Ford AJD-V6/PSA DT17

Lion Diesel Engine Family
Overview
Manufacturer Ford of Europe
Production 2004–present
Combustion chamber
Configuration DOHC Diesel

The Lion engine family was developed and manufactured at Ford's Dagenham Diesel Centre for use in PSA Peugeot Citroën vehicles (as DT17 as part of joint venture begun in 1999), Jaguar Cars (as the AJD-V6), and Land Rover vehicles. The engines share the same bore/stroke ratio, with the V6 displacing 2.7L and the V8 displacing 3.6L. The V6 was launched in 2004 and as of 2011 also serves in Ford Australia's Territory SUV; the V8 in 2006. The V6 engine meets the Euro IV emissions standards. A 3.0L was added in 2009 and is based on the 2.7L.

Common Construction

The engine family utilises twin overhead camshafts and multi-valves, single or twin turbochargers with an air-to-air intercooler, and innovative compacted graphite iron (CGI) block construction that leads to a low weight of 202 kg dry. Fuel supply is high-pressure common rail direct injection.

Lion V6

AJD-V6 engine in a 2006 Jaguar XJ

To improve the engine’s low-speed torque range for off-roading and towing applications, Land Rover installed a large capacity single-turbocharger, rather than use the twin-turbo design; in addition the engine is fitted with a large engine driven cooling fan to support low speed, high load driving as may be encountered in desert conditions. Furthermore, the Land Rover variant of the Lion V6 includes a deeper, high capacity sump with improved baffles to maintain oil pressure at off-roading extreme angles and multi-layered seals to keep dust, mud and water at bay and different transmission bell housing bolt pattern. The Lion V6 – constructed from compacted graphite iron[1] – is a member of the Ford Duratorq family and is produced at Ford’s Dagenham engine plant; 35,000 engines were produced from April to December 2004.

The 3.0-litre design, known as the Gen III, superseded the 2.7-litre, and uses parallel sequential turbochargers and an uprated common rail injection system incorporating fuel injectors with piezo crystals fitted nearer to the tip to reduce engine noise and a metering mode to reduce oversupplying fuel, decreasing fuel consumption and unused fuel temperature over the 2.7-litre model. The parallel sequential turbocharger system utilizes the smaller of the two turbos when the engine is running at low revolutions; once the engine has reached 2,800 rpm, the larger turbocharger is also used to pressurize the intake.

Jaguar tested fitting the engine to its XK model but didn’t carry the project over to production.

The 3.0-litre variants used by Land Rover feature the 2.7-litre’s off-roading adaptations plus calibration of the engine’s electronics to allow the use of low-quality fuels.

2.7D/TDV6/HDi

Engine configuration & engine displacement

60-degree V6 engine, single- and twin-turbo diesel, 2,720 cc (166 cu in), bore x stroke 81.0 mm × 88.0 mm (3.19 in × 3.46 in), compression ratio 17.3:1

Cylinder block & crankcase

Compacted graphite iron cross bolted block

Cylinder heads & valvetrain

High strength aluminium, DOHC with four valves per cylinder

Aspiration

Single turbocharger or twin-turbochargers with air-to-air intercooler, electronically actuated variable geometry with transient over-boost capability, port deactivation system

Fuel system & engine management

Siemens Common rail (CR) direct diesel injection, maximum injection pressure of 1,650 bars (23,900 psi), piezo injectors

DIN-rated motive power & torque outputs
140 kW (190 hp), 440 N·m (320 lbf·ft) – Land Rover Discovery 3, Range Rover Sport, Ford Territory
147 kW (197 hp), 440 N·m (320 lbf·ft) – Peugeot 407, Peugeot 607
152 kW (204 hp), 435 N·m (321 lbf·ft)) – Citroën C5, Citroën C6, Jaguar S-Type, Jaguar XF, Jaguar XJ
References
“Ford, PSA Announce New V6 Diesel” Auto Report, 10 June 2003

3.0D/TDV6/SDV6/HDi

Engine configuration & engine displacement

60-degree V6 engine, twin-turbo diesel, 2,993 cc (183 cu in), bore x stroke 84.0 mm × 90.0 mm (3.31 in × 3.54 in), compression ratio 16.4:1

Cylinder block & crankcase

Compacted graphite iron cross bolted block

Cylinder heads & valvetrain

High strength aluminium, DOHC with 4 valves per cylinder

Aspiration

Twin-turbochargers with air-to-air intercooler, electronically actuated variable geometry with transient over-boost capability, port deactivation system

Fuel system & engine management

Siemens Common rail (CR) direct diesel injection, maximum injection pressure of 2,000 bars (29,000 psi), piezo injectors

DIN-rated motive power & torque outputs
177 kW (237 hp), 450 N·m (330 lbf·ft) – Citroën C5, Citroën C6, Peugeot 407, Peugeot 407 Coupé
177 kW (237 hp), 500 N·m (370 lbf·ft) – Jaguar XF, Land Rover Discovery 4, Range Rover Sport
187 kW (251 hp), 600 N·m (440 lbf·ft) – Land Rover Discovery 4, Range Rover Sport
202 kW (271 hp), 600 N·m (440 lbf·ft) – Jaguar XF, Jaguar XJ, Range Rover

Lion V8

See also Ford 4.4 Turbo Diesel

Built at Ford’s Dagenham engine plant in Essex, the 3.6-litre V8 twin-turbo diesel engine began production in April 2006.

Much speculation in the United States has focused on this engine as a possible Diesel entrant in the F-150 pickup truck and Expedition SUV.[2] It was announced that the new F150 engine will be based on this engine and enlarged to 4.4L. The Cleveland Engine plant recently began small-scale production of the exotic compacted graphite iron (CGI) used in the block's construction, leading many to expect production of the engine there.

3.6 TDV8

Engine configuration & engine displacement

90-degree V8 engine, twin-turbo diesel, 3,630 cc (222 cu in), bore x stroke 81.0 mm × 88.0 mm (3.19 in × 3.46 in), compression ratio 17.3:1

Cylinder block & crankcase

Compacted graphite iron cross bolted block

Cylinder heads & valvetrain

High strength aluminium, DOHC with 4 valves per cylinder

Aspiration

Twin-turbochargers with air-to-air intercooler, electronically actuated variable geometry with transient over-boost capability, port deactivation system

Fuel system & engine management

Siemens Common rail (CR) direct diesel injection, maximum injection pressure of 1,650 bars (23,900 psi), piezo injectors

DIN-rated motive power & torque outputs
200 kW (270 hp), 640 N·m (470 lbf·ft) – Range Rover, Range Rover Sport

See also

Notes

  1. ↑ Guesser, Wilson Luiz; Duran, Pedro Ventrela; Krause, Walmor (12–13 May 2004). "Compacted Graphite Iron for Diesel Engine Cylinder Blocks" (PDF). Congrès Le diesel (Ecole centrale Lyon).
  2. ↑ Truett, Richard (31 July 2006). "Powertrain Plans". AutoWeek. Retrieved 2 August 2006.

References

External links

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