Ford CVH engine

Last updated
Ford CVH engine
Ford CVH 1600i engine.jpg
1.6 L Ford CVH engine in a 1988 Ford Escort XR3i
Overview
Manufacturer Ford Motor Company
Production1980–2004
Layout
Configuration Inline-4
Displacement
  • 1.1 L; 68.2 cu in (1,117 cc)
  • 1.3 L; 79.1 cu in (1,296 cc)
  • 1.4 L; 84.9 cu in (1,392 cc)
  • 1.6 L; 97.4 cu in (1,596 cc)
  • 1.8 L; 108.0 cu in (1,769 cc)
  • 1.9 L; 113.4 cu in (1,859 cc)
  • 2.0 L; 121.3 cu in (1,988 cc)
Cylinder bore
  • 74 mm (2.91 in)
  • 77.2 mm (3.04 in)
  • 80 mm (3.15 in)
  • 82 mm (3.23 in)
  • 84.8 mm (3.34 in)
Piston stroke
  • 64.5 mm (2.54 in)
  • 65 mm (2.56 in)
  • 74.3 mm (2.93 in)
  • 79.5 mm (3.13 in)
  • 88 mm (3.46 in)
Cylinder block material Cast iron
Cylinder head material Aluminum
Valvetrain Single cam-in-head, rocker arms, 2 valves per cylinder
Compression ratio
  • 8.5:1–9.9:1 (Naturally aspirated)
  • 8.3:1 (Turbocharged)
Combustion
Turbocharger Some 1.6 L versions
Fuel system
Management
ESC Hybrid
Fuel type Gasoline
Oil system Wet sump
Cooling system Water-cooled
Output
Power output 69–200 hp (51–149 kW)
Torque output 86–133 lb⋅ft (117–180 N⋅m)
Dimensions
Dry weight Circa 100 kg (220 lb)
Chronology
Successor Ford Zeta engine

The Ford CVH engine is a straight-four automobile engine produced by the Ford Motor Company. The engine's name is an acronym for either Compound Valve-angle Hemispherical or Canted Valve Hemispherical, where "Hemispherical" describes the shape of the combustion chamber. [1] [2] The CVH was introduced in 1980 in the third generation European Escort and in 1981 in the first generation North American Escort.

Contents

The CVH was produced in capacities from 1.1 to 2.0 L, with the smallest version offered exclusively in continental Europe, and the largest only in North America. Engines for North America were built in Ford's Dearborn Engine plant, while engines for Europe and the UK were built in Ford's then-new Bridgend Engine plant in Wales.

History and Details

The engine was originally conceived in 1974, and was a key plank of the "Erika" world car programme which spawned both the third-generation European Escort and the 1981 North American car of the same name. Although the European and North American Escorts ended up being substantially different from each other in execution, the CVH engine was the one major common part shared between them. The CVH largely replaced the overhead valve Kent ("Crossflow") engine in Ford of Europe's portfolio, although the 'short block' Valencia version of the Kent remained in production for many decades (ironically outliving the CVH by two years) - positioned below the CVH as an entry level engine in the smallest capacity Fiesta and Escort models.

The CVH is a cam-in-head design, a type of overhead camshaft engine with a single camshaft mounted low in the head, operating two valves per cylinder via rocker arms. [2] As indicated by the name, the valves in original versions are mounted at a compound angle in order to allow for a hemispherical combustion chamber, but without the need for dual camshafts (or an elaborate rocker system) which a "hemi" engine normally requires. The later "lean burn" versions of the engine launched in 1986 had reshaped combustion chambers to improve swirl, and were strictly speaking no longer hemi-headed at all. The CVH features hydraulic valve lifters, a first for a European Ford engine. In North America the engine was sold under different names, being called the "1.9L SEFI" from 1991 to 1996 in that market's Ford Escort, the "Split Port Induction 2000" or SPI2000 from 1997 to 2002, while from 2000 to 2004 it was simply the "Split Port" when offered in the Ford Focus. [3]

