Ford CVFF Specifications
| Engine Model: Ford CVFF |
| Engine Type: 4-cycle 4-cylinder DOHC 16-valve turbocharged liquid-cooled diesel |
| Total Displacement: 134.2 cu.in (2.19 L) |
| Rated Engine Power: 155 Hp (114 kW) at 3500 rpm |
| Fuel System Type: Common Rail Direct Injection |
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The Ford CVFF is a 2.2-liter, 4-cylinder diesel engine
belonging to the Ford Duratorq TDCi (Puma) family. This specific variant was
developed as a high-output powerplant for heavy-duty applications within the
Ford Transit (V363) and Transit Custom (V362) ranges. Produced primarily between
2011 and 2016, it was engineered to meet Euro 5 emissions standards.
The engine distinguished itself through a robust construction, featuring a cast
iron cylinder block and an aluminum cylinder head, designed to withstand the
sustained loads characteristic of commercial vehicle operation. Its combination
of a variable geometry turbocharger, high-pressure common rail fuel injection,
and a sophisticated valvetrain delivered a balance of durability, fuel
efficiency, and a broad torque curve suited for both urban delivery and
long-haul duties.
Engine Type: Inline 4-cylinder, turbocharged diesel.
Family: Duratorq / Puma.
Displacement: 2198 cc (134.2 cu.in).
Valvetrain: DOHC (Double Overhead Camshaft), 16 valves (4 per cylinder).
Bore x Stroke: 86.0 mm x 94.6 mm (3.39 in x 3.72 in).
Compression Ratio: 15.5:1.
Maximum Power: 155 hp (114 kW) at 3500 rpm.
Maximum Torque: 385 Nm (284 lb-ft) from 1600 to 2300 rpm.
Aspiration: Variable Geometry Turbocharger (VGT) with air-to-air intercooler.
Emission Control: Exhaust Gas Recirculation (EGR) system with a cooler, Diesel
Particulate Filter (DPF), and oxidation catalytic converter.
The cylinder block is manufactured from cast iron, a
material choice dictated by the need for structural rigidity and resistance to
bore distortion under high cylinder pressures. The block is a closed-deck
design, enhancing its strength and sealing capability against the cylinder head
gasket. Cylinder bores are machined with a plateau-honed finish to optimize oil
retention and ring sealing.
The engine employs a ladder-frame design, where a structural aluminum bedplate
is bolted to the lower block to support the crankshaft. This assembly increases
the overall stiffness of the lower engine structure, reducing noise, vibration,
and harshness (NVH) while providing precise crankshaft alignment. Oil jets are
integrated into the block casting, directed at the undersides of the pistons for
targeted cooling during high-load operation.
The cylinder head is constructed from cast aluminum
alloy to reduce overall engine weight. It features a double overhead camshaft
(DOHC) configuration with four valves per cylinder. The valve arrangement uses a
direct-acting bucket tappet system, eliminating the need for rocker arms and
contributing to a compact valvetrain with low reciprocating mass.
The intake valves are fabricated from steel, while the exhaust valves are
manufactured from a higher-grade, heat-resistant steel to withstand the elevated
temperatures generated by the EGR system and turbocharging. Hydraulic lash
adjusters are integrated into the tappets, ensuring zero-valve clearance
maintenance for the engine’s service life and contributing to quieter operation.
The cylinder head casting incorporates integrated coolant passages that direct
flow to the hottest areas, particularly around the exhaust valve seats and
injector nozzles.
The fuel system is a high-pressure common rail direct
injection system, supplied by Bosch. A high-pressure pump, driven by a chain
from the crankshaft, generates fuel pressures up to 1800 bar (26,107 psi). This
pressurized fuel is delivered to a common rail accumulator that feeds
piezo-electric injectors. The piezo injectors provide precise, multi-injection
capability, allowing for up to five injection events per cycle.
These events include pilot, pre, main, and post injections. Post-injection is
utilized primarily for active DPF regeneration, injecting fuel into the exhaust
stroke to raise exhaust temperatures and oxidize accumulated soot within the
filter. The system’s high pressure and precise control are fundamental to
achieving the Euro 5 emissions standard while maintaining performance and
reducing combustion noise.
The lubrication system is a full-flow, pressurized
system utilizing a gear-type oil pump. The oil pump is driven by a dedicated
chain from the crankshaft, located at the rear of the engine, a design that
optimizes packaging and reduces front-end accessory drive complexity. Oil is
drawn from a baffled steel sump through a mesh strainer and then through a
full-flow, replaceable cartridge-type oil filter.
