Complementing the efficiencies introduced by Ti-VCT and DI, Ford engineers examined other aspects of the 2.0-liter I-4 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, such as the Electric Power Assist Steering which 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 – traditionally the heaviest engine components – are aluminium castings. To increase rigidity, these elements are ribbed for additional strength and durability. Pistons are cast aluminium 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.