| Description and Operation General Engine Variants The Zetec-E engine (to 05/98) in the Mondeo '97 is available is three engine sizes: 1,6 (66kW), 1,8 (85 kW) and 2,0 (100kW). The transversely mounted engine is tilted forwards by 8 degrees. As a result, a considerable space saving has been made in the engine compartment. Location of Engine Code on Cylinder Block Engine code: - 1,6 Zetec-E: L1J
- 1,8 Zetec-E: RKB
- 2,0 Zetec-E: NGA
Design of the Zetec-E engines The Zetec-E engine is a four-cylinder in-line engine with double overhead camshafts. The cylinder head is made of an aluminium alloy, the cylinder block is cast iron. Valve drive Valve Timing and Combustion Chamber The two camshafts are driven by a single timing belt and use hydraulic tappets to actuate the four valves of each cylinder. The camshaft cams run eccentrically over the tappets to enable the valves to rotate. Valve rotation is further improved by seating the valve stems in triple-grooved collets, which produce considerably less stem friction than single-grooved collets. The spark plug which ignites the air fuel mixture is located in the center of the pent roof combustion chamber. This central position means that the flame can spread evenly through the combustion chamber, thus reducing the tendency of the engine to knock. General View - Operation of the Valves 3 - Camshaft front bearing cap 4 - Camshaft front bearing cap guide sleeve 7 - Camshaft timing pulleys 9 - Oil gallery blanking plug 11 - Engine lifting eye bolt 19 - Timing belt tensioner bolt 23 - Bolt of camshaft position sensor (CMP sensor) 24 - Camshaft position sensor (CMP sensor) Crank Drive Crankshaft The five-bearing crankshaft is equipped with a counterweight for each cylinder. The centre cap has two thrust half shells which guide the crankshaft in the axial direction and also determine the end float. Crankshaft bearings 1 - Cylinder block bearing shell 2 - Main bearing shell with thrust half shells The lower part of the engine consists of an aluminum oil pan. The gap between it and the transmission is set using shims. Differences and Special Features of the Engine Variants Basic Engines Differences between the basic engines: Concept-wise, the basic engines are largely identical. The main differences lie in the valve timing, piston diameter, compression ratios and engine tuning.
For additional information, refer to Specifications in this section.
All three engine variants have the same crankshafts and external dimensions. - Special features of the 1,6 engine:
- The shape of the combustion chamber in the cylinder head is different compared with the 1,8 and 2,0 engine and is designed to produce optimum flow and swirl characteristics. This feature also causes a reduction in emissions. - Special features of the 1,6 and 1,8 engine:
- Pistons are coated with molybdenum sulphite. - Special features of the 2,0 engine:
- Piston crown cooled using oil spray tubes. These cool the piston crown by spraying it with cooled, filtered engine oil from below. - Pistons are coated with graphite. Ancillary Components Differences between the ancillary components: The 1.6l and 1.8l engines are fitted with identical ancillary components. These differ from the 2.0l engine by having a modified exhaust system, which is also fitted with a pulse air system in the 2.0l engine. - Special features of the 1,6 and 1,8 engine:
- The catalytic converter is located directly behind the exhaust manifold. As a result, the catalytic converter responds more quickly when starting from cold and emissions are therefore reduced. - The routing of the exhaust manifold is different. - Special features of the 2,0 engine:
- The catalytic converter is not located in the same place as in the 1,6 and 1,8 engine, but below the rear of the engine. - An additional heat exchanger is provided in the coolant circuit for oil cooling. This is required to compensate for the greater heat load of the engine oil resulting from the higher engine output and the piston crown cooling. - The exhaust manifold is equipped with a pulse air system to improve exhaust behaviour during cold starts. Engine Management EEC V Module Engine management for the Zetec-E engines is carried out by the EEC V module. The module requires a large amount of information about the current operating conditions of the engine and, where appropriate, the automatic transmission (CD4E). The EEC V module obtains this information by means of sensors. - The EEC V module controls:
- the fully electronic ignition system (EI) - the sequential fuel injection (SEFI) - the electronically controlled exhaust gas recirculation (EGR) - the vacuum-controlled pulse air system - the air conditioning in conjunction with the cooling system - the transmission control for CD4E automatic transmission. General View of Engine Management System 5 - Idle air control valve (IAC valve) 6 - Mass air flow sensor (MAF sensor) 8 - Fuel pressure regulator 10 - Throttle position sensor (TP sensor) 11 - Intake air temperature sensor (IAT sensor) 13 - Camshaft position sensor (CMP sensor) 15 - EVAP canister purge valve 19 - Engine coolant temperature sensor (ECT sensor) 20 - Heated oxygen sensor (HO2S), before catalytic converter 21 - Crankshaft position sensor (CKP sensor) 24 - Magnetic clutch of air conditioning compressor 25 - Octane adjustment service connector 27 - Data link connector (DLC) for FDS2000 29 - Inertia fuel shut-off switch (IFS switch) 30 - Electronic pressure control 31 - Exhaust gas recirculation valve (EGR valve) 32 - Electronic differential pressure transducer 33 - Differential pressure measuring point 35 - Air cleaner of pulse air system 36 - Solenoid of pulse air system 38 - Electronic transmission control (CD4E) 39 - Heated oxygen sensor (HO2S), after catalytic converter Injectors The injection valves are installed in a fuel rail and are supplied by a central fuel inlet. This arrangement means that the injection valves are continuously drenched with fresh fuel and cooled. Vapour bubbles that form when the engine is switched off are flushed into the fuel tank through the pressure regulator by the flow of fuel that occurs when the ignition key is turned or the engine is started. This essentially prevents warm start problems cause by vapour bubble formation. The inlet manifold design made from fibre glass-reinforced plastic reduces injection valve heating caused by the transfer of engine heat. The injectors seal off the fuel-filled valve chamber to the outside with two O-rings. The slots on the side of each injector are for entry of fuel. The injectors are actuated sequentially. Design of the Injectors 4 - Fuel pressure regulator 6 - Side slots for entry of fuel 7 - Valve chamber filled with fuel 11 - Intake port in cylinder head Components Attached to Cylinder Head Intake Manifold All Zetec-E engines are equipped with intake manifolds made of glass fibre reinforced plastic. The intake manifold ports are designed so that the intake paths are the same length for all the cylinders. - This gives the following advantages:
- reduced transfer of engine heat to the injectors, thereby preventing vapour bubbles from forming - reduction of fuel deposits on the intake pipe walls during cold starts - less heating of the intake air when the engine is hot. Components Attached to Intake Manifold 2 - Bolt of fuel pipe clamp 5 - Injector retaining ring 8 - Quick-release coupling of brake servo vacuum pipe 9 - Gasket of idle air control valve 10 - Idle air control valve (IAC valve) 11 - Exhaust gas recirculation valve (EGR valve) 13 - EGR valve connecting pipe 17 - Bolt of fuel pipe bracket Exhaust Manifold Because the catalytic converter is located in front of the engine, the exhaust manifold for the 1,6 and 1,8 engines has been tilted upwards slightly. This means that, despite the confined space in the engine compartment, the exhaust gases from all the cylinders have to travel the same distance. Belt Tension The ancillary components of the Zetec-E engine are driven by a maintenance-free drive belt. An automatic spring-actuated belt tensioner ensures the correct belt tension. Belt Routing | 
