Ford CHBB Specifications
| Engine Model: Ford CHBB |
| Engine Type: 4-cycle inline 4-cylinder DOHC 16-valve liquid-cooled gasoline |
| Total Displacement: 109.7 cu.in (1.79 L) |
| Rated Engine Power: 125 Hp (92 kW) at 6000 rpm |
| Fuel System Type: Sequential multi-point electronic fuel injection |
____________________________________________________________________________________
The Ford CHBB is a 1.8-liter (1798 cc) inline-four
gasoline engine belonging to the Duratec HE family, a series of all-aluminum
powerplants developed jointly by Ford and Mazda. Virtually identical to the CHBA
variant, the CHBB designation primarily distinguishes minor production-run
variations, emission calibration differences, or regional applications rather
than fundamental mechanical changes.
Produced predominantly for the Ford Mondeo Mk3 (2000-2007), this naturally
aspirated unit was engineered to deliver a balance of refined power delivery,
operational smoothness, and reduced overall mass. Its architecture is defined by
a lightweight aluminum cylinder block and cylinder head, double overhead
camshafts acting on sixteen valves, and a maintenance-free timing chain,
positioning it as a sophisticated power unit for the European mid-size segment.
Engine Type: Inline 4-cylinder, naturally aspirated.
Valvetrain: DOHC (Double Overhead Camshaft), 4 valves per cylinder, 16 valves
total.
Displacement: 1798 cc (109.7 cu.in).
Bore: 83.0 mm (3.27 in).
Stroke: 83.1 mm (3.27 in).
Compression Ratio: 10.8:1.
Firing Order: 1-3-4-2.
Fuel System: Sequential multi-point electronic fuel injection (SEFI).
Maximum Power: 125 hp (92 kW) at 6000 rpm.
Maximum Torque: 170 Nm (125 lb-ft) at 4500 rpm.
Maximum Engine Speed: 6500 rpm (governed).
Idle Speed: 750 ± 50 rpm.
The cylinder block is constructed from cast aluminum
alloy with cast-iron cylinder liners. This design significantly reduces overall
engine weight compared to ferrous blocks while maintaining robust wear
characteristics for the piston rings. The block features a closed-deck design at
the cylinder head interface, providing high rigidity and improved sealing
against combustion pressures.
It incorporates a structural aluminum oil pan that serves as a stressed member,
enhancing the engine’s overall stiffness and contributing to reduced noise,
vibration, and harshness (NVH). The crankshaft is supported by five main
bearings, with the crankshaft itself manufactured from nodular cast iron.
The cylinder head is manufactured from cast aluminum
alloy and follows a cross-flow design, with the intake manifold positioned on
the front side and the exhaust manifold on the rear (firewall side) for
transverse installations.
The DOHC arrangement operates four valves per cylinder via hydraulic lash
adjusters, eliminating the need for periodic valve clearance adjustments. The
valve stem diameters are standardized for reduced reciprocating mass. The
cylinder head integrates the camshaft housings, ensuring precise alignment
between the camshaft journals and the valve train components.
Valve Arrangement: 16 valves; DOHC with hydraulic lifters.
Intake Valve Diameter: 31.4 mm (1.24 in).
Exhaust Valve Diameter: 26.8 mm (1.06 in).
Valve Stem Diameter: 5.5 mm (0.22 in) for both intake and exhaust.
Seat Angle: Intake 45°, Exhaust 45°.
The engine employs a sequential multi-point electronic
fuel injection (SEFI) system managed by a Ford-specification Engine Control Unit
(ECU). This system delivers fuel individually to each cylinder’s intake port,
timed to coincide with the intake stroke for optimized combustion efficiency and
reduced emissions. The fuel system operates at a constant pressure, with a
returnless fuel delivery setup to minimize evaporative emissions.
A critical feature of the intake system is the variable intake manifold equipped
with swirl flaps, also referred to as tumble flaps. These flaps are actuated by
a vacuum solenoid and close at lower engine speeds to increase air turbulence
within the combustion chamber, improving fuel atomization and mixture
homogeneity. The flaps open fully at higher rpm to maximize airflow for peak
power output.
The lubrication system is a full-pressure, wet-sump
design. A gear-type oil pump, driven directly by the crankshaft, draws lubricant
from the aluminum oil pan and circulates it through a full-flow oil filter
before distributing it to the crankshaft, connecting rods, camshafts, and
hydraulic lash adjusters.
Engine Oil Capacity with Filter: 4.3 L (4.5 qt).
Engine Oil Capacity without Filter: 3.9 L (4.1 qt).
Oil Pressure at Operating Speed: 3.5-5.0 bar (51-73 psi) at 3000 rpm.
Recommended Oil Grade: SAE 5W-30 meeting Ford specification WSS-M2C913-B (or
subsequent revisions such as WSS-M2C913-C/D for backward compatibility).
The oil pump features a pressure relief valve to prevent excessive pressure
during cold starts. The structural oil pan incorporates baffles to maintain oil
pickup under cornering and braking forces.
The cooling system is a pressurized, sealed circuit
utilizing a cross-flow radiator and a belt-driven water pump. The water pump is
mounted on the cylinder block and driven by the accessory drive belt. A wax-type
thermostat regulates the coolant temperature to maintain optimal thermal
efficiency.
Coolant Capacity (Total System): 7.1 L (7.5 qt).
Thermostat Opening Temperature: 88°C (190°F).
