Ford BKFA Specifications
| Engine Model: Ford BKFA |
| Engine Type: 4-cycle 4-cylinder DOHC 16-valve turbocharged liquid-cooled diesel |
| Total Displacement: 121.7 cu.in (1.99 L) |
| Rated Engine Power: 130 Hp (96 kW) at 6000 rpm |
| Fuel System Type: Common rail direct injection |
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The Ford BKFA is a 2.0-liter, 4-cylinder diesel engine
from the Ford EcoBlue (Panther) family. Introduced around 2016, it was
engineered to succeed the Duratorq range, with a primary focus on enhanced fuel
efficiency, reduced friction, and compliance with stringent Euro 6 emission
regulations. This power unit is predominantly utilized in Ford’s light
commercial vehicle lineup, including the Transit and Transit Custom.
The engine is distinguished by its use of a “wet belt” timing system - a belt
operating within the engine oil - designed to lower mechanical noise and
parasitic losses. While this architecture contributes to refined operation and
improved fuel economy, it places a premium on strict adherence to oil
specifications and service intervals to ensure long-term reliability. The BKFA
delivers robust low-end torque through a variable geometry turbocharger, making
it well-suited for the demands of commercial applications.
Engine Type: Inline 4-cylinder, 4-stroke, turbocharged diesel.
Valvetrain: DOHC (Double Overhead Camshaft), 4 valves per cylinder, total 16
valves.
Displacement: 1995 cc (121.7 cu.in).
Bore x Stroke: 84.01 mm x 90.03 mm (3.308 in x 3.545 in).
Compression Ratio: 16.5:1.
Maximum Power: 96 kW (130 hp) at 3500-6000 rpm, depending on calibration.
Maximum Torque: 360-385 Nm (265.5-284.0 lb-ft) between 1500-2500 rpm.
Firing Order: 1-3-4-2.
Emission Standard: Euro 6. The system employs Selective Catalytic Reduction
(SCR) with AdBlue injection and a Diesel Particulate Filter (DPF).
The cylinder block is manufactured from high-strength
cast iron to provide a rigid foundation capable of withstanding high combustion
pressures generated by the turbocharging system. This material choice also
contributes to the engine’s acoustic refinement by damping operational noise. A
notable design feature is the integration of a deep-skirt structure with an
aluminum ladder frame bolted to the bottom of the block.
This ladder frame serves as the main bearing cap support, significantly
enhancing the structural stiffness of the lower end, reducing noise, vibration,
and harshness (NVH), and contributing to overall engine durability. The cylinder
bores are machined to a high precision to accommodate the piston rings and
ensure optimal oil control.
The cylinder head is constructed from cast aluminum
alloy, which offers excellent heat dissipation properties necessary for the high
thermal loads of a turbocharged diesel engine. It houses the double overhead
camshafts which actuate 16 valves - four per cylinder. The valves are arranged
in a pent-roof combustion chamber design, optimizing the swirl and flow of the
intake charge for efficient combustion.
The valvetrain incorporates hydraulic lash adjusters and roller finger
followers. This configuration reduces friction compared to traditional flat
tappet designs and ensures maintenance-free valve clearance adjustment
throughout the engine’s service life. The intake and exhaust valves are
manufactured from heat-resistant steel alloys, with the exhaust valves
specifically designed to endure the elevated temperatures of the combustion
process.
The fuel system is a high-pressure common rail direct
injection architecture, operating at pressures up to 2000 bar (29,000 psi). This
system utilizes piezo-electric injectors. The piezo technology allows for
extremely rapid and precise multiple injection events per combustion cycle -
such as pre, main, and post injections. This precision is critical for reducing
combustion noise, optimizing power output, and enabling the thermal management
required for DPF regeneration.
A high-pressure fuel pump, driven by the engine, delivers fuel from the tank to
the common rail accumulator, where it is stored under pressure before being
distributed to the individual injectors. The system is under full electronic
control by the engine control unit (ECU), which adjusts injection parameters
based on engine load, speed, and temperature.
The lubrication system is a fully pressurized,
forced-feed system utilizing a variable-displacement oil pump. This pump adjusts
its output based on engine demand, reducing parasitic load and contributing to
overall fuel economy. The system’s capacity, including the oil filter, ranges
from 8.3 to 9.1 liters (8.77 to 9.62 qt), with the variation dependent on the
specific vehicle chassis configuration.
The oil grade is strictly specified as SAE 0W-30 or 5W-30, conforming to Ford
specification WSS-M2C950-A. This specification is critical because the engine
employs a timing belt that runs inside the oil sump - commonly referred to as a
“wet belt.” The belt material is specifically engineered to resist degradation
from the oil chemistry. Use of incorrect oil can lead to belt material
breakdown, contamination of the oil pickup, and catastrophic engine failure.
