Design and characteristics of engines (Mondeo 3)

The 200-horsepower Mondeo is powered in unison by two four-cylinder engines in three different power levels, a six-cylinder V6 (60°), and two diesel four-cylinder engines with exhaust gas turbocharger and direct fuel injection. The compact units are installed in the Ford Mondeo transversely to the direction of travel. In terms of fuel consumption, smoothness, elasticity and power output, these engines are without limitations among the leading representatives of their generation, and in terms of exhaust gas parameters, experts have issued them certificates for compliance with the Euro 4 standards for carburettor engines and the Euro 3 standards for diesel units.

Mondeo drive units

Mondeo – from model year 2000	Working volume (cm³)	Power (kW/hp/min⁻¹)	Power (Nm/min⁻¹)
1.8L 16V Duratec-HE	1 798	81/110/5.500	165/3 950
1.8L 16V Duratec-HE	1 798	92/125/6.000	170/4 500
2.0L 16V Duratec-HE	1 998	107/145/6.000	190/4 500
2.5L V6 24V Duratec	2 495	125/170/6.000	220/4 250
2.5L V6 24V Duratec (ST2200)	2 495	151/205/6.500	235/5 500
2.0-l 16V DuraTorg-DI	1 998	66/90/4.000	245/1 190
2.0-l 16V DuraTorg-DI	1 998	85/115/4.000	280/1 900

All Ford Mondeo drive units are controlled by a Visteon Levanta processor with a CAN bus for data transfer. The 32-bit microcomputer bus is assisted in carburettor engines by a 3-D parametric characteristic for the ignition system, including a knock sensor. The cylinders are supplied with fuel with an octane rating of 95 Euro Super, an electronic sequential fuel injection system (SEFI).



Depending on the motorisation, two different single-plunger distributor injection pumps (Bosch VP 30, 66 kW/90 hp – Bosch VP 44, 85 kW/115 hp)

Provides "oil" to diesel installations. Both pumps spray the mixture "in two stages" by means of a two-spring nozzle with a multi-jet sprayer directly into the combustion chambers: as soon as the first diesel ration (pilot injection) in the cylinders is already "engulfed in flames", the main injection is carried out in order to "softly" ignite it in the flame front of the first injection. In carburetor engines, the exhaust gas recirculation system (EGR) in conjunction with a three-way catalyst carries out the removal of exhaust gas, in diesel engines this work is performed by an acid catalyst, assisting the exhaust gas recirculation system.

The undisputedly compact DONC (double-over-head-camshaft) Duratec engines made of light alloys with two massive flywheels can be attributed to Ford's technical innovations in engine building. One of the clearly defined goals of these developments was to increase the torque and power values, as well as simplify service work: for example, during inspections and maintenance.

Therefore, in four-cylinder engines, all components involved in the preparation of the combustible mixture are located at the front, in V6 they can be found in the middle between the cylinder blocks. And the rest, carried out on occasion of inspection, are carried out quickly on the basis of manual elementary routine actions and do not require the "hands of a surgeon".

Engine compartment Duratec-HE 16V: 1 - Expansion tank with brake and clutch fluid, 2 - Air filter, 3 - Battery, 4 - Dipstick for measuring engine oil level, 5 — Power steering expansion tank, 6 — Windscreen washer reservoir, 7 — Cooling system expansion tank, 8 - Filler neck for filling engine oil.

Engine compartment Duratec-HE 24V: 1 - Expansion tank with brake and clutch fluid, 2 - Air filter, 3 - Additional fuse box, 4 - Battery, 5 - Dipstick for measuring engine oil level, 6 — Windscreen washer reservoir, 7 — Power steering expansion tank, 8 — Cooling system expansion tank, 9 - Filler neck for filling engine oil.

Engine compartment DuraTorg-DI 16V: 1 - Expansion tank with brake and clutch fluid, 2 - Air filter, 3 - Battery, 4 - Dipstick for measuring engine oil level, 5 — Power steering expansion tank, 6 — Windscreen washer reservoir, 7 — Cooling system expansion tank, 8 - Filler neck for filling engine oil.

Technical cooperation with Mazda

The basic idea for Duatec engines came from a collaboration with Mazda, Ford's subsidiary on the Far Eastern horizon. However, this is not the first contact with the Far East that Ford has converted into useful results: in cooperation with Yamaha, the world-famous four-cylinder Zetec engines appeared. They celebrated their debut in the Fiesta, and in the Zetec-SE version with a 1.4/1.6-liter working volume, they also appeared in the Focus.

Defined injection angle: the fuel reaches the same parts before the intake valves.