Radiator Cap Pressure Rating: 1.0-1.2 bar (14.5-17.4 psi).
Recommended Coolant: Organic Acid Technology (OAT) or Hybrid OAT coolant meeting
Ford specification WSS-M97B44-D.
The cooling circuit is designed for transverse engine layout, with integral
coolant passages in the cylinder head directing flow to the hottest areas around
the exhaust valve bridges. An expansion tank serves as the system’s fill point
and manages thermal expansion.
| Intake and Exhaust Systems |
The exhaust manifold is integrated into a cast
stainless steel section that connects directly to a front-mounted catalytic
converter for rapid light-off during cold starts. The engine management system
utilizes two heated oxygen sensors (pre- and post-catalyst) for closed-loop fuel
control and catalyst monitoring.
| Ignition and Electrical System |
The engine utilizes a distributorless ignition system
with individual coil-on-plug (COP) assemblies mounted directly over each spark
plug. This arrangement eliminates high-tension spark plug wires, improving
reliability and ignition timing precision. The ECU controls dwell time and spark
advance based on engine load, crankshaft position, and knock sensor feedback.
Spark Plug Type: Standard specification is a platinum-tipped long-life plug
(e.g., NGK ILTR5A-13G).
Spark Plug Gap: 1.3 mm (0.051 in).
Timing Drive: The camshafts are driven by a
single-stage roller timing chain. This chain operates in an oil bath and is
tensioned by a hydraulic tensioner that uses engine oil pressure to maintain
consistent chain tension throughout the engine’s operating life. The system is
designed to be maintenance-free for the engine’s lifespan under normal operating
conditions, with no scheduled replacement interval. Chain guides, constructed
from wear-resistant polymer, ensure silent operation.
Management System: Engine management is governed by a Bosch or Visteon ME7
series ECU, which controls fuel injection, ignition timing, idle speed, variable
intake manifold flap actuation, and evaporative emission purge functions.
Overall Length (Accessory Drive to Flywheel): 590 mm
(23.2 in).
Overall Width (Intake Manifold to Exhaust Manifold): 640 mm (25.2 in).
Overall Height: 670 mm (26.4 in).
Weight (Dry, Complete with Manifolds and Flywheel): 118 kg (260 lb).
The CHBB engine is designed with extended service
intervals, though rigorous adherence to fluid specifications is critical due to
its aluminum construction and hydraulic valvetrain.
Oil Change Interval: 20,000 km (12,500 mi) or 12 months, whichever occurs first,
when using Ford-specification WSS-M2C913-B oil. A 10,000 km (6,250 mi) interval
is recommended for severe duty (frequent short trips, towing, or extreme
temperatures).
Coolant Replacement Interval: 5 years or 100,000 km (62,000 mi) for initial
fill, followed by 3-year intervals thereafter. Spark Plug Replacement Interval:
80,000 km (50,000 mi) for platinum-tipped original equipment plugs. Air Filter
Replacement: 40,000 km (25,000 mi) under normal conditions.
Accessory Drive Belt Inspection: Every 20,000 km (12,500 mi); replacement is
indicated by visible cracking, glazing, or audible squeal. Timing Chain:
Inspection is recommended only if abnormal noise (rattle on startup or
persistent whirring) develops, indicating hydraulic tensioner wear or chain
guide degradation.
Cylinder Head Bolts (Stage 1): 20 Nm (15 lb-ft).
Cylinder Head Bolts (Stage 2): 70 Nm (52 lb-ft).
Cylinder Head Bolts (Stage 3): 90° additional.
Main Bearing Cap Bolts (Stage 1): 20 Nm (15 lb-ft).
Main Bearing Cap Bolts (Stage 2): 30 Nm (22 lb-ft).
Main Bearing Cap Bolts (Stage 3): 90° additional.
Connecting Rod Cap Nuts (Stage 1): 20 Nm (15 lb-ft).
Connecting Rod Cap Nuts (Stage 2): 40 Nm (30 lb-ft).
Connecting Rod Cap Nuts (Stage 3): 90° additional.
Camshaft Bearing Cap Bolts: 12 Nm (9 lb-ft).
Spark Plugs: 15 Nm (11 lb-ft).
Flywheel/Flexplate Bolts: 70 Nm (52 lb-ft) + 90° angle.
Intake Manifold Bolts: 20 Nm (15 lb-ft).
Exhaust Manifold Nuts: 20 Nm (15 lb-ft).
Water Pump Bolts: 10 Nm (7 lb-ft).
Oil Filter: 15 Nm (11 lb-ft) or hand-tight plus 3/4 turn after gasket contact.
The Ford CHBB engine was primarily utilized in the
European market, serving as the entry-level or mid-range gasoline powerplant in
several Ford models during its production cycle.
Ford Mondeo Mk3 (2000-2007): The primary application, spanning sedan, hatchback,
and estate (wagon) body styles. It served as the base 1.8 L Duratec HE option,
often paired with a 5-speed manual transmission (MTX-75) or a 4-speed automatic.
Ford Focus Mk2 (2004-2008): Select markets received the CHBB in the Focus,
although the 1.6 L Duratec was more common in this chassis for this displacement
range.
Ford C-Max (2003-2007): The compact MPV shared the Mondeo’s powertrain options,
including the 1.8 L Duratec HE engine.
____________________________________________________________________________________
| Car Engines Technical Specifications |
| Small Engines Technical Specifications |
| Industrial Engines Technical Specifications |
| Outboard Engines Technical Specifications |
