Ford CVH
Ford CVH is the name of an engine series from Ford that 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 Ford Focus was launched in 1998; in North America, it was used in a slightly modified form in the US Focus until 2004 .
General
The Ford CVH is a four-stroke in- line four-cylinder engine with two valves per cylinder. The block is made of gray cast iron , the cylinder head is made of aluminum . The abbreviation CVH stands for " C ompound V alve H emispherical", "in two planes V-shaped valves arranged in the hemispherical combustion chamber." The CVH has an overhead camshaft, the valves are operated via hydraulic valve lifters and rocker arms. Only the Escort RS1600i had mechanical tappets , and roller tappets were also used in the Ford Sierra . The camshaft and water pump are driven by a toothed belt. When it was introduced, the ancillary units were driven by a V-belt, which was replaced by a flat ribbed belt in the 1990s.
For the European market, the engine was available with a displacement of 1.1 to 1.8 liters; for the American market, versions with 1.9 and 2.0 liters were also available.
When it was introduced, the engine was intended to replace a large part of the much older Kent and OHC engines and was introduced in the Fiesta and Sierra models except for the Escort and Orion models . The engine is considered to be relatively durable and low-maintenance, provided that the oil and timing belt change intervals are observed. Due to their design, the camshaft and valve lifters are subject to relatively high wear and tear, from 100,000–150,000 km a replacement must be expected. However, this is comparatively simple with this engine. The engine was criticized for its strong vibrations, especially at higher speeds.
Due to its design, the engine proved to be extremely suitable for tuning measures and performance increases of well over 147 kW (200 PS) for the turbo models are possible when using the appropriate components. The engine was also of interest to manufacturers of so-called “kit cars” because it was compact and was produced in large numbers.
1.1 liters
The smallest engine of the series was at a low compression of 8.5: 1 as LC ( L ow C ompression) with and as HC ( H igh C available 1: ompression) with a compression ratio of 9.5. The LC 40 kW (55 hp) at 6000 min -1 and are at 4000 min -1 a maximum torque of 80 Nm, the HC 43 kW (59 hp) and 84 Nm at equal speeds. The displacement of 1117 cm³ results from a 73.96 mm bore and 64.98 mm stroke. The mixture is prepared by a single constant pressure carburetor from Ford. This engine was only available with a manually shiftable four-speed gearbox and was replaced by the Valencia engine with 1.1 liter displacement from 1983 due to unsatisfactory consumption values.
1.3 liters
The CVH with 1.3 liter displacement was produced longer than the smallest representative of the series. The engine was still used in the Fiesta '84, but with the introduction of the Escort '86 in February 1986 it was replaced by the 1.4-liter variant in all Ford vehicles. As a rule, the engine has an output of 51 kW (69 hp) at 6000 min −1 and achieves a maximum torque of 100 Nm at 4000 min −1 . The displacement of 1296 cm³ results from a 79.96 mm bore and 64.52 mm stroke. This engine was available with different types of carburettors, including a single constant pressure carburetor from Ford or a register carburetor from Weber.
1.4 liters
In February 1986 this engine replaced the CVH with a displacement of 1.3 liters. Like the 1.1-liter, the 1.4-liter engine was also offered as an LC and HC variant. It delivers to 55 kW (75 hp) at 5600 min -1 , the maximum torque of 109 Nm at 4000 rpm to -1 . The displacement of 1392 cm³ results from a 77.24 mm bore and 74.30 mm stroke. The mixture was prepared by a register carburetor or a central injection .
1.4 liters of PTE
The PTE (also: PT-E ) was a revised version of the CVH, which was offered from 1994 exclusively with 1.4 liter displacement in the Escort and Fiesta models. The engine block has been redesigned to reduce noise and vibration at high speeds. The mixture produced a sequential multi-point injection, for which the cylinder head was slightly changed.
1.6 liters
The 1.6-liter variant was already available with the market launch of the Escort with 58 kW (79 PS). However, until the early 1990s, this engine was mainly used on the sporty XR and RS models. The displacement of 1596 cm³ results from a 79.96 mm bore and 79.52 mm stroke. The crank drive is the same for all engines. With flatter pistons, compression is reduced in turbo and MFI models with G-Kat. With the RSi and EFI engines, compression is increased by using different pistons and / or modified combustion chambers. The engine block is the same for all models, with the exception of an additional connection for the oil supply to the turbocharger for the turbo models or the hole for a TDC sensor for the EFI models. The cylinder heads, however, differed in several details. Few of the engines are so-called "lean-burn" variants with a heart-shaped combustion chamber. This was used, among other things, from September 1986 in the Fiesta XR2 to achieve better emissions. In the EFI engines, the inlet ducts have additional recesses so that the injectors could spray cleanly onto the inlet valves. In the MFI models, the relatively long and thin mechanical injection nozzles of the Bosch K-Jetronic protrude far into the intake port, which makes an additional recess unnecessary.
