| Manufacturer | Ford |
|---|---|
| Production | 1993–present |
| Displacement | 1.3 L (79 CID) 1.4 L 1.6 L (97 CID) 1.8 L (110 CID) 2.0 L (122 CID) 2.3 L (140 CID) 2.5 L (155 CID) 3.0 L (181 CID) 3.5 L (213 CID) 3.7 L (227 CID) 6.0 L |
| Cylinder block alloy | Aluminum |
| Cylinder head alloy | Aluminum |
| Valvetrain | Twin chains Variable valve timing Intake Variable Cam Timing (iVCT) |
| Fuel system | Electronic fuel injection or direct injection, badged SCI |
The Duratec is a range of four, five, and six-cylinder gasoline engines produced by the Ford Motor Company, used in Ford, Mazda, Volvo, Caterham, Morgan, Tiger, Ginetta cars and by specialist engine tuner Cosworth.
Originally there was a 2.5 L V6 introduced with the Ford Mondeo. When the 2000 Mondeo was introduced, the 1.8 L and 2.0 L engines became Duratecs too. Now there are engines of all sizes called Duratec. In North America, Ford uses the Duratec name on all its dual overhead cam 4- and 6-cylinder engines. In Europe, all Ford petrol engines are called Duratec.
Contents |
| Name | Family | Displacements | Year | Features |
|---|---|---|---|---|
| Duratec 8v 60 PS | Kent (Endura-E) | 1.3 L (79.3 CID; 1299 cc) | 1995–present | OHV I4 |
| Duratec 8v 70 PS | Kent (Zetec-Rocam) | 1.3 L (79.1 CID; 1297 cc) 1.6 L (97.45 CID; 1597 cc) |
2000–present | SOHC I4 |
| Duratec | Sigma (Zetec-SE) | 1.25 L (1242 cc) 1.4 L (1388 cc) 1.6 L (1596 cc) |
2002–present | |
| Duratec Ti-VCT | Sigma (Zetec-SE) | 1.6 L (1596 cc) | 2004–present | |
| Duratec-ST Duratec RS |
Zeta (MVH) | 1.8 L (110 CID; 1796 cc) 2.0 L (122 CID; 1999 cc) |
1998–2004 | DOHC I4 |
| Volvo Modular engine | 2.5 L (2521 cc) | 2003–present | turbocharged DOHC I5 | |
| Duratec-HE Duratec FFV |
Zeta?? (MI4) | 1.8 L (110 CID; 1798 cc) 2.0 L (122 CID; 1999 cc) |
2005–present | DOHC I4 |
| Duratec | MZR (Mazda L engine) | 1.8 L (110 CID; 1798 cc) 2.0 L (122 CID; 1998 cc) 2.3 L (138 CID; 2261 cc) |
2001–present | DOHC I4 |
| Duratec SCi | MZR (Mazda L engine) | 1.8 L (110 CID; 1798 cc) | 2003–2007 | DOHC GDI I4 |
| Duratec V6/VE/25 | Mondeo | 2.5 L (155 CID; 2544 cc) | 1994–2002 | DOHC V6 |
| Duratec 30 | Mondeo | 3.0 L (181 CID; 2967 cc) | 1996–present | DOHC V6 |
| Duratec 35 | Cyclone | 3.5 L (213 CID; 3492 cc) | 2006–present | DOHC V6 |
| Duratec 37 | Cyclone | 3.7 L (227 CID; 3721 cc) | 2007–present | DOHC V6 |
The Duratec HE is the name used by Ford Europe[1] for its family of small straight-4 engines. The family includes 1.8 L (110 CID; 1798 cc) and 2.0 L (122 CID; 1999 cc) DOHC 16-valve engines. European 1.8 L and 2.0 L Duratec HE engines are built at the Valencia Engine Plant in Spain. The compression ratio is 10.8:1. Duratec FFV is a flex fuel version of the 1.8 L Duratec-HE modified to run on E85 fuel.
1.8L Focus C-Max and Focus Mk II versions use a drive-by-wire throttle to improve responsiveness.
Beginning in 2004, Ford dropped the old 4-cylinder Zetec engines in favor of Mazda's MZR design. This includes the 2.0 L Duratec 20 the 2.3 L Duratec 23 and the all new 2.5 L Duratec 25. Ford builds the engines for its own use in Chihuahua, Mexico; Dearborn, Michigan; Valencia, Spain; Laguna, Philippines; and Nanjing, China.