1.1

The 1.1 L CVH had the shortest production life of the different variants. Bore × stroke are 74 mm × 65 mm (2.9 in × 2.6 in), and displacement is 1,117 cc (68.2 cu in). It debuted in the 1980 Escort MkIII for Continental Europe only, where it was offered as an alternative to the 1.1 L Valencia overhead valve (OHV) engine, which was the only 1.1 L engine offered in UK market Escorts. The 1.1 L CVH offered negligible improvements in economy or performance over the older Valencia unit, which was simpler and cheaper to manufacture, and hence was dropped in 1982.

Applications

1.3

The 1.3 L CVH was introduced in the 1980 European Escort and used in the Orion and Fiesta from 1983 to 1986. Bore and stroke are 80 mm × 64.5 mm (3.15 in × 2.54 in), for a displacement of 1,296 cc (79.1 cu in). The 1.3 L was to be offered in the North American Escort, but testing found it to be unacceptably underpowered while Ford was unable to make it meet emissions requirements. [4] US production plans were scrapped just months before full-scale production was scheduled to start.

For the facelifted fourth generation European Escort of 1986, this CVH was replaced by a 1.3 L Valencia engine in entry-level models, while higher trim level models used the 1.4 L CVH described below.

Applications

1.4

1.4-litre CVH engine in an Orion Ford-Orion-029-scaled.jpg
1.4-litre CVH engine in an Orion

The 1.4 L CVH replaced the 1.3 L CVH in the Escort, Orion and Fiesta from early 1986. Bore and stroke are 77.2 mm × 74.3 mm (3.04 in × 2.93 in), and displacement is 1,392 cc (84.9 cu in). In European trim, this engine produced 75 hp (55 kW).

Known as the 'Lean Burn' engine, it was designed primarily for fuel economy and featured a different cylinder head than other CVH engines. [5] The Ford variable venturi carburetor was replaced by a Weber 28/30 TLDM which used a manifold vacuum-actuated secondary choke instead of the more usual sequential linkage which opens the secondary butterfly at 3/4 to full throttle. The 1.4 L version is less responsive to power modification than other CVH engines, and some common tuning parts cannot be used.

In South Africa, the 1.4 L CVH was fitted to the Ford Laser and Meteor, which were rebadged Mazda Familias. It replaced the 1.3 L Mazda E engine used in these cars and was itself replaced by the 1.3 L Mazda B engine.

Applications

CVH-PTE

The CVH-PTE is a revised version of the 1.4 L CVH introduced on the European Ford Fiesta 1.4 Si and Ford Escort in 1994. It features multi-point injection and a thicker crankcase to reduce harshness at high revs. Through the 1990s it was gradually phased out in favour of the newer Zetec 16-valve unit.

1.6

The naturally aspirated (NA) 1.6 L CVH debuted in the 1980 European Escort and the 1981 North American Escort. Bore and stroke are 80 mm × 79.5 mm (3.15 in × 3.13 in) and total displacement is 1,597 cc (97.5 cu in).

European NA 1.6

European versions produced 79 hp (58 kW) with the Ford variable venturi carburetor, 96 hp (71 kW) with the twin venturi 32/34 DFT Weber carburetor used in the Fiesta XR2 and the Escort XR3, 105 hp (77 kW) with Bosch K-Jetronic injection, 90 hp (66 kW) with KE-Jetronic mechanical fuel injection, and 108 hp (79 kW) with electronic fuel injection (EFI) and a Ford EEC-IV engine control unit (ECU) as found in the XR3i or Orion GLSI. A 115 hp (85 kW) version was offered in the Escort RS1600i, developed by Ford Motorsport Germany for FIA Group A homologation. This version featured a reworked cylinder head, solid cam followers and bronze bearings, and a host of other motorsport features.

