Ford CVH engine

Ford CVH engine refers to a series of Ford, which was introduced in 1980 with the newly developed Ford Escort. In the early 1990s the engine was gradually replaced by the new Zetec 16V. In Europe, the engine was used until the end of production of the Escort in 2000, in North America it was used in a slightly modified form in the Ford Focus to 2004.

General

In this engine is a four -stroke inline four-cylinder engine with two valves per cylinder. The block is carried out in the process of cast iron, the cylinder head is made of aluminum. The abbreviation CVH stands for " Compound, Valve, Hemi ", translated: "In the composite arranged ( with the camshaft ) valves, hemispherical combustion chamber ". The CVH has an overhead camshaft, the valves are actuated via hydraulic tappets and rocker arms. Only the Escort RS1600i had mechanical plunger, and Sierra also roller tappets were used. Camshaft and the water pump are driven by a toothed belt. The secondary units were driven with the introduction of a V-belt, this was in the 1990s, replaced by a flat ribbed belts.

For the European market the engine was available with an engine capacity from 1.1 to 1.8 liters, for the American market versions were also available with 1.9 and 2.0 liters.

The engine should be a major part of the much older " Kent " when it was introduced - and replace " OHC " engines and was introduced in the models Fiesta and Sierra models except in the Escort and Orion. The engine is considered to be relatively durable and low maintenance, provided oil and timing belt replacement intervals are adhered to. Due to the design subject to the camshaft and valve lifter a relatively high wear, from 100,000-150,000 km can be expected with an exchange. However, this is very easy in this engine. The engine has been criticized for its excessive vibration, especially at higher speeds.

Thanks to its construction, the engine proved to be extremely suitable for tuning measures and also performance improvements up to well over 200 hp at the turbo models are possible when using the appropriate components. Even the manufacturers of so-called " Kit Cars" the engine was interesting because it was compact and was produced in large numbers.

1.1 liters

The smallest member of the series was as LC (low compression, low compression, 8.5:1 ) and as a HC ( High Compression, high compression, 9.5:1 ) and made available 40 kW ( 55 hp ) or 43 kW (59 hp) at 6,300 min-1 and 80 and 84 Nm at 6,000 min -1. The displacement of 1,117 cm3 resulted from 73.96 mm bore and 64.98 mm stroke. The mixture preparation took place over a single CV carburetors from Ford This engine was only available with a manual 4 -speed transmission and was replaced again due to unsatisfactory consumption from 1983 through the Kent engine with 1.1 liter displacement.

1.3 liters

The CVH 1.3 liter displacement was significantly longer produced as the smallest member of the series. The engine was also used in the '84 Fiesta, but replaced with the introduction of the Escort '86 in February 1986 in all vehicles by the 1.4-liter variant. The engine produces usually 51 kW (69 hp) at 6300 min and 100 Nm at 6,000 rpm. The displacement of 1,296 cm3 resulted from 79.96 mm bore and 64.52 mm stroke. The mixture preparation was carried out on various types of gasifier, including an easy-to - CV carburetors from Ford or a carburetor by Weber.

1.4 liters

In February 1986, this engine replaced the CVH with 1.3 liters of displacement. The 1.4 -liter engine was also offered as the 1.1 -liter as LC and HC variant. The performance ranged from 55 kW (75 hp) at 5,600 min-1 and 109 Nm at 4000 min -1. The displacement of 1,392 cm3 resulted from 77.24 mm bore and 74.30 mm stroke. Mixture preparation took carburetor or throttle body injection.

1.4 liters of PTE

The PTE (also: PT -E) was a revised version of CVJs, which was exclusively with engine capacity 1.4 liters offered from 1994 in the Escort and Fiesta models. The engine block was revised to reduce noise and vibration at high speeds. The mixture preparation is done on a fully sequential multi-point injection to the cylinder head has been slightly changed.