The filter housing incorporates a bypass valve to ensure lubrication continuity
in cold-start conditions or if the filter becomes restricted. The engine
utilizes a piston cooling system where oil is routed from the main oil gallery
to the jets integrated into the cylinder block, continuously spraying the
underside of the pistons. This is critical for managing the thermal load on the
pistons in a high-output diesel.
The cooling system is a sealed, pressurized system
designed to maintain optimal operating temperatures across varying loads.
Coolant circulation is driven by a belt-driven centrifugal water pump. The
system incorporates a wax-element thermostat that controls coolant flow to the
radiator to maintain the engine temperature at approximately 90°C (194°F). An
expansion tank with a pressure relief valve allows for coolant expansion and
degassing.
A separate coolant circuit is dedicated to the EGR cooler and the turbocharger
housing to manage component temperatures and improve the effectiveness of the
EGR system. In vehicle applications, the system capacity varies based on the
inclusion of an auxiliary heater or the chassis configuration, with a larger
capacity for rear-wheel-drive models requiring additional heating for the cabin.
The variable geometry turbocharger (VGT) uses movable
vanes in the turbine housing to alter the exhaust gas flow velocity across the
turbine wheel. This allows for rapid boost response at low engine speeds and
efficient flow management at high speeds, effectively controlling the air-fuel
ratio across the entire operating range without the need for a wastegate.
The engine is equipped with a high-output alternator
and glow plug system. The glow plugs are ceramic-type for rapid heat-up and are
controlled by the Engine Control Unit (ECU) to assist in cold starts and reduce
emissions during the warm-up phase.
Timing Drive: The valvetrain is driven by a
single-stage roller chain located at the front of the engine. This chain
operates in an oil bath and is designed for the engine’s service life without
scheduled replacement. A separate, shorter chain at the rear of the engine
drives the oil pump.
Crankcase Ventilation: The engine utilizes a closed-loop crankcase ventilation
system with a cyclone separator to remove oil mist from blow-by gases before
they are routed back into the intake system, preventing oil contamination of the
intake tract and turbocharger.
The engine’s physical dimensions vary slightly
depending on the fitment for front-wheel-drive (FWD) or rear-wheel-drive (RWD)
configurations. The core engine assembly has a length of 670 mm (26.4 in), a
width of 620 mm (24.4 in), and a height of 710 mm (28.0 in). The dry weight of
the engine, without fluids or ancillary components such as the alternator and
starter motor, is 185 kg (408 lb).
Engine Oil Capacity (with filter): 6.2 liters (6.5 qt)
for FWD models; 10.1 to 10.3 liters (10.7 to 10.9 qt) for RWD/AWD models.
Recommended Oil Grade: SAE 5W-30 meeting Ford specification WSS-M2C913-C or
WSS-M2C913-D. Coolant Capacity: 10.0 to 12.5 liters (10.6 to 13.2 qt), dependent
on chassis type and presence of an auxiliary heater. Oil Change Interval: Under
normal operating conditions, the interval is 12 months or 20,000 km (12,500
miles).
Fuel Filter Replacement: Recommended every 20,000 km (12,500 miles) or 2 years.
Valve Clearance: Set by hydraulic lash adjusters; no manual adjustment is
required. Timing Chain: No routine replacement interval is specified; inspection
for noise or damage is recommended if engine performance issues arise.
Cylinder Head Bolts: Stage 1: 40 Nm (30 lb-ft). Stage
2: Angle-tighten 90°
Main Bearing Cap Bolts (Bedplate): Stage 1: 20 Nm (15 lb-ft). Stage 2:
Angle-tighten 60°.
Connecting Rod Cap Bolts: Stage 1: 30 Nm (22 lb-ft). Stage 2: Angle-tighten 90°.
Crankshaft Pulley Bolt: Stage 1: 90 Nm (66 lb-ft). Stage 2: Angle-tighten 90°.
Camshaft Cap Bolts: 12 Nm (9 lb-ft).
Flywheel Bolts: Stage 1: 35 Nm (26 lb-ft). Stage 2: Angle-tighten 30°.
Ford Transit Custom (V362): 2012-2016, offered in panel
van, kombi, and double-cab-in-van body styles. This application utilized the FWD
configuration with the transverse engine mounting.
Ford Transit (V363): 2014-2016, applied across a wide range of van, chassis cab,
and bus variants. This application utilized the RWD and AWD configurations with
a longitudinal engine mounting.
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