Ford CYR5 Specifications
| Engine Model: Ford CYR5 |
| 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: 125 Hp (92 kW) at 3500 rpm |
| Fuel System Type: Common Rail Direct Injection |
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The Ford CYR5 is a 2.2-liter, 4-cylinder diesel engine
belonging to the Ford Duratorq TDCi (Puma) family. This specific variant is
configured as a mid-range power unit engineered exclusively for Rear-Wheel Drive
(RWD) and All-Wheel Drive (AWD) applications, most notably within the Ford
Transit (V363) range produced from 2011 to 2016.
It was designed to balance commercial vehicle durability with refined power
delivery, utilizing a robust architecture to withstand the demands of
high-mileage duty cycles. The CYR5 is distinguished by its use of a variable
geometry turbocharger and a high-pressure common rail fuel system to achieve
Euro 5 emission compliance without compromising low-end torque characteristics.
The Ford CYR5 engine is a 2.2-liter, inline 4-cylinder, turbocharged diesel
powerplant. It operates on a four-stroke cycle and features a double overhead
camshaft (DOHC) valvetrain with 16 valves. The engine utilizes a high-pressure
common rail direct injection system and a variable geometry turbocharger (VGT)
with an intercooler.
Its construction is defined by a cast iron cylinder block and an aluminum alloy
cylinder head. The engine’s architecture is designed for longitudinal mounting
in rear-wheel and all-wheel drive chassis, emphasizing structural rigidity and
thermal management for commercial vehicle applications.
Engine Type: Inline 4-cylinder, turbocharged diesel, 4-stroke.
Displacement: 2198 cc (134.2 cu.in).
Bore: 86.0 mm (3.39 in).
Stroke: 94.6 mm (3.72 in).
Compression Ratio: 15.5:1.
Valvetrain: DOHC (Double Overhead Camshaft), 4 valves per cylinder, 16 valves
total.
Firing Order: 1-3-4-2.
Maximum Power: 125 hp (92 kW) at 3500 rpm.
Maximum Torque: 350 Nm (258 lb-ft) at 1450-2000 rpm.
Aspiration: Variable Geometry Turbocharger (VGT) with air-to-air intercooler.
Emission Standard: Euro 5.
Engine Management System: Bosch EDC17C10.
The cylinder block is constructed from cast iron, a
material chosen for its inherent rigidity, acoustic damping, and resistance to
bore distortion under high mechanical and thermal loads. The block is a
deep-skirt design, providing enhanced support for the crankshaft bearing caps to
minimize vibration in commercial vehicle applications.
The cylinder bores are machined with a plateau honed finish to optimize oil
retention and piston ring sealing. The block houses the main bearing journals
and integrates the mounting points for the engine’s auxiliary systems. Oil
cooling jets are integrated into the main bearing saddles, directing a
continuous spray of engine oil to the underside of the pistons.
The cylinder head is manufactured from an aluminum
alloy to reduce overall engine mass while providing superior thermal
conductivity away from the combustion chambers. It features a cross-flow design,
with intake ports on one side and exhaust ports on the other, maximizing
volumetric efficiency. The DOHC arrangement operates 16 valves via hydraulic
lash adjusters and roller finger followers, which reduce friction and eliminate
the need for periodic valve clearance adjustments.
The intake valves are positioned to promote a high-swirl motion of the incoming
air, improving fuel-air mixing. The exhaust valves are constructed from a
nickel-based alloy to withstand the elevated temperatures generated by the
variable geometry turbocharger. The valve seats are manufactured from sintered
alloy materials pressed into the head.
The fuel system is a high-pressure common rail direct
injection architecture operating at pressures up to 1800 bar (26,107 psi). A
high-pressure fuel pump, driven by a dedicated chain from the crankshaft,
delivers fuel to the common rail accumulator mounted atop the engine. The rail
distributes fuel to solenoid-type injectors that are electronically controlled
by the engine management system.
This system enables multiple injection events per combustion cycle - including
pilot, main, and post-injections - to refine combustion noise, reduce
particulate matter, and optimize thermal efficiency. The system is calibrated
for a maximum fuel delivery consistent with the 125 hp power output.
The lubrication system is a fully pressurized,
full-flow filtration design. A gear-type oil pump is mounted within the timing
case and driven by a separate chain from the crankshaft, ensuring consistent oil
pressure across the engine speed range. The pump draws oil from a structural
aluminum sump. The system incorporates a piston cooling jet circuit that is
activated mechanically based on oil pressure to direct cooling oil to the piston
crowns.
