(November 4, 2012) BRENTWOOD, Essex — Ford’s new 1.0-liter three-cylinder EcoBoost engine has notched up another accolade winning the The Dewar Trophy 2012. The trophy, for outstanding British technical achievement in the automotive industry, was presented to Graham Hoare, head of the Ford Dunton Technical Centre, and members of the EcoBoost engineering team at the Royal Automobile Club this past week.

Ford triumphed over 35 other companies and organizations to gain a unanimous verdict from the judging panel. The Ford team was recognized for setting themselves challenging targets and bringing together a significant number of advanced technologies to push the boundaries of engine design.

“Ford‘s engineers at Dunton have produced an outstanding downsized powertrain that delivers exceptional economy while achieving the high torque and relaxed driving characteristics normally associated with a diesel and the smooth, free-revving qualities of a petrol engine, that has won acclaim from everyone who has driven it,” said John Wood MBE, Chairman of the Dewar Technical Committee.

Graham Hoare (right) receives the Dewar Trophy from Tom Purves

Steve Cropley, Dewar Technical Committee member and editor-in-chief of Autocar magazine added: “Ford’s 1.0-liter EcoBoost engine sets extraordinary new standards of efficiency, refinement and driver appeal — and brings them to the mass of British drivers who buy and drive affordable cars.”

Ford's latest breakthrough in engineering, the 1.0-liter Earlier this year the 1.0-liter engine won the 2012 "International Engine of the Year" award at the Engine Expo in Stuttgart, Germany. The tiny three-cylinder also bagged the "Best New Engine" and the "Best Engine Under 1.0-liter" awards at the same event.

The engine — small enough to fit on an letter-size sheet of paper — was designed at Ford’s Technical Centre. The three-cylinder engine is available in the Ford B-MAX, the Ford Focus and the Ford C-MAX in Europe. It will also be used later in the U.S.

1.0-liter EcoBoost innovations:

    • An exhaust manifold, cast into the cylinder head, lowers the temperature of exhaust gases to enable the optimum fuel-to-air ratio across a wider rev band
    • A unique cast iron block warms the engine more quickly than a conventional aluminum block to cut by 50 per cent the amount of “warm-up” energy required, and reduce fuel consumption
    • Two main engine drive belts are immersed in oil to ensure quieter, more efficient operation
    • Offsetting the engine configuration by deliberately unbalancing the flywheel and pulley instead of adding energy-draining balancer shafts to minimize vibration.