European versions of the carbureted 1.6 L engine from the 1986 model year on were revised and, like the new 1.4 L, benefit from cylinder heads with a heart-shaped lean-burn combustion chambers and a slightly raised piston crown. The carburetor is a Weber twin venturi 28/32 TLDM unit. Power output is improved to 90 PS (66 kW; 89 hp) with the benefit of improved torque and fuel economy. EFI versions used in the Escort XR3i, 1.6i and Fiesta XR2i retained hemispherical combustion chambers. From the 1989 model year all EFI variants are fitted with the Ford EEC-IV ECU.

Applications

Chinese NA 1.6

Chery manufactured a 1.6 L CVH for use in their SEAT Toledo based vehicles. [6] Chery purchased the production line for this engine in England, which was then transferred to Anhui. The first engines left the production line in May 1999. [7] The engine is codenamed SQR480. Chery replaced the CVH with their own ACTECO engines.

Applications:

North American NA 1.6

Standard 1.6 L output started at 65 hp (48 kW) and 85 lb⋅ft (115 N⋅m). The early North American engines are built with cast pistons and connecting rods, a low-flow version of the CVH head, flat hydraulic lifters, a 0.229" lift camshaft, 32/32 Weber-licensed carburetor, cast exhaust manifold, and low-dome pistons. Over the years compression ratios ranged from 8.5:1–9.0:1, while power started at 65 hp (48 kW) in 1981, rising to 74 hp (55 kW) by 1985.

A 1.6 L High Output (HO) motor became available in late 1982 through 1985. Changes to it included a 4-2-1 header, higher-lift (0.240") camshaft, a 32/34 Weber carburetor, a dual-snorkel air-box, and high-dome pistons making 9.0:1–9.5:1 compression making 74 hp (55.2 kW) in 1982 and 80 hp (59.7 kW) in 1983–1985.

A 1.6 L EFI motor became an option in 1983 through 1985. It had all the features of the HO (Higher Output) motor but had a totally different intake system to allow for multi-point EFI running on Ford's EEC-IV ECU. The 1.6 EFI shares the same head as the carbureted 1.6 found in North America but without a mechanical fuel pump. The 1.6 EFI engine was replaced by the 1.6 HO in all high-altitude regions, making the 1.6 EFI a rare model.

Applications

1.6 Turbo

European Turbo 1.6

A turbocharged version of the 1.6 L was developed by Ford Europe for the RS Turbo Escort and the later Ford Fiesta RS Turbo. It makes 132 hp (97 kW) at 6,000 rpm, and 133 lb⋅ft (180 N⋅m) of torque at 3,000 rpm. The block is modified to provide an oil return from the turbocharger. Crankshaft and connecting rods are identical to the standard 1.6 L models, but the Mahle pistons are unique to the RS Turbo, and are manufactured using a pressure cast method which makes them considerably stronger and more expensive than the normal cast pistons. The compression ratio was reduced to 8.3:1, allowing the use of higher boost pressure. The engine only needs 7 psi (0.48 bar) of boost to produce its quoted power output.

Applications

North American Turbo 1.6

The North American 1.6 turbocharged CVH was developed by Ford's Special Vehicle Operations (SVO) with help from Jack Roush for 1984 and 1985 in the Ford EXP Turbo, Ford Escort GT Turbo, and Mercury Lynx RS Turbo. At 120 hp (89 kW), its output is 50% higher than the carbureted North American 1.6 L HO, making it the most powerful production CVH offered in North America while returning impressive fuel efficiency and without reducing the engine's lifespan. The turbocharged engine featured a specially designed cam profile (0.240", comparable to the 1.6 HO and EFI camshafts), a Ford Performance/SVO modified head (comparable to European 1.6s), the EFI intake manifold, a unique cast exhaust manifold, low-dome pistons, and Ford's top-of-the-line EFI and ECU. These engines only appeared in the 1984–1985 Ford Escort GT Turbo and 1984–1985 Ford EXP Turbo, of which only about 10,000 were made in total. The 1.6 turbocharged Fords came standard with a TRX package that included upgraded suspension and specialty Michelin tires.