The technical features of Duratec units include controlled injectors. Their four nozzle holes are installed in the combustion chamber at a strictly defined angle. Two holes are "directed" to the left and two others to the right intake valve. The fuel is converted into a particularly homogeneous gas, due to which it "burns" more efficiently.

By precisely controlling the air-fuel mixture, engineers have achieved a balanced cylinder filling level, stable combustion, "stable" idle speed and, for all load conditions, the most suitable exhaust emissions compared to the old Endura engines.



The engine block and cylinder head, as well as the housings of most auxiliary units in the new generation of Duratec engines, are made of a special aluminum alloy. To further reduce weight, the valve covers were made of magnesium, and the intake pipes of plastic.

Synchronous control: the throttle valves (swirl flaps) are activated by a common shaft in the intake manifold. 1 - Exhaust gas recirculation system gasket, 2 — Intake manifold gasket, 3 — Throttle valve, 4 — Exhaust gas recirculation system channel, 5 - Low pressure nozzle, 6 — Control rod.

Two overhead camshafts rotate in the cylinder heads, controlling the four valves of each combustion chamber. A number of design measures support refined and virtually noise- and vibration-free operation, low exhaust emissions and favourable low maintenance costs. Thanks to the use of wear-resistant Duratec materials, the engines make do with simple plate tappets. The valve clearance of four-cylinder engines is checked, as a last resort, after repair work on the valve drive or after approximately 150,000 kilometres. To adjust the clearance, the tappets are measured and completely replaced. In the V6 and both diesels, the valve clearance is adjusted using hydraulic tappets. The Mondeo with a carburettor engine should be checked every 60,000 kilometres, the diesel should "stretch" 15,000 kilometres less before checking.



In gasoline engines, according to Ford, spark plugs also "reach their end of life," and the engine oil and oil filter perform their duties for 20,000 kilometers. A diesel driver is required to change the engine oil, according to the program, after every 15,000 kilometers.

Duratec-HE – optimal in terms of speed, flexible and moderate in costs

"Smart" running and quiet: Duratec-HE motor control.

1 - exhaust camshaft, 2 - intake camshaft, 3 - inlet channel, 4 - oil pump drive chain wheel, 5 — crankshaft, 6 — piston, 7 — outlet channel, 8 — exhaust camshaft drive wheel, 9 - pin link drive chain, 10 — intake camshaft drive wheel, 11 oil pump drive chain, 12 hydraulic chain tensioner.

A - Torque curve of the 1.8-litre engine with 81 kW/110 hp. B - Torque curve of the 1.8-litre engine with 92 kW/125 hp.

Torque curve of the 2.0-litre engine with 107 kW/145 hp.

Torque curve of the 2.5-litre V6 engine with 125 kW/170 hp.

Both basic variants are equally agile and flexible DONC drive units. The 1.8-liter engine differs from the 2.0-liter engine only in its different stroke-to-bore ratio, a camshaft with modified valve timing and larger valves. In terms of continuous friction optimization and good rotation culture, both engines have precision-drilled, cast-in-aluminum gray cast iron cylinder liners with light alloy pistons and a special coating, including piston rings with reduced friction parameters.



The low-noise and "smartly" running pin-link drive chain also reduces engine noise and vibration. The chain is maintenance-free and under normal operating conditions maintains the engine's life for a long time. This also applies to the oil pump drive chain, which, together with the chain wheel, is in contact with the end of the crankshaft: the water pump and servo pump, the generator and AC supercharger, on the contrary, are driven by drive belts.

In the cylinder heads of the Duratec HE engines, two camshafts rotate. They control, in each cylinder, two intake and exhaust valves, respectively, located at an angle of 42° to each other. The drive drives a maintenance-free chain with a hydraulic tensioner. The chain is fixed on both sides of the engine by wear-resistant and maintenance-free plastic guide rails - these "rails" have a significant effect on the mechanical suppression of vibrations of the engine controls.

All design measures are aimed not only at audibility and sensitivity, but also, which is important for the owner of the Mondeo, at the fuel dispenser: with an average consumption of 7.7 l / 100 km (7.8 l / 100 km), the "small" Duratec-HE burn their super gasoline of the Mondeo sedan model quite moderately. They reach their maximum speed of 193 km / h (205 km / h) and accelerate from 0 to 100 km in 11.6 seconds (10.8 seconds). With a working volume of 2.0 liters, such a Mondeo already requires 8.0 l / 100 km, "rushes" at a maximum speed of 215 km / h and accelerates from 0 to 100 km in 9.8 seconds.

