1.8l Duratec HE
125 hp @ 6000 rpm
125lb/ft @ 4800 rpm
>41mpg Hwy.
2.0 Duratec HE
145 Hp @ 6000 Rpm
140 lb/ft @ 4800 rpm
40 mpg hwy.
Below are Ford technical releases. The first one has all the high points
of the motors, and the second one has the tech numbers for the engines.
The new 16-valve Ford Duratec HE four-cylinder petrol engine is ready
to take on the world.
Representing a clear step forward in many areas, it is the result of
the largest-scale engine development
program in the history of Ford Motor Company.
Lightweight and compact, the new aluminum Duratec HE has been designed
specifically to provide
customers with dependable performance and high levels of driving quality
throughout its life.
Maximizing power output was not the primary goal for the Duratec HE
engineering team. Rather, they
adopted a more contemporary approach, focusing on clear customer wants
- rewarding performance feel
and effortless driveability, combined with outstanding fuel economy,
smooth operation, and a
long, reliable service life with low maintenance requirements.
Part of this approach was to ensure that new Mondeo drivers choosing
the Duratec HE will feel like they
have a larger-displacement engine, until it comes to filling up the
petrol tank. Innovations in the engine
design have produced the performance feel of a larger powertrain -
especially in normal urban driving.
Above all, the debut of the Duratec HE engine family in the Ford Mondeo
signals a new chapter for
Ford's powertrain engineers.
"The new Duratec HE engine is the cornerstone of our long- term petrol
engine strategy, and it is the
result of an intensive process to develop a new range of powertrains
that are absolutely on the
technological edge," said Prof. Dr. Rudolf Menne, the Duratec HE engineering
director. "It will find a
home in a whole range of vehicles, starting with the new Mondeo."
Mondeo's Duratec HE powertrains deliver strong and balanced levels
of power and torque, each with a
high level of fuel economy. Mondeo customers will have a choice of
three two Duratec HE engines:
The core 1.8-litre engine, which delivers 110 PS (83 kW) at 6,000 rpm and maximum torque of
165 Nm at 3,950 rpm, while achieving European driving cycle fuel consumption ratings, in litres
per 100 kilometres, of 11.3 city/5.6 highway/7.7 combined. Combined CO2 emissions are 185
grams per kilometre.The higher-output 1.8-litre variant, which achieves 125 PS (92 kW) at 6,000 rpm and maximum
torque of 170 Nm at 4,500 rpm. Its European driving cycle fuel consumption ratings are 24.7mpg
(11.4l/100km)urban/49.6mpg (5.7l/100km) extra urban/36.2mpg (7.8l/100km)combined, and CO2
output (combined mode) is 188 grams per kilometre.
are 11.4 city/5.7 highway/7.8 combined in litres per 100 kilometres. CO2 output (combined mode)
is 188 grams per kilometre.The 2.0-litre engine that delivers 145 PS (107 kW) at 6,000 rpm and maximum torque of 190 Nm
at 4,500 rpm. European driving cycle fuel consumption is rated in litres per 100 kilometres at 11.6
city/5.9 highway/8.0 combined, at 24.4 (11.6l/100km)urban/47.9mpg (5.9l/100km) extra
urban/35.3mpg (8.0 l/100km)combined. while combined CO2 emissions are 193 grams per
kilometre.
With all variants, more than 90 per cent of peak torque is available across the broad rev band
between 2,000 and 6,000 rpm, and the entire Duratec HE range is capable of meeting the requirements of
the stringent European Stage IV emissions standards due to take effect in 2005.
How to get more from less was absolutely key to the development
of the Duratec HE engine for the new
Mondeo. The objective for the Duratec HE engineering team was to give
customers more of what they
want - performance, driveability and smoothness - for less fuel expense,
lower emissions and minimal
maintenance requirements.
The performance feel and driveability of the new 2.0-litre Duratec HE
- which behaves more like a
2.5-litre engine when pulling away - is a testament to the results
of the development effort and attention
to detail for this all-new engine family from Ford.