A CVH EFI weighs 119 kg dry and without coupling.
RS1600i
The engine of the Escort RS1600i differs in a few important details from the other 1.6-liter engines. The engine block of the Escort XR3 was adopted unchanged for the Escort, which was developed as a homologation model, while the cylinder head underwent numerous changes. This has larger, round exhaust ports, factory-machined intake and exhaust ports, flow-optimized intake valves, a modified camshaft with a 272 degree and 110 degree spread and mechanical valve lifters. On the outside, a valve cover with cooling fins made of cast aluminum was used instead of the sheet metal cover. The exhaust manifold has a more aerodynamic design, the intake manifold has different and longer funnels and also a different shape of the air collector. For better responsiveness, the RS1600i received the large throttle valve from the 2.8 liter injection engines of the Capri and Granada models . Another special feature of this engine is the electronic map ignition , which was first used in this form by Ford. A vacuum sensor is used to detect the load, the crankshaft position is recorded with a TDC sensor on the underside of the gearbox. For this purpose, only on the RS1600i one tooth of the starter ring gear is coated with a special metal. The ignition computer comes from AFT (Atlas Fahrzeugtechnik GmbH), the red double spark ignition coils from Prüfrex. With these changes, the engine provides an additional 7 kW (10 hp) compared to the XR3i. However, the ignition system is a bit fragile and many workshops were overwhelmed with this then new technology. Customer vehicles with ignition problems were therefore more frequently converted to a conventional contactless ignition distributor .
RS Turbo
In October 1984 the first Escort Turbo was presented at the Geneva Motor Show and with it the most powerful series version of a CVH engine. The compression of the 1.6 liter engine was reduced to 8.3: 1 with flat pistons from Mahle . With 0.5 bar boost pressure, which is generated by a Garrett T3 turbocharger , the engine has an output of 97 kW (132 hp). The injection system is a KE-Jetronic from Bosch. As in the RS1600i , this engine is equipped with an electronic map ignition. However, the ESC-II system (electronic spark control) still has an ignition distributor that generates the speed signal for the control unit through a Hall sensor. The engine was also used in the fourth series Escort until 1990. This engine was also available in the Fiesta '89, but here with an electronic EFI injection system that was carried over almost unchanged from the XR2i / XR3i. Because of the narrower engine compartment in the Fiesta and for better responsiveness, a smaller Garrett T2 charger was installed with the same rated power. As in the Escort, the engine in the Fiesta has no catalytic converter, which is why the Fiesta RS Turbo was never offered in Germany.
The turbo engines offer a simple way of increasing performance. In series production the engines can be driven with up to 132 kW (180 PS) without any major problems. This can be done relatively easily by reprogramming the control units and increasing the boost pressure. With more power, however, you should invest in better pistons and better cooling. Both KE-Jetronic and EFI are suitable for outputs of up to approx. 184 kW (250 PS). With more power and more displacement, the series systems reach their limits.