Applications

1.8

The 1.8 L CVH was only used in the European Ford Sierra. Bore is the same 80 mm (3.15 in) as the 1.6 L CVH, but a different crankshaft with a stroke of 88 mm (3.46 in) raises displacement to 1,769 cc (108.0 cu in). The cylinder head is equipped with hydraulic roller camshaft followers to reduce noise. Utilises an ESC Hybrid management system, and a Pierburg 2E3 carburettor or single point fuel injection on later models.

Applications

1.9

1.9 L "High Output" EFI engine in a 1990 Ford Escort GT 1990 Ford Escort GT, 1.9 HO engine (Hershey 2019).jpg
1.9 L "High Output" EFI engine in a 1990 Ford Escort GT

The CVH was enlarged to 1.9 L for the 1986 model year North American Escort. Bore and stroke are 82 mm × 88 mm (3.23 in × 3.46 in). This stroke length was later used in the 2.0 L CVH engine, and again in the Zeta engine which replaced it. The long stroke necessitated a raised engine block deck, a design also shared with later units. All 1.9s from 1989 on are equipped with a roller camshaft and roller lifters. The camshaft and water pump are driven by the timing belt. This engine is a non-interference design. Output is 86 hp (64 kW) and 100 lb⋅ft (136 N⋅m) with a carburetor. In models with electronic single-point fuel injection (or throttle-body injection, called Central Fuel Injection (CFI) by Ford), an additional 4 hp (3.0 kW) is produced, while torque is little changed.

Multi-point fuel injection and hemispherical combustion chambers are features of the 1986 Escort GT's EFI HO engine, raising output to 108 hp (81 kW) and 114 lb⋅ft (155 N⋅m).

The 90 hp (67 kW) 1.9 L CFI engine of the late 1980s, particularly when equipped with either the four- or five-speed manual transaxle, was noted for delivering outstanding fuel economy. The four-speed Escort Pony models achieved better mileage than five-speed cars, with upwards of 30 mpg‑US (7.8 L/100 km; 36 mpg‑imp) in city driving and 40–45 mpg‑US (5.9–5.2 L/100 km; 48–54 mpg‑imp) on the highway not being uncommon.

The second generation American Escort received sequential electronic fuel injection (SEFI) for 1991–1996 (sharing the same head as the 1.9 CFI), but power and torque are little changed at 88 hp (66 kW) and 108 lb⋅ft (146 N⋅m) respectively.

Applications

2.0

The 2.0 L was introduced in the 1997 North American Escort sedan and wagon as the SPI2000. Ford's Split Port Induction (SPI) system is a form of variable-length intake manifold. In this system, the intake path to each intake valve is split into primary and secondary passages. The primary passage contains the injector for the cylinder, and introduces the air tangentially to the cylinder for maximum swirl. The secondary passage contains an intake manifold runner control (IMRC) deactivation valve which opens for high speed and wide-open throttle (WOT) situations to provide a minimally restricted path for additional air to maximize volumetric efficiency and power. [3] With SPI this engine produces 110 hp (82 kW) and 125 lb⋅ft (169 N⋅m). The additional displacement is achieved by boring the 1.9 L engine to 84.8 mm (3.34 in). As with the 1.9, the water pump is driven by the timing belt. Like the 1.9 L, this engine is a non-interference design. It is the last CVH engine made, and production ended with the 2004 Ford Focus LX/SE sedan and wagons. These engines have "2.0L Split Port" in raised letters on the top of the valve cover.

