The 2.0-liter Ti-VCT engine and PowerShift dual-clutch transmission for the North American market will not be marketed in Europe. The global powertrain lineup for the new Focus will include a range of Ford EcoBoost four-cylinder turbocharged direct injection engines—including the 1.6-liter unit in Europe and a choice of advanced and improved Duratorq TDCi common-rail diesel engines—all of which offer reductions in fuel consumption of between 10 and 20% compared to the outgoing models.

The global powertrain lineup for the new Focus will include a range of Ford EcoBoost four-cylinder turbocharged direct injection (DI) engines—including the 1.6-liter unit in Europe and a choice of advanced and improved Duratorq TDCi common-rail diesel engines—all of which offer reductions in fuel consumption of between 10 and 20% compared to the outgoing models.

Core engine technologies. Ti-VCT applies variable cam timing to both the intake and exhaust camshafts of its DOHC design, using electronic solenoid valves to direct high-pressure oil to control vanes in each of the camshaft sprocket housings. By using one oil control solenoid per camshaft, controlled by the Electronic Control Module, each intake and exhaust cam can be advanced or retarded independently of the other as engine operating conditions change, providing an exceptional degree of valve timing control.

Fuel metering duties on the 2.0-liter I-4 are handled by a DI system that precisely delivers a fine mist of fuel directly into each cylinder for optimal performance, economy and emissions. With DI, the engine can safely operate at a high 12:1 compression ratio (compared with the current engine’s 10:1 ratio). The engine will also be E85 flex fuel-capable.

The high-pressure fuel injectors are positioned to the side of each cylinder, aiming the fuel directly into the cylinder adjacent to a high-intensity spark plug and alongside the intake and exhaust valves. Fuel is sprayed into the cylinders at pressures of up to 2,150 psi (148 bar)—about 35 times more intense than PFI injection.

Denso high-pressure fuel injectors use internal solenoids to precisely switch the flow of fuel on and off. The electronic control system varies the timing and intensity of the fuel delivery according to engine operating conditions.

Complementing the efficiencies introduced by Ti-VCT and DI, every aspect of the proven 2.0-liter I-4 was examined to identify ways fuel economy could be improved. Key strategies focused on reducing internal engine friction and reducing overall weight.

Computer modeling indicated areas where friction reduction strategies would pay the most dividends. The valvetrain received a fine surface treatment to present the smoothest surface possible. Piston skirts are treated with a special low-friction coating, and the oil pump and its drive ratio are sized for the exact capacity requirements of the new 2.0-liter engine.

Accessory drive friction was also reduced through a series of actions. Electric Power Assist Steering eliminates the drag of an engine-driven power steering pump, while the use of so-called stretchy belt technology removes friction in the form of a belt tensioner on the air-conditioning compressor drive system.

Additionally, an overriding alternator decoupler—essentially a special pulley that reduces certain types of vibrations—allows the alternator and water pump drive belt to operate at a much lower tension than is typically used, further reducing frictional losses.

To keep overall powertrain weight as low as possible, the block, cylinder head and oil pan are aluminum castings. To increase rigidity, these elements are ribbed for additional strength and durability. Pistons are cast aluminum as well, with the light weight helping to reduce reciprocating mass.

Composite material is employed to keep intake manifold weight to an absolute minimum, while allowing for induction routing to increase thermal efficiency and improve low-end torque characteristics.

The next-generation Ford Focus revealed at the 2010 North American International Auto Show showcases Ford’ fuel-efficient PowerShift transmission. Click to enlarge.

Transmission. The new PowerShift six-speed automatic transmission is a dual dry clutch transmission, operating with sealed internal lubrication, reducing friction and contributing to Focus fuel economy improvements. The lack of pumps and hoses reduces complexity, saves weight and contributes to fuel efficiency.

Twin internal clutches keep the PowerShift in constant mesh, continuously optimizing for maximum responsiveness and fuel efficiency, depending on engine speed, vehicle speed and input from the driver’s foot on the accelerator pedal. The new technology provides significant fuel economy improvement, and for the driver, it retains the operational ease of an automatic with noticeably quicker and smoother shift quality.

An additional feature is Hill Start Assist functionality. This sensor-based system will “hold” the brakes for an instant (2.5 seconds) to prevent rollback when stopping or starting from rest on an incline. Employing a digital accelerometer to measure slope incline, the system activates automatically when the incline exceeds 3%.

Structure. The Focus platform provides a strong and stiff structure, which not only benefits vehicle dynamics and refinement but also provides the basis for enhanced crash performance. High-strength steels comprise 55% of the body shell, and more than 26% of the vehicle’s structure is formed from ultra-high-strength and Boron steels—significantly more than any other Ford product. These advanced materials help the structure meet the most stringent crash legislation across world markets, while minimizing the vehicle’s weight.

The structural integrity of the body shell is also reflected in its torsional rigidity, which is 25% greater than the current North American Focus.

Battery-electric. The next-generation Focus will be the platform for the battery-electric version of the car to be introduced in 2011. (Earlier post.)

Global aspects. The new Focus is expected to be sold in 122 countries around the world, and will be nearly identical in all markets, with 80% parts commonality around the world. Production start for Europe and North America late in 2010 and market launch early in 2011. Asia, Africa and South America production will follow. Initial production will be concentrated at the Saarlouis (Germany), Michigan (United States) and Chongqing (China) Assembly Plants.

The new Ford Focus was developed by a global team, led from Ford’s European small and medium vehicle center of excellence in Merkenich, near Cologne, Germany, with powertrain development led by a similar team at Ford’s technical center in Dunton, England.

Ford’s European driving dynamics specialists have also enhanced cornering stability and agility with the introduction of an advanced Dynamic Cornering Control system, which uses torque vectoring techniques to transfer power between the drive wheels to deliver reduced understeer, improved traction and better turn-in.

MyFord. The new Focus will offer MyFord, which provides the driver with a combination of controls and display screens to operate the key vehicle features. On high series vehicles, the MyFord system includes an 8-inch touch screen, allowing the driver to control a wide range of functions via a clear and intuitive color display.

MyFord is complemented by a new generation of Ford’s SYNC connectivity package, which includes a voice control system, Bluetooth and satellite navigation, along with connection points for a wide variety of external devices and media players.

Other available safety and convenience technologies include keyless entry and Ford Power start button, a rearview camera and a semi-automatic parallel parking system that automatically steers the vehicle into a parking spot.