Technical specifications
| Type: | CVH VV | CVH 2V | CVH CFI | CVH MFI | CVH MFI G-Cat | MFI Turbo | CVH EFI a | CVH EFI G-Cat | EFI Turbo a | RS1600i |
|---|---|---|---|---|---|---|---|---|---|---|
| Engine code: | LPA, LP1, LP2, LP3 | LUA, LUB, LUC, LUD, LUG, LUH, LUJ, LUK | L6B | LRA, LRB, LR1, LR2 | L4B | LNA, LNB | LJA, LJC, LJE | LJB, LJD, LJF | LHA | LUAE |
| Power kW (PS): | 51-58 (70-79) | 65-71 (88-96) | 59 (80) | 77 (105) | 66 (90) | 97 (132) | 79-81 (108-110) | 75-77 (102-105) | 96 (130) | 85 (115) |
| at min −1 : | 5800 | 6000 | 6000 | 6000 | 6000 | 6000 | 6000 | 6000 | 6000 | 5750 |
| Torque Nm: | 125 | 132.5 | 128 | 138 | 126 | 180 | 135 | 132 | 180 | 145 |
| at min −1 : | 3000 | 4000 | 3300 | 4800 | 3300 | 3000 | 2800 | 2800 | 3000 | 4500 |
| Compression: | 9.5: 1 | 8.5: 1 | 8.3: 1 | 9.75: 1 | 8.3: 1 | 9.9: 1 | ||||
| Mixture preparation: | Single constant pressure carburetor | Weber register carburetor | Ford CFI (central injection) | Bosch K-Jetronic | Bosch KE-Jetronic | Bosch KE-Jetronic , Garrett T3 turbocharger | Ford EFI (EEC-IV) | Ford EFI, Garrett T2 Turbo | Bosch K-Jetronic | |
| Ignition: | contactless ignition | contactless ignition XR2 1984–1986: ESC c |
contactless ignition | ESC-II c | E-DIS-4 d double spark ignition |
AFT e double spark ignition |
||||
| Use: | Escort 1981–1986 Orion 1983–1985 |
Fiesta XR2 84–1988 Escort XR3, Escort 1.6 Orion 1.6 |
Sierra 1.6 | Escort XR3i 1982-1989 Orion injection, Orion 1.6i |
Escort XR3i 1985–1990 Orion 1.6i |
Escort RS Turbo 1985–1990 |
Fiesta XR2i 8V Escort XR3i 8V from 1990 Orion 1.6i from 1990 |
Fiesta RS Turbo | Escort RS1600i | |
XR3 engine in an '81 Escort
Motor in an Escort RS1600i
XR3i engine in an Escort XR3i
Motor in an Escort RS Turbo S1
XR3i engine with KE-Jetronic
EFI engine in a Fiesta XR2i
1.8 liters
This engine was only installed in the Ford Sierra. The bore was identical to that of the 1.6-liter model, with a different crankshaft with a stroke of 88 mm, the displacement was increased accordingly. The engine in the Sierra was the only CVH equipped with roller tappets with hydraulic valve clearance compensation. Despite the larger displacement, the engine only achieved 65 kW (88 hp). The crankshaft of this engine was also the basis for various tuning measures. With their help and other pistons, the displacement of the 1.6-liter engines of the XR and turbo models was increased to around 1.9 liters.
1.9 liters
For the American market, the Escort was equipped with a CVH engine with a displacement of 1.9 liters. The bore is 82 mm and the stroke is 88 mm. The engine achieved 64 kW (87 PS) and 140 Nm with a carburettor and 67 kW (91 PS) with an injection system. In the Escort GT , the engine achieved 81 kW (110 PS) and 155 Nm. In 1991 the engine received a fully sequential injection system and a new valve cover, the output was now 66 kW (90 hp).
2.0 liters
The largest series displacement of a CVH was achieved through larger cylinders 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 to be the quietest of all CVH engines and was also not available in Europe. In 2004, with the introduction of the new Ford Focus, production of the CVH was finally stopped.
Use (Europe)
| Type | Displacement | power | Fiesta '84 | Fiesta '89 | Escort '81 | Orion '83 | Escort '86 | Orion '86 | Escort '91 | Orion '91 | Sierra '86 |
|---|---|---|---|---|---|---|---|---|---|---|---|
| 1.1 LC | 1,117 cc | 40 kW / 55 PS | X | ||||||||
| 1.1 HC | 1,117 cc | 37–43 kW / 50–59 hp | X | ||||||||
| 1.3 | 1,296 cc | 51 kW / 69 PS | X | X | X | ||||||
| 1.4 LC | 1,392 cc | 52–54 kW / 71–73 hp | X | X | X | X | X | X | |||
| 1.4 HC | 1,392 cc | 51–55 kW / 70–75 PS | X | X | X | X | |||||
| 1.6 LC FI | 1,596 cc | 66 kW / 90 PS | X | X | X | X | |||||
| 1.6 HC VV | 1,596 cc | 58 kW / 79 PS | X | X | X | X | |||||
| 1.6 HC 2V | 1,596 cc | 65–71 kW / 88–97 hp | X | X | X | X | X | X | X | ||
| 1.6 HC FI | 1,596 cc | 77 kW / 105 PS | X | X | X | X | |||||
| 1.6 HC CFI | 1,596 cc | 59 kW / 80 PS | X | ||||||||
| 1.6 HC EFI | 1,596 cc | 75–81 kW / 102–110 hp | X | X | X | X | X | ||||
| 1.6 HC turbo | 1,596 cc | 96–97 kW / 130–132 hp | X | X | X | ||||||
| 1.8 HC 2V | 1,796 cc | 64–66 kW / 87–90 hp | X |
- Abbreviations
- LC: l ow c ompression, compressed low
- HC: h igh c ompression, highly compressed
- VV: v ariable v enturi, Ford carburetor
- 2V: Weber twin carburettors
- FI: f uel i njection, mechanical fuel injection. For HC models: Bosch K-Jetronic , for LC models: Bosch KE-Jetronic
- CFI: c entral f uel i njection, central fuel injection
- EFI: e lectronic f uel i njection, Ford electronically controlled fuel injection ( multi-point )
Further use
British automaker Reliant used the CVH in the Reliant Scimitar SS . Due to the compact design and the widespread use of this engine, the CVH was also installed in many kit cars .