Applications

Common problems

Noise, vibration, harshness

Throughout its 20-year production life, the CVH had a reputation for excessive noise, vibration, and harshness (NVH). Jeremy Clarkson said of the CVH-powered Escort that "it was powered by engines so rough, even Moulinex wouldn't use them". [8] This harshness is mostly due to the cylinder head and valvetrain design. At 220 lb (100 kg) at full lift, the valve springs in the CVH are considerably stiffer than is typical in other engines due to the angle at which the valves are positioned in the combustion chamber[ citation needed ] - necessitated by the need to create a "hemi" design with a single camshaft. The stiff springs are needed to prevent valve float, which they do up to around 6700 rpm, and also overcome the weight of the rocker arms and hydraulic self adjusting tappets used. The stiff valve springs add more friction and pressure to the already high friction "flat tappet" design.

Sludge

The camshaft is oiled by small holes in the cylinder head casting next to the lifter bores. These holes are prone to blocking up with oil sludge if the engine is not serviced regularly, starving the camshaft of oil. The CVH is known for producing excessive sludge if the service schedule is ignored or if poor quality oil is used. The cause is the design of the crankcase ventilation circuit, which Ford revised several times over the engine's lifetime but never completely cured. Due to this, camshaft and tappet wear problems are common. A worn camshaft can cause heavy clattering and ticking from the engine's top end, especially at high engine speeds. [8]

Valve seat failure

A common problem with later CVHs is their tendency to drop a valve seat, [9] which happens most often in VIN number P engines. This can occur with no warning, even if the engine has been well maintained. In most cases, a seat drops on the number 4 cylinder, with the next most common being the number 2 cylinder. With the factory valve seats, the typical life of the 2.0 L SPI in a Focus is about 100,000 to 120,000 mi (160,000 to 190,000 km), [10] but a failure can happen as early as 70,000 mi (110,000 km). When the valve seat drops out of the cylinder head, it falls into the cylinder and damages the cylinder wall, piston, and cylinder head. In some cases, the valve seat is drawn from its cylinder through the intake manifold into another cylinder, where it causes damage.

Kits cars, limited production cars, tuners

Apart from Ford's own models, the CVH engine was used in a number of vehicles built by small volume manufacturers, and was offered as an option in some owner-assembled cars. Several companies also began supplying performance parts and complete engines for CVH owners in search of more power.

Small volume applications:

Kit car applications:

Tuners:

Hybrid engines

Schrick 16V

In 1982 the German company Dr. Schrick GmbH, later renamed AVL Schrick, developed a double overhead camshaft (DOHC) multi-valve cylinder head for the 1.6 L CVH block. [20] [21] Each of the two overhead camshafts is installed in a separate camshaft carrier that is attached to the main body of the cylinder head. Each carrier has its own cam cover. Fitted with an original RS1600i engine intake manifold, a tubular exhaust manifold, and modified ignition, prototype engines developed 99 kW (133 hp).

In contrast to cylinder head conversions produced for Ford by Cosworth, the Schrick cylinder head never went into series production. With the introduction of the multi-valve Zetec engine, Schrick stopped development.

ZVH/ZE-VH

The ZVH or ZE-VH engine mounts a CVH 8 valve cylinder head on a Zeta/Zetec engine block. [22] This is possible because the cylinder bore spacing, locations of the water and oil passages, and the cylinder head bolts on these engines are identical.

This combination of parts allowed the owner of a CVH-powered car to retain the cylinder head and associated parts from the original engine while substituting a stronger, large displacement engine block. Some builders have built ZVH engines that used the cylinder head, fuel injection system, ignition system, exhaust manifold, and turbocharger from the Escort RS combined with a Zetec block.

The engine's name indicates a Zetec/CVH hybrid.

See also

Related Research Articles

<span class="mw-page-title-main">Cosworth</span> British automotive engineering company

Cosworth is a British automotive engineering company founded in London in 1958, specialising in high-performance internal combustion engines, powertrain, and electronics for automobile racing (motorsport) and mainstream automotive industries. Cosworth is based in Northampton, England, with facilities in Cottenham, England, Silverstone, England, and Indianapolis, IN, US.

