Let me commend the engineers that were responsible the advancements employed in the 2.3 liter Duratec Engine. I am well aware of the new upgraded, turbocharged, direct cylinder injected 2.3 and encourage the continued development of this power plant.
While no one can dispute the flexible wide power band that is produced by this engine, an emphasis still needs to be placed on the torque produced between 1000 to 3000 rpm. It is this area that the engine is going to end up in high gear at cursing speeds. If the engine can make a fair amount of torque at 1200 rpm and we stack enough ring and pinion on it, coupled with one of these new 6 speed transmissions, is there any doubt that fuel economy could be in the high 30s or even in the low 40s.
We are already being told this time next year, the fuel prices will be up another dollar a gallon. For most of us, this is going to hurt .
How do we get the low-end torque?
Ford has already given us the VVT which is very good to shorten valve timing at overlap and has been done by adding a helix actuator on the intake cam. Now I hope Ford will finish the job by adding another one to the exhaust cam and not only limit timing at low rpm speed but also advance both cams for more low end torque. This coupled with direct cylinder injection, a 6 speed transmission and some tall gears, should help a lot. Less
revolutions per mile should be the ultimate goal.
One more thing : I took a look at the new 3.5 liter V6 and I wish that Ford would put the deck
back on the block. Free standing cylinders do have eventual issues with head gasket sealing.
I hope someone is listening.