Ford Workshop Service and Repair Manuals

The vehicle is available with the Duratec-HE range of petrol engines which supersedes the Zetec-E range of engines.

This range of engines has been developed by Ford in collaboration with Mazda in Japan.

The engines are built in the Ford engine plants at Dearborn (USA) and Chihuahua (Mexico).

Apart from increasing the torque and power output, the development objectives were to reduce the engine weight, noise emissions, fuel consumption and pollutant emissions.

Two variants are available with a total of three different power output levels:

• 1.8L engine developing 81 kW (110 PS)
• 1.8L engine developing 92 kW (125 PS)
• 2.0L engine developing 107 kW (145 PS)

The complete engine is made of cast aluminum which, when combined with the plastic intake manifold, gives a very light unit.

NOTE:Because of the fine tolerance in the bearing clearances and bearing shells, no service operations whatsoever are permitted on the crank assembly. In the event of damage, the complete cylinder block and crank assembly must be changed.

Further design features include a stiffening frame incorporating the main bearing caps which support the crankshaft in the cylinder block, and the deep-drawn side walls of the cylinder block which reduce engine vibration.

The camshafts are driven by a pinned link chain which runs very quietly and is also maintenance-free.

For the first time on a Ford product, the engine management for the Duratec-HE is provided by a Visteon Black Oak system.

This engine management systems controls the sequential multipoint fuel injection (SFI), the electrically heated thermostat and the electronically controlled water-cooled exhaust gas recirculation (EGR) valve.

In addition, the Black Oak system also controls the swirl of the combustion air flowing into the cylinders by means of swirl plates.

Engine codes

Cylinder head

The design and the valve arrangement in the cylinder head is similar to the head of the Zetec-SE engines.

Cylinder head gasket

A four-layer laminated steel cylinder head gasket is used.

The cylinder head gaskets for the different engine variants are marked as follows:

• 1.8L: 2 trapezoidal marks
• 2.0L: 1 trapezoidal mark

The cylinder head gasket and cylinder head are located with two locating dowels.

Bucket tappets

Mechanical tappets are fitted without adjusting shims.

Because of the special materials and the optimized cam profiles, the wear in the area of the valve gear is so minute that checking and adjustment of the valve clearances is only necessary after the engine has been in extensive service.

Different sizes of replacement bucket tappets are available in the event of wear or repairs to the valve gear.

Camshaft drive

The camshafts are driven by a low-noise, maintenance-free pinned link timing chain.

This is lubricated by the engine oil circuit.

An elongated chain guide and a chain tensioner arm ensure optimum chain guidance and silent running.

The chain is tensioned by a hydraulic chain tensioner which is supplied from the engine oil circuit.

The chain tensioner can be used again after removal.

The camshaft drive requires no maintenance.

Front cover

The camshaft drive is sealed with an aluminum front cover.

The crankshaft oil seal is inserted in this front cover.

The front cover is installed using sealer.

Intake manifold

The plastic intake manifold incorporates swirl plates which reduce the cross-section of the intake passages at low speeds.

The measure produces increased intake air swirl at low engine speeds.

The increased intake air swirl makes the mixture ignite more readily around the spark plug, which ultimately reduces fuel consumption and exhaust emissions.

The swirl plates are adjusted by means of a vacuum diaphragm unit on the intake manifold.

The system is actuated by a solenoid valve.

The swirl plates are designed so that they allow the required quantity of air to flow past.

When the engine is switched off, the swirl plates are closed.

The intake manifold is sealed by a total of five rubber gaskets (four gaskets for the intake ports and one gasket for the exhaust gas recirculation) which are inserted and held in position and must be changed if serviced.

The recirculated exhaust gas is distributed uniformly between all four intake ports through a connecting pipe (incorporated in the intake manifold).

Crankshaft vibration damper

The crankshaft vibration damper forms a unit with the rotor for indicating the crankshaft position.

It is secured to the crankshaft by the contact pressure of the retaining bolt (free to turn on the seat on the crankshaft).

The retaining bolt must be changed after removal.

The vibration damper is positioned with the aid of an M6 bolt.

NOTE:The M6 bolt must never be used as support when tightening the retaining bolt as this could damage the timing cover.

Oil pump

A rotor oil pump is used for engine lubrication on the Duratec-HE engines.

The rotor oil pump is a positive displacement pump with an internally toothed outer rotor and an externally toothed inner rotor.

The rotor pump works very evenly, can produce high pressures and is therefore fundamental for optimum engine lubrication.

The oil pump is mounted on the cylinder block on the timing case side at the bottom and driven directly from the crankshaft by a separate driving chain.

A chain guide and a spring-loaded chain tensioner ensure quiet maintenance-free operation.

Oil filter

An oil filter housing with an integral filter element is used on the Duratec-HE engines.

The oil filter housing is mounted on the cylinder block with a gasket.

For service this means that only the oil filter element itself and the O-ring seal on the oil filter cap must be changed.

Engine oil cooler

An engine oil cooler is also installed in combination with the automatic transmission (CD4E) in some markets due to the climatic conditions.

This is mounted on the oil filter housing with a retaining bolt and sealed with an O-ring seal.