Ambitious targets like this drove Ford powertrain engineers to focus
extensively on the new engine's
intake system. Using an array of powerful CAE tools, engineers compared
various options until they
found the smartest solution - a sophisticated new friction-welded nylon
intake manifold with equal length
runners, featuring devices called charge motion control valves or 'tumble
flaps.' The nylon used in its
construction is generated from part-recycled material.
The key to the equal length design was to improve engine sound quality
by emphasizing the even-order
engine harmonics.
The tumble flaps are fitted in each of the intake runners close to the
cylinder head flange. Controlled by a
solenoid actuator, they are closed during light-load operations, such
as idling at traffic lights, shifting
actions and deceleration, to maximise combustion efficiency, fuel economy
and emissions performance.
The valves are fully open during higher load conditions to maximise
volumetric efficiency and power
output.
The key to the equal length design was to improve engine sound quality
by emphasizing the even-order
engine harmonics.
The Duratec HE's optimised intake manifold is further enhanced by the
careful design of the air cleaner
system. Featuring a performance-tuned, bell-mouthed, cold-air pickup
duct at the very front of the
vehicle, a large NVH-tuned resonator in the wheel-arch and 'organ pipes'
designed to selectively feed
back sporty sound to the driver under high throttle conditions. The
system does much more than simply
clean the air.
Another critical element is Duratec HE's water-cooled, electronically
operated exhaust-gas recirculation
(EGR) system to reduce NOx emissions and further enhance fuel economy.
Actuated by a stepping
motor, the EGR valve precisely redirects exhaust gas to the intake
side of the engine, where it is inducted
into the intake manifold via a short duct. The EGR passage is cast
into the cylinder head.
Duratec HE's fabricated stainless steel exhaust manifold design of welded
tubes contributes to quick
warm-up efficiency. The stainless steel exhaust manifold also delivers
low-heat retention in normal
operation versus a conventional cast iron construction. This concept
of heat management allowed Ford to
simplify the rest of the exhaust system and eliminate the need for
a close-coupled catalyst on all manual
transmission models. The elimination of the close-coupled catalyst
helps improve real-world performance
and high speed fuel economy.
In addition to the fabricated stainless steel manifold and underfloor
catalyst, the muffler system has been
re-engineered with high quality stainless steel materials for extended
service life, and has been tuned for a
sporty sound quality under high-load driving conditions.
Duratec HE's debut in the new Ford Mondeo also marks the appearance
of a new engine management
computer module from Visteon-Levanta. Reflecting the quick advances
in the computer industry, its
speed and capacity is more than double that of its predecessor. At
its heart is a 32-bit Motorola MPC555
microprocessor. The system works via a CAN-bus to the chassis controls
for intelligent vehicle dynamics
features such as anti-lock braking and traction control.
The speed and capacity of the new electronics gave Ford the ability
to fine tune the engine's performance
with more extensive and sophisticated algorithms developed with the
use of state-of-the-art, real-time
simulation tools. A side benefit of the system's new speed is that
some of the complexity of the control
system required for optimal fuel economy and emissions could be simplified.
During the engine's development, extensive use was made of transient
powertrain dynamometeres
operated under hot and cold conditions. These test beds helped engineers
to simulate real world
environments ranging from the cold of a Finnish winter to the afternoon
heat in a desert.
Ford's Engine Development Centre in Dunton, EnglandEssex, played a leading
role in this
climate-controlled testing. Duratec HE cold-start calibration work,
previously requiring vehicle testing in
winter environments, was done in the Dunton laboratories.
Duratec HE also pioneers an electronic thermostat which contributes
positively to both fuel economy and
wide-open-throttle performance. Unlike traditional thermostats which
open at one temperature threshold,
the electronic thermostat is capable of opening at two temperature
thresholds. An opening temperature of
about 80ºC contributes to full-throttle performance, while a higher
opening threshold of 98ºC optimises
low-friction operation under normal driving conditions.
The new Duratec HE is 18 kilograms lighter than the Zetec E engine
it replaces. The lower weight, which
pays off in terms of performance and fuel economy, is the result of
its all-aluminium alloy construction.