<span class="mw-page-title-main">Ford Kent engine</span> Reciprocating internal combustion engine

The Ford Kent is an internal combustion engine from Ford of Europe. Originally developed in 1959 for the Ford Anglia, it is an in-line four-cylinder overhead-valve–type pushrod engine with a cast-iron cylinder head and block.

<span class="mw-page-title-main">Ford small block engine</span> Reciprocating internal combustion engine

The Ford small-block is a series of 90° overhead valve small-block V8 automobile engines manufactured by the Ford Motor Company from July 1961 to December 2000.

<span class="mw-page-title-main">Ford Pinto engine</span> Reciprocating internal combustion engine

The Ford Pinto engine was the unofficial name for a four-cylinder internal combustion engine built by Ford Europe. In Ford sales literature, it was referred to as the EAO or OHC engine and because it was designed to the metric system, it was sometimes called the "metric engine". The internal Ford codename for the unit was the T88-series engine. European Ford service literature refers to it as the Taunus In-Line engine. In North America it was known as the Lima In-Line (LL), or simply the Lima engine due to its being manufactured at Lima Engine in Lima, Ohio.

<span class="mw-page-title-main">General Motors 60° V6 engine</span> Reciprocating internal combustion engine

The General Motors 60° V6 engine family is a series of 60° V6 engines produced for both longitudinal and transverse applications. All of these engines are 12-valve cam-in-block or overhead valve engines, except for the LQ1 which uses 24 valves driven by dual overhead cams. These engines vary in displacement between 2.8 and 3.4 litres and have a cast-iron block and either cast-iron or aluminum heads. Production of these engines began in 1980 and ended in 2005 in the U.S., with production continued in China until 2010. This engine family was the basis for the GM High Value engine family. These engines have also been referred to as the X engines as they were first used in the X-body cars.

<span class="mw-page-title-main">Ford Essex V6 engine (UK)</span> Reciprocating internal combustion engine

The Ford Essex V6 engine is a 60° V6 engine built between 1966 and 1988 by the Ford Motor Company in the United Kingdom and until 2000 in South Africa although mostly in the Ford engine plant of Dagenham, Essex, which gave the engine its name. It is closely related to the Ford Essex V4 engine produced in displacements of 1.7 L and 2.0 L. Both engines share many parts since the Essex V6 was directly derived from the Essex V4; the 2.0 L Essex V4 and the 3.0 L Essex V6 in fact have exactly the same bore and stroke and share various components. In the same era, the Ford Cologne V6 engine was produced.

<span class="mw-page-title-main">Ford Cologne V6 engine</span> Reciprocating internal combustion engine

The Ford Cologne V6 is a series of 60° cast iron block V6 engines produced by the Ford Motor Company from 1962 to 2011 in displacements between 1.8 L; 110.6 cu in (1,812 cc) and 4.0 L; 244.6 cu in (4,009 cc). Originally, the Cologne V6 was installed in vehicles intended for Germany and Continental Europe, while the unrelated British Essex V6 was used in cars for the British market. Later, the Cologne V6 largely replaced the Essex V6 for British-market vehicles. These engines were also used in the United States, especially in compact trucks.

<span class="mw-page-title-main">Ford HSC engine</span> Reciprocating internal combustion engine

The Ford HSC engine is an automobile gasoline engine from the Ford Motor Company, sold from 1984 until 1994. HSC stands for High Swirl Combustion. It was made in two displacements: 2.3 L and 2.5 L, and used in only two model lines: the Ford Tempo/Mercury Topaz and the Ford Taurus/Mercury Sable.

<span class="mw-page-title-main">Ford straight-six engine</span> Reciprocating internal combustion engine

The Ford Motor Company produced straight-six engines from 1906 until 1908 and from 1941 until 2016. In 1906, the first Ford straight-six was introduced in the Model K. The next was introduced in the 1941 Ford. Ford continued producing straight-six engines for use in its North American vehicles until 1996, when they were discontinued in favor of more compact V6 designs.

