Ford CYRA Specifications
| Engine Model: Ford CYRA |
| 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 CYRA is a 2.2-liter, 4-cylinder diesel engine
belonging to the Duratorq ZSD ("Puma") family, specifically engineered for
longitudinal, Rear-Wheel Drive (RWD) applications. Introduced in 2011 for the
Ford Transit MK7 generation, the CYRA represented a significant evolution,
replacing earlier 2.4-liter Duratorq units with a more refined, compact, and
efficient powertrain. It is a turbocharged and intercooled unit that leverages a
high-pressure common rail injection system to deliver a strong balance of
commercial-grade durability and passenger-car-like refinement.
With a cast iron block and aluminum cylinder head, the engine was designed to
withstand the high thermal and mechanical loads of light commercial vehicle
operation while meeting Euro 5 emission standards. Its defining characteristics
include a robust timing chain drive, a peak torque output of 350 Nm available
from low engine speeds, and a power rating of 125 PS, making it a favored choice
for the Transit in van, bus, and chassis cab configurations until its phase-out
in 2014.
Engine Family: Duratorq ZSD ("Puma")
Configuration: Inline 4-cylinder
Induction: Turbocharged with charge air cooling (intercooler)
Valvetrain: Double Overhead Camshaft (DOHC), 16 valves (4 per cylinder)
Displacement: 2198 cc (134.1 cu.in)
Bore: 86.0 mm (3.39 in)
Stroke: 94.6 mm (3.72 in)
Compression Ratio: 15.8:1
Firing Order: 1-3-4-2
Maximum Power: 125 PS (92 kW; 123 bhp) at 3500 rpm
Maximum Torque: 350 Nm (258 lb-ft) from 1450 to 2000 rpm
Maximum Engine Speed (governed): 4500 rpm
Emission Standard: Euro 5
The cylinder block is constructed from cast iron, a
material chosen for its structural rigidity, noise vibration harshness (NVH)
attenuation, and wear resistance under high cylinder pressures. It is a
deep-skirt, closed-deck design, enhancing the block's resistance to distortion
under high combustion loads. The cylinder bores are machined directly into the
cast iron, eliminating the need for wet or dry liners in the standard production
variant.
The block incorporates a structural ladder frame - a cast aluminum lower
crankcase section - which is bolted to the main bearing caps. This assembly
significantly increases the bottom-end stiffness, reducing crankshaft flex and
overall engine noise. The block accommodates a fully balanced forged steel
crankshaft running on five main bearings. Pistons are made from high-strength
aluminum alloy with an offset piston pin to reduce thrust-side noise during cold
starts. The connecting rods are forged steel, fracture-split for precise cap
alignment.
The cylinder head is manufactured from aluminum alloy,
providing effective heat dissipation and reduced overall engine mass. It
features a Double Overhead Camshaft (DOHC) design, with each camshaft actuating
four valves per cylinder via roller finger followers.
The roller finger followers incorporate hydraulic lash adjusters, eliminating
the need for periodic valve clearance adjustments. The intake and exhaust valves
are arranged in a pent-roof combustion chamber design, optimizing swirl and
airflow for efficient combustion.
The intake valves have a diameter of 29.0 mm (1.14 in), while the exhaust valves
measure 25.0 mm (0.98 in). Valve stem seals are constructed from
high-temperature fluoroelastomer to resist oil consumption under severe
operating conditions.
The camshafts are driven by a silent-type timing chain from the crankshaft
sprocket, with a maintenance-free hydraulic tensioner ensuring consistent chain
tension throughout the engine’s service life.
The fuel system is a high-pressure Common Rail Direct
Injection (CRDI) system, operating at a maximum pressure of 1600 bar (23,206
psi). A Bosch CP1-HP high-pressure fuel pump, driven by the timing chain from
the engine, supplies fuel to the rail. The system utilizes solenoid-type
injectors, which are electronically controlled by the Engine Control Module
(ECM) to deliver up to five injection events per combustion cycle.
These events include pre-injection, main injection, and post-injection,
calibrated to reduce combustion noise, optimize power delivery, and facilitate
diesel particulate filter (DPF) regeneration. The fuel rail is mounted directly
on the cylinder head to minimize pressure fluctuation between the rail and
injectors.
A fuel cooler is integrated into the system to
stabilize fuel temperature, particularly important for maintaining
viscosity in the high-pressure pump. The system is designed to be
self-priming, with an electric lift pump located in the fuel tank
assisting the high-pressure pump.
The lubrication system is a pressurized, full-flow type
utilizing a gear-type oil pump mounted directly to the crankshaft nose. This
configuration allows for rapid oil pressure buildup during cold starts. The oil
pump draws fluid from a steel-sumped oil pan, with a capacity of 6.2 liters (6.5
qt) including the filter. The system incorporates a spin-on, full-flow oil
filter with an integrated bypass valve to ensure oil flow to critical components
even if the filter becomes obstructed.
A piston-cooling jet system is integrated into the cylinder block, directing
streams of engine oil to the underside of each piston crown to manage thermal
loads under high power and torque conditions. The recommended oil specification
is 5W-30 meeting Ford WSS-M2C913-C or WSS-M2C913-D, formulations designed for
extended drain intervals in diesel applications with diesel particulate filters.
An oil level sensor is integrated into the sump to provide low-level warnings to
the driver.