The Duratec 18 is a 1.8 L (110 CID; 1798 cc). Bore and stroke are a square 83 mm × 83.1 mm (3.27 in × 3.27 in). It has an aluminum engine block with cast-in iron cylinder liners and an aluminum DOHC cylinder head. It uses SFI fuel injection, has 4 valves per cylinder and features fracture-split forged powder metal connecting rods and a one-piece cast crankshaft. Output is 125 hp (93 kW) at 6000 rpm with 122 ft·lbf (165 N·m) of torque at 4250 rpm. This engine is currently fitted to Ford models outside of North America.
The Duratec 20 is a 2.0 L (122 CID; 1999 cc) version built in Chihuahua, Chihuahua, Mexico. Bore is 87.5 mm (3.44 in) and stroke is 83.1 mm (3.27 in).
It is used in the US/Argentinian Focus, US Transit Connect (engine built in Valencia, Spain), and the Brazilian Ford EcoSport. (European Fiesta ST, Ford Focus and Focus C-Max, Mondeo, S-Max, Transit and Galaxy use Duratec HE engines). On the 2007 Focus, output is 136 hp (101 kW) at 6000 rpm with 136 ft·lbf (184 N·m) of torque at 4250 rpm. The 2007 Focus sold in the US states of CA, NY, MA, VT and ME comes with the required PZEV emissions 20E version which produces 130 hp (97 kW) at 6000 rpm with 129 ft·lbf (175 N·m) of torque at 4000 rpm. The PZEV is available as an option in border states. The compression ratio for both versions is 10:1. On the 2008 Focus, output is 140 hp (100 kW) at 6000 rpm with 136 ft·lbf (184 N·m) of torque at 4250 rpm. The 2009 Focus Coupe with manual transmission has 143 hp. The 2008 Focus sold in the US states of CA, NY, MA, VT and ME comes with the required PZEV emissions 20E version which produces 132 hp (98 kW) at 6000 rpm with 133 ft·lbf (180 N·m) of torque at 4250 rpm.[2] The PZEV is available as an option in border states. The compression ratio for both versions is 10:1. It has an aluminum engine block and an aluminum DOHC cylinder head. The cylinders are lined with cast iron. It uses SFI fuel injection, has 4 valves per cylinder and features fracture-split forged powder metal connecting rods, a one-piece cast crankshaft, and a cast aluminum or reinforced plastic intake manifold. In 2011 Ford started selling the 2012 Focus in North America. It comes with a 160 hp version of the 2.0-liter Duratec with direct injection and Ti-VCT. A PZEV version of the Focus will be sold in certain states.
The plastic intake manifold on early versions of the 1.8 and 2.0 has a major fault due to poor-quality materials. The manifold has swirlplates mounted on a square shaft at the aperture where it mounts to the cylinder head. Early 4-cylinder Duratec engines can be ruined when the swirlplates break off and enter a cylinder. Most cases are of single swirlplates but also the shaft can wear and break. Early signs of this fault are evidenced by a ticking noise emanating from the front of the engine. This can occur as early as 25K miles, with failure typically occurring after about 90K miles. (more details)
The Duratec 23 is a 2.3 L (140 CID; 2261 cc).[3] Bore is 3.44 inches (87.5 mm) and stroke is 3.70 inches (94 mm).[3] It has an aluminum engine block with cast-in iron cylinder liners and an aluminum DOHC cylinder head. It uses SFI fuel injection, has 4 valves per cylinder and features fracture-split forged powder metal connecting rods and a one-piece cast crankshaft.
The 23EW is built in Chihuahua, Chihuahua, Mexico for use in the American market Focus through the 2007 model year. "EW" in the Ford designation code denotes East-West configuration, or FWD. The Ford Focus version does not have VVT, and its output is 151 hp (113 kW) at 5750 rpm with 154 ft·lbf (209 N·m) of torque at 4250 rpm. Ford models to use the VVT equipped 2.3 L engines are the Ford Fusion, and Mercury Milan producing 160 hp (120 kW), similar to the original Mazda MZR 2.3 L which are all equipped with VVT.
The 23NS is built in Dearborn, Michigan for the Ford Ranger and North American market Mazda B-Series. These engines are tuned for torque-bias making them suitable for light-truck use and are not equipped with VVT or VICS. Output is 143 hp (107 kW) at 5250 rpm with 154 ft·lbf (209 N·m) of torque at 3750 rpm.
Applications:
The Duratec 23E is a version of the Duratec 23 with California PZEV emissions.
A high-efficiency Atkinson cycle version is used in the Ford Escape Hybrid, Mercury Mariner Hybrid, and Mazda Tribute Hybrid.
