to achieve a 0-100 accelera-
tion time of 16.2 s using a handheld
GPS device.
The fuel-injection system is a com-
mon rail unit and is claimed to improve
power, efficiency and lower NVH levels.
The fuel injection system is capable of a
peak injection pressure of 1,500 bar,
which helps improve fuel atomisation,
resulting in a more homogeneous com-
bustion. Piezo injectors further ensure
injection of precise quantity of fuel,
leading to lower consumption. The val-
vetrain features a single overhead cam-
shaft design (SOHC) with two valves
per cylinder. Although a DOHC
would’ve been theoretically better, the
decision to use SOHC seems to be
driven by cost-management. Valves are
driven by a nylon timing gear with rub-
ber belt, a combination claimed to offer
higher durability.
Low-friction is a highly pursued
attribute by powertrain engineers these
days as it directly benefits power and
efficiency. Usage of roller cam followers
significantly reduces the friction and
aids fuel-efficiency. Further, the valve-
train is driven by a glass-reinforced
high-nitrile butyl rubber belt, which is
claimed to offer longer life. This belt
also drives the water pump and fuel
pump along with the camshaft.
Ford claims lower NVH levels due to
usage of double-bulb weather strips in
the door, but the difference was hard to
make out without a decibel meter. In
general, the diesel engine’s sound is still
on the high side and does filter signifi-
cantly in the cabin at high speeds or
under acceleration.
1.2 l DURATEC
The1.2 l petrol engine belongs to Ford’s
four-cylinder SIGMA engine family and
develops just over 70 hp and a torque of
102 Nm at 4,000 rpm. The engine fea-
tures a compression ratio of 9.75:1 in
order to better suit the inconsistent fuel
quality in India. In order to control
weight, the engine block and cylinder
heads are made from aluminium. The
water jackets too have been designed in
order to compliment the four-valve cyl-
inder head. Weight is kept in further
check by usage of a thermoplastic
intake manifold.
The valvetrain of this engine is more
modern in the form of a dual overhead
camshaft (DOHC) design. The system
features hydraulic self-adjustable tap-
pets, which are claimed to reduce fric-
tion and powertrain NVH. Overall, the
petrol engine’s architecture is much
modern in comparison with its diesel
sibling, due to inclusion of technologies
such as drive-by-wire electronic throttle.
One can’t complain much though for
the diesel missing out on DOHC and
drive-by-wire as the cost at which it is
offered already provides one of the high-
est value in its segment.
TRANSMISSION
Another key revision came in the form
of the transmission, which now requires
lesser effort to operate. We could sense
the increased ease of operation during
our test and this is primarily a result of
changes to the shifter mechanism –
short throws and easier shifts. Add to
that a responsive and agile steering unit
and the Figo’s driver-friendly credentials
appear even better.
The IB5 five-speed manual transmis-
sion has been designed to perform opti-
mally in Indian conditions where most
of the regular run is done in dense traf-
fic. The clutch pedal characteristics
have been tuned to offer a low-effort
operation. The shift lever makes use of
cable shift technology, which ensures
that shifts are smooth and precise.
A thoughtful solution in the new Figo
is the double-sided dry clutch system,
which can automatically compensate for
clutch wear owing to a hydraulically-
operated clutch mechanism. A final
drive ratio of 3.82 for the diesel and
4.25 for the petrol engine indicates good
fuel-efficiency. This was testified during
our test, wherein we achieved an aver-
age fuel-efficiency of 16.2 km/l with
almost 60 % of the run being carried
out in dense traffic.
ROUND-UP
The new Figo features multiple technical
changes, aimed specifically at the Indian
market. All the new changes add signifi-
cant value and functionality to the new
Figo, which is priced at 3.85 lakh and
4.83 lakh (ex-showroom, Delhi) for the
petrol and diesel variant respectively.
TEXT: Arpit Mahendra
PHOTO: Bharat Bhushan Upadhyay/ Ford
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Owing to the revised engine calibration, the new Figo feels quicker in the first two gears
55autotechreview February 2013 Volume 2 | Issue 2
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