The Ford Endura-D engine is a 1.8 L (1,753 cc) inline-4 Diesel engine used in a variety of vehicles made by the Ford Motor Company, including the Ford Escort (Europe), Ford Focus, Ford Fiesta, Ford Mondeo, Ford Orion, Ford Sierra, Ford Transit Connect and Ford Ikon.

<span class="mw-page-title-main">Mitsubishi Astron engine</span> Reciprocating internal combustion engine

The Mitsubishi Astron or 4G5/4D5 engine, is a series of straight-four internal combustion engines first built by Mitsubishi Motors in 1972. Engine displacement ranged from 1.8 to 2.6 litres, making it one of the largest four-cylinder engines of its time.

<span class="mw-page-title-main">Ford Zeta engine</span> Reciprocating internal combustion engine

Developed in the late 1980s by the Ford Motor Company, the Ford Zeta engine was a straight-4, double overhead cam internal combustion engine with which Ford had intended to replace the analogous Pinto and CVH models.

<span class="mw-page-title-main">Ford Sigma engine</span> Reciprocating internal combustion engine

The Ford Sigma is a small straight-4 automobile engine introduced in 1995 by Ford Motor Company. Its first evolution was sold as the Zetec-S, then Zetec-SE and finally, in later years, renamed Duratec. The last upgrade of the engine is named Duratec Ti-VCT. Conceived for Ford's smaller models, the motor was intended to replace the older HCS and smaller capacity CVH units.

<span class="mw-page-title-main">Ford EXP</span> Motor vehicle

The Ford EXP is a sports compact coupe that was produced by Ford Motor Company from 1982 to 1988. The first two-seat Ford since the original Ford Thunderbird, the EXP was derived from the American Ford Escort. In contrast to its platform counterpart, the model line was not a "world car", developed entirely for North America. For 1982 and 1983, the EXP was also sold as the Mercury LN7.

<span class="mw-page-title-main">Ford Escort (Europe)</span> European small family car

The Ford Escort is a small family car that was manufactured by Ford of Europe from 1968 until 2000. In total there were six generations, spread across three basic platforms: the original, rear-wheel-drive Mk.1/Mk.2 (1968–1980), the "Erika" front-wheel-drive Mk.3/Mk.4 (1980–1992), and the final CE-14 Mk.5/Mk.6 (1990–2002) version. Its successor, the Ford Focus, was released in 1998, but the final generation of Escort was phased out gradually, with the panel van version ending production in 2002 in favour of the Ford Transit Connect.

<span class="mw-page-title-main">Ford Escort (North America)</span> Car model

The North American version of the Ford Escort is a range of cars that were sold by Ford from the 1981 to 2003 model years. The direct successor of the Ford Pinto, the Escort also largely overtook the role of the European-imported Ford Fiesta as the smallest vehicle in the Ford model line in North America. Produced across three generations, the first generation was a subcompact; the latter two generations were compact cars. Becoming highly successful in the marketplace, the Escort became the best-selling car in the United States after 1982, a position it would hold for much of the 1980s.

<span class="mw-page-title-main">Ford I4 DOHC engine</span> Reciprocating internal combustion engine

The Ford I4 DOHC engine is a cast iron block 4-cylinder inline internal combustion engine with twin overhead camshafts, produced by the Ford Motor Company at Dagenham Engine Plant. It was initially available as a 2.0 litre 8-valve version, and later in 2.0 and 2.3 litre 16-valve versions from 1989 to the end of production of the MK2 Ford Galaxy in 2006. It powered various Ford models during this time, but was most well known in the rear-wheel drive "Twin Cam" variants of the Ford Sierra and Ford Scorpio. Despite being built for the company's larger RWD models, Ford also employed the engine in the front-wheel drive Galaxy and the Escort RS 2000 16v.