The Duratec 25, or Duratec 2.5 L I-4, is an evolution of the Duratec 23. 'Duratec 25' should not be confused with the similarly named 2.5 L V6 Ford Duratec. The new Duratec 25 is an inline 4-cylinder engine design that is identical to the Mazda MZR 2.5L engine. The bore and stroke have increased over the 2.3 L to 89 mm x 100 mm and as such now displaces 2488 cc | 151ci. Power has been increased to 175 hp@6000 rpm and 172 lb-ft@4500 rpm torque. It is the smoothest and quietest Duratec 4-cylinder. A Hybrid Duratec 25 will be replacing the Hybrid Duratec 23.
Fuel saving features include adaptive knock control and aggressive deceleration fuel cutoff.[4]
In 2001, Ford introduced its first European Ford engine to use gasoline direct injection technology, badged SCi (Smart Charge injection) for Direct-Injection-Spark-Ignition (DISI).[5] The range will include some turbocharged derivatives, including the 1.1-litre, three-cylinder turbocharged unit showcased at the 2002 Geneva Show.[5] The 1.8 L was the first European Ford engine to use direct injection technology, badged SCi for Smart Charge Injection. This appeared in the Mondeo in 2003 and is today available on the 2.0 L engine as well as an expected 1.1 L version.
The SCi engines were designed at Ford's Cologne, Germany facility and are assembled in Valencia, Spain. The SCi engine is paired with a specially designed six-speed manual transmission.
The Focus RS featured a turbocharged version of the 2.0 L Zeta unit producing 215 bhp (158 kW) and 310 N·m (229 ft·lbf) of torque, although badged a Duratec-RS.
The Duratec 8v name is currently used on two different engines in the European Ford Ka and the 2003 Ford Fiesta:
The 2.5 L and 3.0 L V6 Duratecs are evolutions of the same design, first used in the 1994 Ford Mondeo (1995 Ford Contour in US). It is a modern aluminum DOHC V6 with a 60° bank angle. They were also used in the Ford Cougar.
The Jaguar AJ-V6 engine and Mazda's AJ engine featured variable valve timing.
The Duratec 25 is a 2.5 L (155 CID; 2544 cc) 60° V6 and was introduced in 1994. It was developed for the Ford Contour and used in the Ford Mondeo, Mercury Cougar, Mercury Mystique, Jaguar X-Type, and others. The Duratec 25 was on the Ward's 10 Best Engines list for 1995 and 1996, and the SVT version made the list for 1998 and 1999.
An SVT version produced 195 hp (145 kW) and 165 ft·lbf (224 N·m) in 1998. Further improvements were made in 1999 that raised power output to 200 hp (149 kW) and 169 ft·lbf (229 N·m) and were carried over in the 2000 model,14 L/100 km (17 mpg-US). The SVT engine was used in the 1998-2000 Ford Contour SVT, as well as the Ford Mondeo ST200 which was a limited edition model produced, and sold in Europe.
Bore is 82.4 mm and stroke is 79.5 mm on most 2.5 L Mondeo-derived engines for a total of 2544 cc. Mazda used the same block and camshaft in their 2000 MPV. However, they reduced the size to 2.49 L to keep under a 2.5 L tax cap in Japan. It was replaced in 2002 with the larger 3.0 L Duratec 30-based Mazda AJ.
The 3.0 L Duratec 30 or Mazda AJ was introduced in 1996 as a replacement for the 3.8 L (230 cu in) Essex V6 in the up-market versions of the Ford Taurus/Mercury Sable. It has 2,967 cc (181 cu in) of displacement and produces between 200 hp (150 kW) and 240 hp (180 kW). With an aluminum block and cylinder heads, it is the same basic engine used in the Jaguar S-Type, Lincoln LS, Mazda MPV, Mazda 6, Mondeo ST220 and many other Ford vehicles. It is essentially a bored-out (to 89 mm) Duratec 25 and is built in Ford Motor Company's Cleveland Engine #2 plant in Cleveland, Ohio. A slightly modified version for the Ford Five Hundred entered production at the Cleveland #1 plant in 2004.
There are two key versions of the first-generation Duratec 30:
The 2006 Ford Fusion, Mercury Milan, and Lincoln Zephyr feature a version of the Duratec 30 using variable valve timing. The engine has an output of 221 hp (165 kW) at 6250 rpm, and 205 lb·ft (278 N·m) of torque at 4800 rpm. 23 L/100 km (10 mpg-US)
The final major revision of the Duratec 30 was seen on the 2009 Ford Escape and Mercury Mariner small SUVs. Cam-torque-actuated iVCT was introduced in this version along with better breathing heads. The result is a bump from the previous version's 223 bhp to 240 hp (180 kW) at 6550 rpm. The newly refreshed engine made its way into the redesigned Ford Fusion as the optional base V6, and the Mercury Milan as the only V6 for the 2010 model redesign.