The Duratec HE features a precision gravity sand-cast cylinder block
of high-grade aluminium alloy with
cast-iron cylinder sleeves cast directly into the block. The block
construction features a deep skirt and
longitudinal aluminium bearing assembly. An aluminium alloy ladder-frame
structure, which carries the
bottom bearing races, mates to the block for optimised stiffness, and
a ribbed aluminium oil pan further
complements Duratec HE's stiffness properties and contributes to quiet
operation.
The nodular cast iron crankshaft requires only four counterweights,
another weight-saving feature.
Sinter-forged connecting rods with fraction-split big ends for precision
fit are mated with coated,
lightweight alloy pistons. The fire land height of the pistons is 4.5
mm above the topmost piston ring,
which reduces hydrocarbon emissions. All three rings are optimised
for low friction operation.
Cylinder head construction is of aluminium-silicon alloy - thermally
treated for strength and durability
after the casting process - with an assymmetrical, four-valves-per-cylinder
design. Two inlet valves
(32.5 -mm for the 1.8-litre; 35 mm for the 2.0-litre) are positioned
at 19 degrees, and the two exhaust
valves (28 mm and 30 mm, respectively) are positioned at 10 degrees.
The double overhead cams are driven by a silent chain drive, actuating
the valves via mechanical tappets.
Unlike previous-generation Ford engines, the tappets are precision-fit
during assembly and require no
shimming.
Displacement variations for Mondeo's Duratec HE engines are achieved
by increasing bore size (87.5 mm
for the 2.0-litre versus 83.0 mm for the 1.8-litre) while keeping the
common stroke length of 83.1 mm.
Mondeo's Duratec HE engines represent a considerable step forward
in terms of refinement and NVH
reduction, and the result is smooth, quiet operation even during spirited
driving.
The engine is mounted in the Mondeo via a three-point torque-roll-axis
(TRA) mounting system. This
system, pioneered in the Fiesta and Focus, supports the engine with
two load-bearing mounts along its
roll axis, one of which incorporates a hydraulic damping element to
reduce powertrain shake on rough
roads and reduce transmitted vibrations. A third bushed link from the
transmission case to the subframe
provides rigid resistance to torque. TRA's philosophy of separating
the two primary forces on the engine
mounting system leads to a reduction in powertrain vibration and harshness.
Other refinement measures include:
A dual-mass flywheel, which is fitted to the Duratec HE variants for improved smoothness and
refinement throughout the engine speed range.The rigidity of the engine block facilitates a stiff mounting of the transmission, which helps
tremendously to minimise vibrations induced into the body, even at maximum engine revs.The crankshaft drive was designed with careful attention to reduce shaking forces, and the result
is a more than 10 per cent improvement over the predecessor engine.The camshaft drive chain contributes to lower noise reflection compared to previous conventional
roller chain designs.The G-rotor oil pump, mounted in the engine block, is driven by a separate chain.
The engine top cover provides more than an enhanced appearance. It has been acoustically tuned
to provide improved high-frequency radiated noise.
The design of the new Duratec HE engine incorporates the latest
measures for long service life and lower
maintenance requirements:
Smart Charging, a battery current control feature driven by the engine electronic control module
monitors the charge state of the battery, and can adjust or interrupt current flow into the battery.
By keeping the charge of the battery within an optimal range, Smart Charging reduces the average
battery temperature and contributes greatly to the battery's life span. The system also facilitates
precise idle control, and even raises the idle speed to prevent battery drain in winter conditions and
in other instances of high current demand.The chain drive requires no maintenance over the life of the engine.
During scheduled maintenance, the valve lash no longer requires inspection. This has been
accomplished through the reduction of actuating forces through weight optimisation of such
elements as the valves and tappets; optimised cam contouring to avoid excessive contact forces,
and the selection of optimal geometry and materials for moving parts and valve seat rings. Such
attention to detail helps to bring down the lifetime maintenance cost for the owner.Duratec HE engines feature oil service intervals of 12,500 miles (20,000 kilometres.)