An oil-to-water heat exchanger is integrated into the oil filter housing,
allowing engine coolant to stabilize the oil temperature during high-load
operation. The oil filter is a spin-on cartridge type with an integral bypass
valve to maintain lubrication in cold-start conditions.
The cooling system is a pressurized,
thermosiphon-controlled liquid circuit. A belt-driven centrifugal water pump
circulates coolant through the cylinder block, cylinder head, turbocharger
center housing, and the oil cooler.
The system employs a wax-pellet thermostat to regulate coolant temperature,
maintaining the engine within the optimal operating range for combustion
efficiency and emissions control. A separate expansion tank allows for coolant
recovery and air separation. In vehicle applications equipped with rear cabin
heating, additional coolant lines and a secondary water pump are integrated to
ensure consistent thermal delivery to auxiliary heaters.
Timing Drive: The camshafts are driven by a
single-stage roller chain. This timing chain operates in an oil bath and is
equipped with a hydraulic tensioner to maintain optimal tension throughout the
engine’s service life, eliminating scheduled replacement intervals. A separate,
shorter roller chain drives the high-pressure fuel pump.
Crankshaft and Connecting Rods: The crankshaft is forged from micro-alloy steel,
featuring induction-hardened bearing surfaces. It is supported by five main
bearings. The connecting rods are fracture-split (cracked) powder metal, a
process that ensures precise cap alignment and high tensile strength.
Pistons: The pistons are cast aluminum alloy with a high-silicon content to
resist thermal expansion. The piston crowns feature a re-entrant combustion bowl
geometry optimized for the common rail injection spray pattern. The compression
rings are chromed for wear resistance, and the oil control ring utilizes a coil
expander.
Emission Control: Exhaust gas recirculation (EGR) is employed to reduce
combustion temperatures and limit nitrogen oxide (NOx) formation. A cooled EGR
system routes exhaust gases through a dedicated cooler before reintroducing them
to the intake manifold. The exhaust after-treatment system consists of a diesel
oxidation catalyst (DOC) to manage carbon monoxide and hydrocarbons.
Length: 670 mm (26.4 in)
Width: 650 mm (25.6 in)
Height: 780 mm (30.7 in)
Dry Weight (without fluids): 195 kg (430 lb)
Engine Oil Capacity (with filter): 10.2 L (10.8 qt).
Oil Specification: SAE 5W-30 meeting Ford WSS-M2C913-C or WSS-M2C913-D.
Coolant Capacity (primary system): 12.0 L (12.7 qt).
Valve Clearance: Hydraulic lash adjusters; no adjustment required.
Timing Chain: Inspect chain tensioner for oil pressure-related wear.
Fuel Filter Replacement Interval: 30,000 km (18,641 mi).
Engine Oil and Filter Change Interval: 20,000 km (12,427 mi) under normal
operating conditions.
Cylinder Head Bolts (M12): 40 Nm (30 lb-ft) + 90°.
Main Bearing Cap Bolts: 60 Nm (44 lb-ft) + 90°.
Connecting Rod Cap Bolts: 30 Nm (22 lb-ft) + 90°.
Crankshaft Pulley Bolt (center): 80 Nm (59 lb-ft) + 90°.
Camshaft Bearing Cap Bolts: 20 Nm (15 lb-ft).
Flywheel-to-Crankshaft Bolts: 80 Nm (59 lb-ft) + 90°.
Injector Clamp Bolts: 10 Nm (7 lb-ft) + 180°.
High-Pressure Fuel Pump Mounting Bolts: 20 Nm (15 lb-ft) + 90°.
Intake Manifold Bolts: 25 Nm (18 lb-ft).
Exhaust Manifold Nuts: 25 Nm (18 lb-ft).
Engine Mount Brackets to Block: 80 Nm (59 lb-ft).
The Ford CYR5 engine was exclusively utilized in the
Ford Transit (V363) generation, spanning model years 2011 to 2016.
It was specified for the following configurations:
Ford Transit 300 (RWD, medium wheelbase).
Ford Transit 350 (RWD, medium and long wheelbase).
Ford Transit 350 (AWD, selected markets).
Ford Transit 470 (heavy chassis cab, RWD).
This engine variant was positioned as the mid-output option in the 2.2-liter
Duratorq lineup for the V363 Transit, differentiated from lower-output variants
by its specific turbocharger calibration and engine management software to
achieve the 125 hp power rating and 350 Nm torque plateau.
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