Modifications
Schrick 16V
In 1982 the company Dr. Schrick GmbH, today AVL Schrick , developed a multi-part cylinder head for the CVH with a displacement of 1.6 liters. For each of the two overhead camshafts there was a separate carrier ("cam carrier") that was screwed to the lower part of the cylinder head. Each camshaft carrier had its own valve cover. With the intake manifold of the RS1600i engine, a pipe exhaust manifold and adapted ignition, the prototypes developed 99 kW (135 hp).
In contrast to the 16V cylinder head that Cosworth developed for the OHC engines and that Ford took over for motorsport activities ( Sierra RS Cosworth , Escort RS Cosworth ), the Schrick cylinder head never went into series production. Possible reasons for this are that Ford did not see any greater potential for the CVH in racing and preferred a simpler and cheaper design for mass production. Another possibility is that the design of the cylinder head in the selection of the technology for the new Zetec engine could not prevail against the other proposals. With the introduction of the Zetec engine, Schrick finally gave up the project.
ZVH
When increasing performance, the displacement is often increased. For example, some companies (including Hurricane Racing Engines from the Netherlands , whose products were sold by Ford Richter) offered a displacement increase to just under 1.9 liters for the 1.6-liter CVH engine. The crankshaft of the 1.8-liter CVH from the Sierra was used with different pistons. The block was drilled out from just under 80 mm to around 82.5 mm. However, due to the thin cylinder walls, this led to a greater number of engine damage in these engines. To get around this problem, inventors from Great Britain found a simple and effective solution in the late 1990s. They took advantage of the fact that the new Zetec E engine was a direct further development of the CVH and so the position of the cylinders, the water and oil ducts and the cylinder head bolts on these engines were identical.
Modern, freely programmable injection systems were still expensive and time-consuming to operate at that time, and so the combination of the two engines solved both the problem of a durable engine block and the adaptation of existing series components to a different cylinder head. Thus, the cylinder head including the fuel injection system, ignition distributors and exhaust manifold was charged with priority with the turbo-engines of the Escort RS turbocharger retained and combined with a Zetec block. The use of both the 1.8 and 2.0 liter blocks was possible; with the appropriate pistons, a displacement of up to 2,100 cm³ was achieved. Depending on the combination, the block could also be used with series pistons, which further reduced costs. Only small adjustments had to be made to the block itself, such as B. an adapter for the water pump of the CVH can be made. The adaptation of the KE-Jetronic of the Escort RS Turbo and the EFI injection system of the Fiesta RS Turbo to the larger cubic capacity was relatively easy to accomplish by adding an additional chip or installing other maps. Since freely programmable injection systems are now available at affordable prices, the ZVH is becoming increasingly less important.
The name ZVH is made up of Z etec and C VH .
literature
- Peter and John Wallage: Rebuilding and Tuning Ford's CVH engine . Haynes Publishing, Sparkford (UK) 2000, ISBN 1-85960-006-9 . ( english )
- All you need to know about ... CVH TURBO In: fastford, September 2012 edition; Future Publishing Ltd., Bath, UK; Pp. 98–102 ( English )
- All you need to know about ... ZVH TURBO In: fastford, October 2012 edition; Future Publishing Ltd., Bath, UK; Pp. 100–104 ( English )
Web links
Individual evidence
- ↑ Ford Service: Technical Data 5/91, p. 66.
- ^ Workshop manual Ford Fiesta '84: Group 21A - 2 from May 1986.
- ↑ John Kuhny: About Ford-tuning. Engine - chassis - body . Motorbuch Verlag, 1992, ISBN 978-3-613-01437-4 .
- ↑ jimhearne.co.uk. (No longer available online.) Archived from the original on April 22, 2012 ; Retrieved May 6, 2012 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