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Powertrain
1.8L FORD DURATEC HE – 125 PS Engine Data
Engine Type 1.8L 16V DOHC Petrol Displacement (cc) 1798 Bore (mm) 83.0 Stroke (mm) 83.1 Fuel type, grade Unleaded petrol, 95 (RON) Max power (ISO kW/PS) 92 / 125 At engine speed (rpm) 6000 Max torque (ISO Nm) 170 Max BMEP (ISO kPa) 1188 At engine speed (rpm) 4500 Compression ratio 10.8:1 Cylinders 4, in line, with exhaust manifold to rear Cylinder head Precision sand-cast aluminium alloy with sintered valve guides and seats Cylinder block Precision sand-cast aluminium alloy with deep skirt and bearing beam Crankshaft Cast iron with 47mm-diameter crankpins, four counterweights, five 52mm-diameter main bearings and damped front pulley Valves per cylinder 4 Valve gear DOHC with direct-acting mechanical shimless tappets Included angle between valves 29 degrees Valve sizes (mm) Intake: 32.5 Exhaust: 28.0
Camshaft drive Silent inverted-tooth chain with hydraulic tensioner Pistons Lightweight, short-skirt silicon-aluminium alloy Connecting rods Sinter-forged steel with fracture-split big ends Engine management 32-bit Visteon Levanta with CAN-Bus and individual cylinder knock control Fuel injection Sequential electronic fuel injection (SEFI) Ignition Electronic distributorless Emission controls Underfloor closed-loop three-way catalyst with oxygen sensor Emission level European Stage IV capable, with electronic on-board diagnostics (EOBD)III
2.0L FORD DURATEC HE – 145 PS Engine Data
Engine Type 2.0L 16V DOHC Petrol Displacement (cc) 1999 Bore (mm) 87.5 Stroke (mm) 83.1 Fuel type, grade Unleaded petrol, 95 (RON) Max power (ISO kW/PS) 107 / 145 At engine speed (rpm) 6000 Max torque (ISO Nm) 190 Max BMEP (ISO kPa) 1194 At engine speed (rpm) 4500 Compression ratio 10.8:1 Cylinders 4, in line with exhaust manifold to rear Cylinder head Precision sand-cast aluminium alloy with sintered valve guides and seats Cylinder block Precision sand-cast aluminium alloy with deep skirt and bearing beam Crankshaft Cast iron with 47mm-diameter crankpins, eight counterweights, five 52mm-diameter main bearings and damped front pulley Valves per cylinder 4 Valve gear DOHC with direct-acting mechanical shimless tappets Included angle between valves 29 degrees Valve sizes (mm) Intake: 35.0 Exhaust: 30.0
Camshaft drive Silent inverted-tooth chain with hydraulic tensioner Pistons Lightweight, short-skirt silicon-aluminium alloy Connecting rods Sinter-forged steel with fracture-split big ends Engine management 32-bit Visteon Levanta with CAN-Bus and individual cylinder knock control Fuel injection Sequential electronic fuel injection (SEFI) Ignition Electronic distributorless Emission controls Underfloor closed-loop three-way catalyst with oxygen sensor (manual transmission models); Close-coupled and underfloor closed-loop three-way catalysts with oxygen sensor (automatic transmission models) Emission level European Stage IV capable, with electronic on-board diagnostics (EOBD)III
Pistons Lightweight aluminium silicon alloy with low-friction molybdenum coated skirts and pressure-balanced ring pack Connecting rods Sinter-forged with fracture-split big ends and wedge-profile small ends Engine management 32-bit Visteon Levanta with CAN-Bus Fuel Injection Direct, Bosch VP30 axial piston fuel pump with pilot injection Turbocharger Allied Signal GT 20/17V with intercooler Emission controls EGR and oxidation catalyst Emission level European Stage III
2.0L FORD DURATORQ DI TURBODIESEL – 115 PS Engine Data