The cooling system is a sealed, pressurized setup
designed for high thermal efficiency. A belt-driven centrifugal water pump
circulates coolant through the cast iron block and aluminum cylinder head. The
system features a dual-pass radiator configuration to maximize heat exchange. A
wax-element thermostat, with an opening temperature of 88°C (190°F), regulates
coolant flow, maintaining engine operating temperature between 88°C and 96°C
(190°F-205°F) under normal conditions.
The coolant flow is directed primarily to the cylinder head and then to the
block, ensuring the head - the most thermally stressed component - receives the
coolest coolant first. A separate coolant circuit services the EGR cooler and
the fuel cooler.
The total coolant capacity for the engine and
radiator circuit is approximately 10.0 liters (10.6 qt) for standard van
configurations, increasing to 14.0 liters (14.8 qt) for chassis cab or
heavy-duty cooling variants. A 1.4-bar (20.3 psi) radiator cap maintains
the system’s pressure to raise the boiling point of the coolant.
| Intake and Exhaust Systems |
Air Intake System: Intake air passes through a
dry-type, pleated paper air filter before entering the turbocharger. Compressed
air from the turbocharger is then routed through an air-to-air charge air cooler
(intercooler) mounted at the front of the vehicle. The intercooler reduces the
intake air temperature, increasing density for improved combustion efficiency
and power output.
Exhaust System: The exhaust system incorporates a close-coupled diesel oxidation
catalyst (DOC) and a diesel particulate filter (DPF) housed in a single
canister. The DOC oxidizes hydrocarbons and carbon monoxide, while the DPF
captures soot. Passive regeneration occurs during normal high-load operation;
active regeneration is initiated by the ECM, involving post-injection of fuel to
raise exhaust temperatures and burn off accumulated soot.
The engine is equipped with a BorgWarner variable
geometry turbocharger (VGT). The VGT mechanism alters the angle of the turbine
vanes to optimize exhaust gas flow across the turbine wheel. At low engine
speeds, the vanes close to increase exhaust velocity, rapidly building boost
pressure and torque. At higher speeds, the vanes open to reduce backpressure and
maintain efficiency. Boost pressure is managed by a solenoid-actuated vacuum
control system.
Engine Management: The engine is controlled by a Delphi
or Bosch Engine Control Module (ECM), which manages fuel injection timing,
injection quantity, boost pressure, EGR flow, and regeneration cycles based on
inputs from sensors including a mass air flow (MAF) sensor, crankshaft position
sensor, camshaft position sensor, rail pressure sensor, and multiple temperature
sensors.
Overall Length (front to rear): 665 mm (26.2 in)
Overall Width (including manifolds): 680 mm (26.8 in)
Overall Height (from crank centerline to top of cylinder head): 550 mm (21.7 in)
Dry Weight (as shipped, without ancillaries): 190 kg (419 lb)
Dry Weight (fully dressed with manifolds, turbo, and flywheel): 215 kg (474 lb)
Engine Oil Capacity (with filter change): 6.2 liters
(6.5 qt).
Engine Oil Capacity (without filter change): 6.0 liters (6.3 qt).
Engine Oil Specification: 5W-30, Ford WSS-M2C913-C or WSS-M2C913-D.
Oil Change Interval (severe duty): 12,000 km (7,500 miles).
Oil Change Interval (normal duty): 20,000 km (12,500 miles) or 1 year.
Coolant Capacity: 10.0-14.0 liters (10.6-14.8 qt) depending on application.
Coolant Specification: Ford WSS-M97B44-D (long-life, OAT-based).
Timing Drive: Inspect chain tensioner and guides at major engine overhaul.
Valve Clearance: Hydraulic lash adjusters - no adjustment required.
Fuel Filter Replacement Interval: 30,000 km (18,750 miles) or 2 years.
Air Filter Replacement Interval: 45,000 km (28,000 miles) or as indicated by
restriction gauge.
Drive Belt (serpentine) Tension: Replace belt every 120,000 km (75,000 miles).
Cylinder Head Bolts (Stage 1): 50 Nm (37 lb-ft)
Cylinder Head Bolts (Stage 2): Angle tighten 90 deg
Main Bearing Cap Bolts (M10): 50 Nm (37 lb-ft) + 90 deg
Main Bearing Cap Bolts (Ladder Frame to Block, M8): 25 Nm (18 lb-ft) + 90 deg
Connecting Rod Cap Bolts: 35 Nm (26 lb-ft) + 90 deg
Crankshaft Damper Bolt: 250 Nm (184 lb-ft) + 90 deg
Camshaft Sprocket Bolt: 120 Nm (89 lb-ft)
Flywheel / Drive Plate Bolts (automatic): 50 Nm (37 lb-ft) + 90 deg
Flywheel Bolts (manual): 80 Nm (59 lb-ft) + 90 deg
Injector Clamp Bolt: 12 Nm (9 lb-ft) + 90 deg
Intake Manifold Bolts: 23 Nm (17 lb-ft)
Exhaust Manifold Nuts: 25 Nm (18 lb-ft)
Turbocharger to Manifold Nuts: 40 Nm (30 lb-ft)
Ford Transit MK7 (2006-2014 facelift models).
Applied in Rear-Wheel Drive (RWD) variants from
model year 2011 to 2014, including:
Transit Van (300, 330, 350, 430 derivatives).
Transit Double Cab-in-Van (DCIV).
Transit Kombi.
Transit Bus (passenger carrier).
Transit Chassis Cab (including 4x4 variants with additional transfer case
adaptation).
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