<span class="mw-page-title-main">Ford Zetec engine</span> Reciprocating internal combustion engine

Ford Motor Company used the Zetec name on a variety of inline 4-cylinder automobile engines. It was coined to replace "Zeta" on a range of 1.6 L to 2.0 L multi-valve engines introduced in 1991 because Ford was threatened with legal action by Lancia who owned the Zeta trademark. The company used the name widely in European advertising and later introduced it to the North American market with the Contour.

<span class="mw-page-title-main">Ford Fiesta (third generation)</span> Supermini car, third generation of the Ford Fiesta

The Ford Fiesta Mk3 was the third generation of the Ford Fiesta supermini built by Ford Europe. Originally introduced in 1989, the Mk3 represented the biggest change to the Fiesta since the original car was introduced in 1976. In addition to the 3-door hatchback and panel van versions that had formed the Fiesta range, a 5-door hatchback was also added. The Fiesta Mk3 was replaced by the Fiesta Mk4 in 1995, but remained on sale until early 1997. The Mk4 was a major restyle of the Mk3, but had the same chassis.

References

  1. ↑ "The CVH Engines". Escort-Focus Performance.
  2. 1 2 "Engine History — Four-Cylinder Engine Section" (PDF). performanceparts.ford.com. Ford Racing.
  3. 1 2 Stockhausen, William F.; Wiemero, Timo A.; Ives, David C.; Kronik, Anatoly Y. (1 May 1996). "Development and Application of the Ford Split Port Induction Concept". SAE Transactions. 105: 1494–1507. ISSN   0148-7191. JSTOR   44736376.
  4. ↑ Hogg, Tony (ed.). "1981 Buyer's Guide". Road & Track's Road Test Annual & Buyer's Guide 1981 (January–February 1981): 97.
  5. ↑ "Lean burn for Escort". Commercial Motor. 1 February 1986. p. 14.
  6. ↑ Van Ingen Schenau, Erik (2021-05-15). "The Seat cars made in China". ChinaCarHistory. Retrieved 2022-12-10.
  7. ↑ Hessler, Peter (2010), Country Driving , New York, NY: HarperCollins, p. 65, ISBN   978-0-06-180409-0
  8. 1 2 Goldman, Lorne. "Ford CVH Engine History". www.gomog.com.
  9. ↑ "2.0L SPI valve seat problems". Archived from the original on 2011-04-10. Retrieved 2011-05-29.
  10. ↑ "Valve seat life" . Retrieved 2011-05-29.
  11. ↑ "Reliant Scimitar SS1 / SST (1984 - 1992)". Autovehicle.info.
  12. ↑ "Reliant Scimitar SST". Auto Express. 16 December 2015.
  13. ↑ Hill, Ken (15 October 2019). Completely Morgan: Four-Wheelers 1968 to 1994. Veloce Publishing. ISBN   978-1787112629.
  14. ↑ Kimberley, William (July 1989). "Panther Kallista". Motor Sport.
  15. ↑ "Mark 1 from Stuart Taylor". www.madabout-kitcars.com.
  16. ↑ "Ford CVH Tuning Guide". Burton Power.
  17. ↑ "C.V.H." Specialised Engines.
  18. ↑ "Performance CVH". Ferriday Engineering.
  19. ↑ "Ford CVH Escort/Fiesta RS Turbo". Norris Motorsport.
  20. ↑ Brannan, Ade (30 January 2014). "Mk3 Escort". fast ford.
  21. ↑ Brannan, Adrian (11 July 2020). "Head Case: The Herbst Escort". Classic Ford.
  22. ↑ Hearne, Jim (24 December 2018). "Zetec/CVH hybrid engine for the Quantum". www.quantums.info.

Further reading

This page is based on this Wikipedia article
Text is available under the CC BY-SA 4.0 license; additional terms may apply.
Images, videos and audio are available under their respective licenses.