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Ford 1.0L EcoBoost I-3 Engine (Specs, Reliability & Issues)

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  • 6 min read

Last Updated on: 16th November 2023, 02:24 am

With a 1.0-liter inline three-cylinder gasoline turbocharged and direct fuel injected engine, the Ford 1.0L EcoBoost is the smallest engine in Ford’s EcoBoost series.

In 2012, the 1.0L EcoBoost engine debuted in the Ford Focus and C-Max. This power unit presently has a wide range of applications available in a number of power levels.

The engine is suitable for a broad variety of cars, including the little Ford Fiesta hatchback and the larger Ford Mondeo (D segment).

A naturally aspirated version with direct fuel injection or multi-port fuel injection was also available for the 1.0l Fox engine.

In this article, we’ll be discussing the design and specs of the Ford 1.0L EcoBoost engine, as well as its reliability and issues.


The 1.0 EcoBoost engine’s cylinder block is made of grey cast iron and features an open deck design.

Despite being heavier than aluminium blocks, cast iron blocks need up to 50% less energy to warm up. This has a beneficial effect on emissions.

Ford 1.0 inline-3 engine

Six counterweights and four main bearings are included in the cast iron crankshaft. The lack of a balancing shaft was made possible by the uneven flywheel and front pulley.

The engine works quietly and efficiently, with little energy wasted in turning the balance shaft.

Within the engine block, forged connecting rods and cast aluminium pistons with a reduced friction coating are employed.

Ford engineers updated the lubrication system to increase the engine’s efficiency. The 1.0l EcoBoost comes fitted with an electronically controlled variable displacement oil pump.

Above the block is a 12-valve aluminium alloy cylinder head.

The exhaust manifold is integrated into the cylinder head, which reduces exhaust gas temperatures and allows the engine to warm up more quickly after a cold start.

There are four valves in each cylinder, two on the exhaust side and two on the intake side. In the Direct Acting Mechanical Bucket (DAMB) valvetrain, polished solid buckets are employed (tappets).

The engine’s intake and exhaust camshafts are controlled by belts (DOHC engine).

The low-friction timing belt-in-oil drive with dynamic tensioner enables 20% quieter and more economical operating with the reliability of a chain.

The timing belt is guaranteed for ten years or 120,000 miles. The 1.0l EcoBoost comes standard with Ti-VCT (Twin Independent Variable Camshaft Timing).

The engine is equipped with a Bosch high-pressure direct fuel injection system.

Each cylinder features a 6-hole solenoid injector that delivers gasoline into the combustion chamber from a high-pressure fuel pump. The maximum fuel pressure is 150 bar.

The only thing that makes the Ecoboost engine so powerful is the turbocharger.

In the 1.0-liter version, a water-cooled, small, low-inertia, high-speed Continental turbocharger is employed.

Before entering a composite intake manifold, the charged air flows via an air-to-air intercooler with an additional fan.

The engine is cooled with a split cooling system with two thermostats and two circuits, one for the top end and turbocharger and the other for the engine block.

The electric water pump in this setup keeps the turbocharger cool even when the hot engine is turned off.

The engine is controlled by a Bosch MED17 control unit with CAN-Bus and individual cylinder knock control.

To decrease emissions, a closely coupled three-way catalyst system with a heated universal oxygen sensor and a catalyst monitor sensor is employed.

The engine complies with Euro-5 and Euro-6 emission requirements in Europe.

The 999cc Ford EcoBoost engine, the smallest and most advanced Ford EcoBoost engine, has received the International Engine of Year Award for Best Engine Under 1.0 L.

Its design is ultra-low friction, high-efficiency, and long-lasting, producing power and performance similar to a conventional 1.6-liter gasoline engine like the Ford 1.6 Duratec engine.


  • Manufacturer: Cologne, Germany, Craiova, Romania, Chongqing, China
  • Production years: 2012-present
  • Cylinder block material: Cast Iron
  • Cylinder head material: Aluminium
  • Fuel type: Gasoline
  • Fuel system: Direct fuel injection
  • Configuration: Inline
  • Number of cylinders: 3
  • Valves per cylinder: 4
  • Valvetrain layout: DOHC
  • Bore: 71.9 mm (2.83 in)
  • Stroke: 82.0 mm (3.22 in)
  • Displacement: 999 cc (61.0 cu in)
  • Type: Four-stroke, turbocharged
  • Compression Ratio: 10.0:1
  • Power: 100-125 hp (74-92 kW) at 6,000 rpm
  • Torque: 130-150 lb-ft (170-200 Nm) at 1,500-4,000 rpm
  • Engine weight: 213 lbs (97 kg)
  • Firing order: 1-2-3
  • Engine oil weight: SAE 5W-20
  • Engine oil capacity: 4.1 litres
  • Oil change interval: 9,000 miles (15,000 km) or 12 months
  • Applications: Ford Focus, Ford Fiesta, Ford EcoSport, Ford Mondeo, Ford C-Max, Ford B-Max, Ford Transit Courier

Reliability & Issues

There are no injectors in the intake ports, and the engine only employs direct fuel injection. The gasoline works as a natural cleaning in the ports.

A coating of carbon accumulates on the intake valve stems without it, obstructing airflow through the ports.

Dirty intake valves have a difficult time shutting correctly, resulting in a loss of engine power as well as significant damage to the valves and valve seats.

It’ll nearly always be found in engines with a lot of miles on them.

Despite the temperature sensor displaying a normal temperature, engines made before to 2014 had a problem with a coolant system bottom pipe that may split and spill coolant.

Until Ford replaced the hose with a new one, several engines were browned.

The absence of coolant is the most important issue. A pipe connecting the expansion bottle to the engine might crack and spill coolant. Keep an eye on the coolant level as a consequence.

In high-mileage engines, fuel pressure issues might arise. The engine is unable to achieve its maximal performance potential due to the low fuel pressure produced by the fuel pump.

By replacing the old cam bucket with a new one, fuel pressure and performance may be enhanced.

When it first debuted, the 1.0 EcoBoost engine had a bad rep. Nonetheless, a number of issues were rectified, and reliability was improved.

Coolant leaks and blown head gaskets are rather rare. Many car owners claim to have driven between 80 and 100 thousand miles without suffering any engine problems.

Due to the 1.0L EcoBoosts exceptionally low fuel consumption, tremendous torque, and low emissions tax, this engine is a great all-rounder and can serve as an alternative to bigger engines in larger cars.

  • Andy Lewin

    Andy Lewin is a senior mechanic, ASE qualified master technician, and an experienced automotive engineer. He's passionate about serving the automotive community with the highest-quality and trustworthy information on all things automotive. He loves to write about car repairs, maintenance, car modifications and tuning, faults, and much more.

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