The cooling system is a liquid-cooled, pressurized
design featuring a water pump driven by the auxiliary drive belt. The system
incorporates a thermostatically controlled circuit to maintain the engine at its
optimal operating temperature, ensuring efficient combustion, low emissions, and
proper cabin heater performance. A cross-flow radiator with an electric cooling
fan provides primary heat rejection.
The system is designed to manage the high thermal output of the turbocharger and
the Exhaust Gas Recirculation (EGR) cooler. The EGR cooler reduces the
temperature of recirculated exhaust gases before they re-enter the intake
manifold, lowering combustion temperatures and aiding in the reduction of
nitrogen oxide (NOx) emissions. The coolant is a long-life ethylene glycol-based
antifreeze, specified to protect against corrosion and cavitation within the
cylinder block and head.
| Intake and Turbocharging Systems |
A variable geometry turbocharger (VGT) is mounted to
the exhaust manifold. The VGT alters the angle of vanes in the turbine housing
to optimize airflow across the engine speed range, providing rapid boost
response at low rpm and efficient high-flow operation at higher rpm. The
compressed air passes through an intercooler (charge air cooler) before entering
the intake manifold, increasing charge density and combustion efficiency.
Exhaust Aftertreatment: To achieve Euro 6 compliance,
the exhaust system integrates several components. An oxidation catalyst (DOC)
initiates chemical reactions to reduce hydrocarbons and carbon monoxide. A
Diesel Particulate Filter (DPF) captures soot particles; it undergoes periodic
regeneration where the soot is burned off at high temperature. A Selective
Catalytic Reduction (SCR) catalyst, preceded by an AdBlue (Diesel Exhaust Fluid)
injector, reduces NOx emissions by converting them into nitrogen and water.
Engine Management: The engine is controlled by a centralized ECU that governs
fuel injection, turbocharger vane position, throttle valve, EGR valve, and the
aftertreatment system. It processes data from numerous sensors, including
crankshaft position, camshaft position, mass airflow, intake air temperature,
coolant temperature, and exhaust gas sensors.
Overall Length: 620-650 mm (24.4-25.6 in), variable
based on accessory configuration.
Overall Width: 650-680 mm (25.6-26.8 in), variable based on turbocharger and
exhaust manifold.
Overall Height: 700-720 mm (27.6-28.3 in).
Engine Weight (Dry): 165-175 kg (364-386 lb), inclusive of the turbocharger and
exhaust manifold.
Engine Oil Capacity (with filter): 8.3-9.1 liters
(8.77-9.62 qt).
Engine Oil Specification: Ford WSS-M2C950-A (SAE 0W-30 or 5W-30).
Oil Change Interval: Variable based on vehicle usage and oil quality sensor
feedback; maximum interval not to exceed 2 years or 32,000 km (20,000 mi) under
normal conditions. Severe duty cycles require more frequent intervals.
Coolant Capacity: Approximately 8.5-10.5 liters (8.98-11.09 qt).
Coolant Specification: Ford WSS-M97B44-D (or equivalent long-life,
silicate-free).
AdBlue (DEF) Consumption: 1.5-2.5 liters per 1000 km (0.4-0.7 gal per 1000 mi),
depending on driving conditions and load. Timing Belt (Wet Belt) Replacement:
Service interval is defined by the manufacturer based on time and mileage;
replacement is a critical maintenance item requiring specialized tools and
strict adherence to procedures.
Cylinder Head Bolts (Stage 1): 50 Nm (37 lb-ft).
Cylinder Head Bolts (Stage 2): 180° additional rotation.
Main Bearing Cap Bolts (Stage 1): 60 Nm (44 lb-ft).
Main Bearing Cap Bolts (Stage 2): 90° additional rotation.
Connecting Rod Cap Nuts (Stage 1): 30 Nm (22 lb-ft).
Connecting Rod Cap Nuts (Stage 2): 90° additional rotation.
Flywheel Bolts: 50 Nm (37 lb-ft) + 90° additional rotation.
Crankshaft Pulley Bolt: 50 Nm (37 lb-ft) + 270° additional rotation.
Intake Manifold Bolts: 12 Nm (9 lb-ft).
Exhaust Manifold Nuts: 23 Nm (17 lb-ft).
Injector Clamp Bolt: 10 Nm (7 lb-ft) + 135° additional rotation.
Ford Transit V363 (2016-present): This engine is a
primary power unit for the medium and heavy variants of the Transit, offering a
balance of performance and fuel economy for cargo and passenger configurations.
Ford Transit Custom V362 (2016-present): The BKFA engine is extensively used in
the Transit Custom, providing the torque required for urban delivery and
commercial operations.
Ford Tourneo Custom (2016-present): As the passenger-oriented version of the
Transit Custom, the Tourneo Custom utilizes this engine to deliver refined
performance for people-moving applications.
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