1.6 liter

The 1.6 - liter version was already with launch of the Escort with 58 kW ( 79 hp). Until the early 1990s, however, this engine was used primarily for sporting XR and RS models. The engine capacity of 1596 cm3 resulted from 79.96 mm bore and 79.52 mm stroke. The crank mechanism was the same for all engines. With flatter pistons, the compression was lowered at turbo and MFI models with G- Kat. In the RSi and EFI engines the compression was increased by scheduling the cylinder head. The engine block was also identical for all models, exceptions were the oil supply for the turbocharger with the turbo- models, or the bore of a TDC sensor for the EFI model. The cylinder heads differed, however, in several details. A few engines were so-called "lean -burn " variants with a heart-shaped combustion chamber. This was used among others in September 1986 at the Fiesta XR2 to achieve better emission values ​​. In the EFI engines have the intake channel further recesses, so that the injection valves could inject onto the intake valves clean. For MFI models, the relatively long and thin mechanical injectors sticking the Bosch K -Jetronic far into the inlet channel, an additional cut was not necessary.

RS1600i

The engine in the Escort RS1600i differed in some important details from the other 1.6 -liter engines. For developed as a homologation Escort the engine block of the Escort XR3 was unchanged, the cylinder head, however, has undergone numerous changes. This had larger, round exhaust ports, factory machined intake and exhaust ports, intake valves flow better, a modified camshaft with 272 degree spread and mechanical valve lifters. A valve cover with external cooling fins of aluminum alloy was used in place of the sheet metal cover. The exhaust manifold was designed streamlined, the intake manifold had other and longer funnel and also a different design of the intake plenum. For a better response of the RS1600i was the large throttle of the 2.8-liter models Einspritzermotoren the Capri and Granada. Another special feature of this engine was the electronic -map ignition, which was used in this form of Ford for the first time. The load detection was done with an integrated negative pressure sensor, the engine speed signal is received by a TDC sensor at the bottom of the gearbox. For a tooth of the starter ring gear was coated with a special metal exclusively with the RS1600i. The Zündrechner came from AFT (Atlas Vehicle Technology GmbH), the red Doppelfunkenzündspulen of Prüfrex. The engine developed over the XR3i with these changes, an additional 7 kW ( 10 hp). However, the ignition system was somewhat vulnerable and many workshops were overwhelmed by this for that time " cutting-edge " technology. Customer vehicles with ignition problems were therefore converted to a common ordinary contactless ignition distributor.

RS Turbo

In October 1984, presented at the Geneva Motor Show, the first escort turbo, and thus the most powerful production version of a CVH engine. The compression of the 1.6 - liter engine was lowered by means of flat piston from Mahle to 8.3:1. With 0.5 bar of boost pressure, which was generated by a Garrett T3 turbocharger, the engine delivers 97 kW (132 hp). As a Bosch injection system was KE-Jetronic used. As in RS1600i this engine was equipped with an electronic -map ignition. However, the ESC II system (electronic spark control) used to continue a distributor that produced by a Hall effect sensor, the speed signal for the controller. The engine was almost unchanged also used in the escort of the fourth series until 1990. In Fiesta '89, this engine was also available, but here with an electronic EFI injection system, which was almost unchanged from the XR2i/XR3i. Due to the space in the engine room of the fiestas and for a better response, a smaller Garrett T2 - loader was installed with the same power rating. As in the Escort had the engine in the Fiesta no catalyst, which is why the Fiesta RS Turbo was never offered in Germany.

The turbo engines provide the easiest way for an increase in performance. In the sequential condition, the engines should be run without major problems with up to 180 hp. This can be fairly easily accomplished by reprogramming the ECU and an increase in boost pressure. With more power, however, should be invested in better pistons and better cooling. Both KE- Jetronic and EFI are suitable for power up to 250 hp. With more power and more displacement series systems reach their limits.

Specifications

Engine in an Escort RS1600i

XR3i engine in an Escort XR3i

Engine in an Escort RS Turbo S1

XR3i engine with KE- Jetronic

EFI engine in a Fiesta XR2i

1.8 liter

This engine was only installed in the Ford Sierra. The hole was identical to the 1.6-liter model by a different crankshaft having a stroke of 88 mm, the displacement is increased accordingly. Sierra engine was the only CVH equipped with roller tappets with hydraulic lash adjuster. Despite the larger displacement it brought the engine only to 65 kW (88 hp). The crankshaft of said engine was also the basis for a variety of tuning action. With their help and the other piston of the engine capacity was increased in the 1.6-liter engines, the XR and turbo models to around 1.9 liters.