Engine Type 2.0L Ford Duratorq DI 16V Turbodiesel Displacement (cc) 1998 Bore (mm) 86.0 Stroke (mm) 86.0 Fuel type, grade Diesel Max power (ISO kW/PS) 85 / 115 At engine speed (rpm) 4000 Max torque (ISO Nm) 280 Max BMEP (ISO kPa) 1761 At engine speed (rpm) 1900 Compression ratio 1919.5:1 Cylinders 4, in-line Cylinder head Two-piece aluminium alloy with separate cam carrier Cylinder block Compact thin-wall cast iron with separate cast aluminium ladder frame Crankshaft Forged steel with rolled fillet radii, eight counterweights Intake manifold Cast iron with integrated turbocharger Valves per cylinder 4 (vertical) Valve gear DOHC Included angle between valves 0 degrees Valve sizes (mm) Intake: 29.8 Exhaust: 25.8
Camshaft drive Duplex chain with hydraulic tensioner Camshafts 2, tubular steel Pistons Lightweight aluminium silicon alloy with low-friction molybdenum coated skirts and pressure-balanced ring pack Connecting rods Sinter-forged with fracture-split big ends and wedge-profile small ends Engine management 32-bit Visteon Levanta with CAN-Bus Fuel Injection Direct, Bosch VP44 radial piston fuel pump with pilot injection Turbocharger Allied Signal GT 20/17V with variable-geometry stator vanes and intercooler Emission controls Water-cooled EGR and oxidation catalyst Emission level European Stage III
2.5L FORD DURATEC V6 – 170 PS Engine Data
Engine Type 2.5L 24V DOHC Petrol Displacement (cc) 2498 Bore (mm) 81.7 Stroke (mm) 79.5 Fuel type, grade Unleaded petrol, 95 (RON) Max power (ISO kW/PS) 125 / 170 At engine speed (rpm) 6000 Max torque (ISO Nm) 220 Max BMEP (ISO kPa) 1087 At engine speed (rpm) 4250 Compression ratio 9.78:1 Cylinders 6 in 60-degree V, transversely mounted Cylinder head Precision sand cast aluminium alloy (Cosworth process) with sintered valve guides and seats Cylinder block Precision sand cast aluminium alloy (Cosworth process) with dry cast-iron cylinder liners, bedplate and structural oil pan Crankshaft Forged steel with 50mm-diameter crankpins, 6 counterweights, four 63mm-diameter main bearings and damped front pulley. Separate die-cast aluminium alloy girdle Intake Manifold Gravity die-cast aluminium with electrically-actuated port-throttle dual-phase induction ram system Valves per cylinder 4 Valve gear Double lightweight hollow fabricated overhead camshafts (DOHC) with low-friction roller finger followers and stationary hydraulic lash adjusters Included angle between valves 50 degrees Valve Sizes (mm) Intake: 32.0 Exhaust: 26.0
Camshaft drive Silent inverted-tooth chain with hydraulic tensioner Pistons Lightweight, short-skirt, silicon-aluminium alloy Connecting rods Sinter-forged steel with fracture-split big ends Engine management 32-bit Visteon Levanta with CAN-Bus Fuel injection Sequential electronic fuel injection (SEFI) with top-fed low-inertia injectors Ignition Electronic distributorless Emission controls Two close-coupled, closed-loop, three-way, light-off catalytic converters with twin heated oxygen sensors plus large main underfloor catalyst Emission level European Stage IV capable, with electronic on-board diagnostics (EOBD)
Transmissions Transmission type – manual Ford MTX-75 manual 5-speed with synchromesh on all ratios (including reverse) and revised cable-shift mechanism Gear ratios (by engine type)
Duratec HE Duratorq DI Duratec 1.8L 110 PS
1.8L 125 PS
2.0L 145 PS
2.0L TDI 90 PS 2.0L TDI 115 PS
2.5L 170 PS
4th
3rd
2nd
1st
Reverse
Final Drive
0.81 1.03
1.45
2.14
3.67
3.45
3.82
0.81 1.03
1.45
2.14
3.42
3.46
4.06
0.81 1.03
1.45
2.14
3.42
3.46
4.06
0.71 0.92
1.26
2.05
3.80
3.45
3.41
0.71 0.92
1.26
2.05
3.80
3.45
3.56
0.77 1.03
1.45
2.14
3.42
3.46
3.82
Clutch Hydraulically operated single-plate diaphragm spring Clutch diameter (mm) 228 228 240 240