Duratec-VE V6 24V – small differences in details with big consequences

The Duratec-VE V6 24V was already installed between the front wheels of the "old" Ford Mondeo, which did not lead to a bad figure for the car. However, the engine builders took on it too, and successfully rejuvenated and modified it for use in the Mondeo II. The powerful "heart of the Mondeo" mobilizes from a 2.5-liter working volume, as before, 125 kW / 170 hp at 6,000 rpm. (ST220: 162 kW / 220 hp at 6,000 rpm) - but significantly lighter: the main modification took place in the cylinder heads. Here, the valve timing parameters in all operating conditions were optimized. The result: the Duratec-HE "softly" hangs on the accelerator pedal and releases its exhaust gases into the atmosphere significantly cleaner than before. The V6 Ford meets the requirements of the Euro 5 standards coming into force in 2005.

It is not only this decisive factor of progress that can be found under the surface, there are also many small modifications that make the difference. For example, modified intake ports for increased swirl of the combustible mixture, a new electronic ignition coil with a high output voltage, a fuel system matched to Duratec-HE, a modified differential exhaust pressure valve (DPFE), the use of a knock sensor (KS), a compact camshaft drive, an optimized changeover drive of the intake manifold (IMRC), a newly designed belt drive for auxiliary units and, not the least, the new 32-bit Visteon Levanta engine management system, which uses a CAN bus for "communication".

Tested in Mondeo – Technology

Formula 1 in large quantities

The Duratec-VE V6 is one of the lightest and most compact V6 engines. Its cylinder head and engine block were developed, for example, by the English engine builders Cosworth, using special casting methods from extremely light aluminum alloys. And by the way: the Mondeo V6, with a cylinder bank angle of 60, was after its introduction the first mass-produced engine to be manufactured using this technology – initially, this was the privilege of only Formula 1 engines.

The tricks inside the engine make the Duratec V6 a fast and powerful drive unit that easily comes into play in all situations with the Mondeo. The Duratec reaches its maximum torque of 220 Nm at 4,250 rpm, but already at over 1,500 rpm it "pulls" at the front wheels up to 6,250 rpm at least 87% (190 Nm). The V6 in the Mondeo with a body with a pronounced angle between the rear window and the boot lid accelerates from 0 to 100 km/h in 8.7 seconds and quickly reaches its top speed of 225 km/h. And this with moderate thirst: on average, it lightens its 58-litre tank with 9.8 litres of super petrol every 100 km.

Turbodiesel in dual-package – direct injection with 66 kW/90 hp and 85 kW/115 hp.

The DureTorg DI engine is based on the 2.0-litre DuraTorg turbodiesel used in light commercial vehicles. For use in the 2000 Mondeo, this four-cylinder engine was completely redesigned in two power outputs. The duo offers design features that raise the performance parameters of modern direct-injection turbodiesels almost to the level of their spark plug counterparts. These include a turbocharger integrated into the exhaust manifold – with variable turbine geometry in the 85 kW version – a light-alloy cylinder head with two overhead camshafts and 16 valves, hydraulic valve lifters, high-pressure fuel pump and camshaft drive with dual chain and hydraulic tensioner, as well as a charge air cooler that reduces the temperature of the inlet charge to 100°C. Additionally, the extended connecting rods (160 millimetres) drive rounded balancers with rotating masses on the crank mechanism. And so that the gas exchange also occurs "completely", both DureTorg DI with a single-plunger distributor pump of the injection system (66 kW - Bosch VP 30, 85 kW - Bosch VP 44) work, which in the combustion chambers dose diesel fuel in two stages.

The DureTorg DI proves its "inner" perfection on the road with optimal fuel consumption, state-of-the-art emission parameters and an attractive smooth ride. The engine with 66 kW at 1900 rpm produces its best torque of 245 Nm on the dual mass flywheels. The model with a saloon body accelerates from 0 to 100 km/h in 13.1 seconds and at 180 km/h the "acceleration" stops. Of course, the 85 kW Mondeo pulls its front wheels even harder: for example, at 1900 rpm with 280 Nm, the sprint from 0 to 100 km/h is completed in "only" 9.8 seconds or a maximum of 195 kilometres in an hour. If the "normal" temperament is not achieved, then the engine management of the 115-horsepower diesel briefly gives the "green light" for "super profit" – in the full load region, the torque increases to 310 Nm.

With all its temperament and comfort of movement at the gas station, the Mondeo remains with its diesel heart and limits itself to some extent. Whether it is 90 or 115 horsepower: on average, a maximum of 5.9 liters disappears from the tank every 100 kilometers – by European standards, quite decent, in order to meet the exhaust gas standards in accordance with Euro 3.

Power curve 1 and torque curve 2 of the DureTorg DI 66 kW/90 hp engine.

Power curve 1 and torque curve 2 of the DureTorg DI engine 85 kW/115 hp.

[The original source of the publication is on the website Fordbook.ru]