1.9 liters

For the American market, the Escort was equipped with a CVH engine with 1.9 liter displacement. The bore is 82 mm and stroke of 88 mm. The engine developed 64 kW ( 87 hp ) and 140 Nm with carburetor and 67 kW ( 91 hp) with fuel injection system. The Escort GT motor 81 kW (110 hp) and 155 Nm made ​​. In 1991, the engine received a fully sequential fuel injection system and a new valve cover, the power was now 66 kW (90 hp).

2.0 liters

The largest series of CVH engine capacity was achieved through larger cylinder than in the 1.9-liter variant. The stroke remained unchanged at 88 mm, the bore was increased to 84.8 mm. This engine is considered the quietest of all CVH engines and was also not available in Europe. In 2004 the production of the CVH was finally stopped with introduction of the new Ford Focus.

Using ( Europe)

• LC: low compression, compressed low
• HC: high compression, or compressed
• VV: variable venturi, Ford carburetor
• 2V: Weber twin carburettors
• FI: fuel injection, mechanical fuel injection. In HC models: Bosch K -Jetronic, with LC models: Bosch KE- Jetronic
• CFI: central fuel injection, central fuel injection
• EFI electronic fuel injection, electronically controlled Ford fuel injection ( multi -point)

Further use

The British car manufacturer Reliant used the CVH at Reliant Scimitar SS Due to the compact design and the widespread use of this engine of CVH was also used in many kit cars.

Modifications

Schrick 16V

In 1982, AVL Schrick now developed a multi-part cylinder head for the CVH with 1.6 liters of the company Dr. Schrick GmbH in-house. For each of the two overhead cam shafts, there was a separate carrier ( "Cam carrier " ), which was screwed to the lower part of the cylinder head. Each camshaft carrier had its own valve cover. The prototypes contributed to the intake manifold of the RS1600i engine, a tubular exhaust manifold and adapted ignition 99 kW (135 hp).

In contrast to the 16V cylinder head, the Cosworth for the OHC engines developed and the Ford in terms of motor sport activities took over (Sierra RS Cosworth Escort RS Cosworth ) never went Schrick the cylinder head in series. Possible reasons for this are that for the Ford CVH looked no bigger potential in racing and for mass production preferred a simpler and cheaper construction. Another possibility is that could not prevail against the other proposals, the design of the cylinder head in the selection of equipment for the new Zetec engine. With the introduction of the Zetec engine Schrick gave the project to final.

ZVH

With performance improvements often Displacement enlargements are made. Thus, by some companies (including Hurricane Racing Engines from the Netherlands, whose products were marketed by Ford Richter) a displacement increase to nearly 1.9 liters offered for the 1.6-liter CVH engine. The crankshaft of the 1.8-liter CVH from Sierra used with other piston. The block was aufgebort to just under 80 mm to about 82.5 mm. This led, however, by the thin cylinder walls to a greater number of engine failures in these engines. To work around this problem, found tinkerer from Britain in the late 1990s as a simple and effective solution. They made use of the fact that the new Zetec -E engine was a direct development of the CVH and so the position of the cylinder, the water and oil passages and the cylinder head bolts in these engines were identical.

Modern, programmable injection systems at that time were still expensive and time-consuming to use and so both the problem of a durable engine block as well as the adaptation of existing series components to a different cylinder head were solved by the combination of the two motors. So was primarily maintained for the turbo engines of the Escort RS of the cylinder head together with injection system, distributor and exhaust manifold with turbocharger and combined with a Zetec block. The use of the 1,8 - and the 2,0 -liter blocks it was possible, with a corresponding piston cylinder capacity not exceeding 2,100 cc was achieved. Depending on the combination of the block could also be used with stock pistons what the cost further reduced. At the block itself had only minor adjustments such as an adapter for the water pump CVH be made. The adaptation of the KE- Jetronic of the Escort RS Turbo and EFI fuel injection system of the Fiesta RS Turbo at the larger displacement was relatively easy to do by an additional chip or the uploading of other maps. Since user-programmable fuel injection systems are available today at affordable prices, the ZVH increasingly losing importance.

The term ZVH consists of Zetec and CVH.