The 3.0L delivered ample power in the midsize sedan segment, however the Fusion later received the Duratec 35 V6 as a top-tier "Sport" option to remain competitive with larger V6 offerings in the Toyota Camry and Honda Accord. The Duratec 30 remained as a step up from the base I4 in the fusion, but the Milan kept the 3.0L as its sole V6 until it was discontinued for the 2011 model year. The 3.0L Has the potential to deliver more power, but it is believed to be nearing the end of its development; Ford will begin to phase it out in favor of newer engine lines. The Duratec 30 will be dropped as the higher-end powerplant in the 2013 Escape in favor of the 2.0L EcoBoost I4, which produces similar power, more torque, and better fuel economy; it will also replace the 2.5L hybrid powertrain in the Escape, as sales have started to slow. The fate of the engine in the 2013 Fusion is likely to be similar, with the Duratec 35 being the sole V6. The engine will continue to be used in other applications until replaced by the aforementioned EcoBoost I4, and Cyclone 35 V6. The original version of the engine without iVCT is available as a crate engine from Ford Power Products, producing 232 bhp.
A Twin-turbocharged version of this engine is used in the Noble M400, a British sports car. The engine is rebuilt and tuned to a max power of 425 bhp (317 kW) at 6500 rpm, with a torque figure of 390 lb·ft (529 N·m) at 5000 rpm. Noble has used forged pistons, an oil cooler, a larger baffled oil sump and extra cooling ducts to maintain its durability. 29 L/100 km (8.1 mpg-US)
Mazda's MZI version adds variable valve timing, as does Jaguar's AJ30. Note that the MZI name is also used in Europe on Mazda's version of the Ford Sigma I4. The 3.0 L, 226 hp (169 kW) V6 used in the Mondeo ST220 is called Duratec ST. The 3.0 L 204 hp (152 kW) V6 in the Mondeo Titanium is called Duratec SE. 28.1 mpg-US (8.37 L/100 km; 33.7 mpg-imp)
The Duratec 35 is a 3.5 L (3496 cc; 213 CID) V6 that began production in fall 2006 and is the first member of the all-new Ford Cyclone engine family.[6] The D35 is an all-aluminum DOHC 4V 60° bank angle V6 engine with variable cam timing on the intake camshafts and DAMB tappets. The Duratec 35 is ULEV-II compliant and is said to be capable of meeting the PZEV requirement as well. Current Applications:
Rated on 87 octane gasoline the engine currently produces 265 hp (198 kW) at 6,250 rpm and 250 lb·ft (339 N·m) at 4,500 rpm in the following applications:
The engine produces 263 hp (196 kW) at 6,250 rpm and 249 lb·ft (338 N·m) at 4,500 rpm in the following applications:
The engine produces 285 hp (213 kW) at 6,500 rpm and 253 lb·ft (343 N·m) at 4,000 rpm in the following applications:
It is a twin turbocharged, gasoline direct injected (GTDI) version of the Duratec 35.[7]
The Duratec 37 3.7 L (3721 cc; 227 CID) V6 is another member of the Ford Cyclone engine family. The Duratec 37's additional displacement over the Duratec 35 is achieved through a 3 mm increase in bore diameter which results in a 95.5 mm (3.76 in) bore.
The engine began production in the 2008 Mazda CX-9 under Mazda's MZI moniker and produces 273 hp (204 kW) at 6,250 rpm and 270 lb·ft (366 N·m) at 4,250 rpm.[8] The American assembled version seen in the 2009 Lincoln MKS produces 275 hp (205 kW) at 6,250 rpm and 276 lb·ft (374 N·m) at 4,250 rpm. A few days before the 2009 Los Angeles International Auto Show, Ford unveiled a new version of the Duratec 37 for the 2011 Mustang, making it the first Duratec-badged V6 used in a rear-wheel drive application since the Mondeo V6 in the Lincoln LS. The new version of the engine features Twin Independent Variable Cam Timing (Ti-VCT) and, thanks in part to the addition of this technology, makes 305 hp (227 kW) at 6,500 rpm and 280 lb·ft (380 N·m) at 4,250 rpm while delivering 31 mpg-US (7.6 L/100 km; 37 mpg-imp) highway mileage in the Mustang.[9][10] This RWD Ti-VCT version has also since been added to the engine lineup of the F-150 pickup for 2011.
Ford's 3.4 L SHO V8 is related to the 2.5 L Mondeo V6.[11] Each cylinder uses the same bore and stroke as the 2.5, but this engine was never officially referred to with the Duratec name.
Ford's 6.0 L V12 version of its Duratec engine is used in the present Aston Martin lineup.[12]
|
||||||||||||||