Ford Fiesta 1.4 Duratorq TDCI Cars Review

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New Ford Fiesta 1.4 TDCI Cars Review

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Review Ford Fiesta

How does the classy Ford Fiesta Duratorq TDCI Cars shape up with a 1.4-litre TDCi diesel engine? Steve Walker finds out.

The general consensus of opinion is that Ford has done it again with the Fiesta. We don’t want this to read like an issue of the Ford fan club newsletter but you really do have to hand it to the Blue Oval. Its cars have been consistently credible throughout the last few years with barely a hiccup on the product development front and the latest generation of its long-serving supermini must go down as one of the highlights.

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Having got the back slapping out of the way, it’s worth having a bit of a reality check. The Fiesta is very good but it’s surrounded by talented rivals fighting tooth and nail for the hearts and minds of the UK’s supermini customers. It’s also fair to say that some Fiestas are better than others and you can bet that any weakness in the range will be ruthlessly exploited. Here we’re taking a look at the 1.4-litre TDCI models which are tasked with holding their own in the burgeoning market for affordable diesel cars.

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The 1.4-litre TDCi engine has been a Ford stalwart for some time, showing up in the previous generation Fiesta amongst other models. Here it has 67bhp at its disposal and maximum torque of 160Nm is produced at 1,750rpm. On the road, this translates into a punchy and responsive feel at lower speeds but the sluggish 14.9s 0-60mph time tells the story of a car which is less at home when asked to stretch its legs. It might take a while to get there but once up to higher cruising speeds, this Fiesta will sit on the motorway quite happily and the lack of pace is successfully glossed over on twisty roads by the excellent chassis.

This is a fine handling car with its variable power assisted steering providing weighty reassurance at speed and a light touch when manoeuvring. The suspension absorbs bumps expertly and but stays firm enough to resist roll when cornering. The five-speed manual gearbox has a pleasantly slick action and there’s a wide range of adjustment in the driving position to keep everyone happy.

"The Fiesta is an outstanding package regardless of its engine."

Related : Ford FOCUS C-MAX ~ Ford FOCUS C-MAX Duratorq TDCI Cars
Related : Ford Fiesta 1.25 Duratec ~ Duratorq TDCI Cars Models Ford Fiesta Parts 1

Ford Fiesta 1.25 Duratorq TDCI Cars Review TDCI Cars Models Parts 3

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To get into a Fiesta with a better engine than the 1.25-litre units, you’ll need 1,600 to afford the 1.4-litre TDCi diesel or 500 to get the 95bhp 1.4-litre petrol. The latter option might sound attractive but that unit is only available in the plusher Style+, Zetec and Titanium trims which come at a price. Fiesta buyers looking to spend as little cash upfront as possible have little option outside the 1.25 models.

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The performance might not be stellar but running costs are agreeably low where the 1.25-litre Fiestas are concerned. Economy and emissions are 52.3mpg and 128g/km from the 59bhp cars while the 81bhp models get 49.5mpg and 133g/km. This might not be a patch on the 67mpg the entry-level diesel model achieves on the combined cycle but it will take a lot of miles to recoup the price premium Ford is asking for that car in fuel savings.

The 1.25-litre engine is a tried and tested unit that should prove reliable over the long term and with the 59bhp car squeezing into insurance group 1, these are cars that won’t serve up many nasty surprises on the costs front.

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Ford’s Fiesta is an outstanding supermini that isn’t at its best with a 1.25-litre engine installed under its bonnet. That’s no great surprise, of course. These are entry-level engines that will sell on their low asking prices, not their sparkling ability on the road. The Fiesta’s prowess as a long distance cruiser will be diminished by the lack of power but if performance isn’t a priority, the 1.25 models should be perfectly adequate for urban motoring. The Fiesta’s considerable other qualities will still shine through and that’s what will give it the edge over rivals.

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There’s no doubt that modern superminis are able to do a whole lot more than carrying their owner on trips to the shops and other errands about town. Big enough for the whole family, comfortable enough for long journeys, sporty enough to entertain and stylish enough to satisfy the image conscious, these cars really are all-rounders. The 1.25-litre Fiestas don’t have quite such a comprehensive array of strengths but they do a lot of what the more expensive options do at a temptingly low cost.

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The latest Ford Fiesta is such a slick piece of engineering that it largely masks the deficiency in outright pace with its poise and fluency on the road. This is a fine handling car with its variable power assisted steering providing weighty reassurance at speed and a light touch when manoeuvring. The suspension absorbs bumps expertly and in a manner that puts some far larger cars to shame. The Ford Fiesta provides a huge degree of adjustment in its driving position and even lankier individuals will be able to get comfortable behind the wheel. The gearchange is a fraction rubbery but very positive in its action and pleasant to use. Forward visibility is fine but the small rear window and thick C-pillars can present a problem when reversing.

The wedge-effect of the Ford Fiesta in profile doesn’t bode well for the rear seat passengers in the three-door car but the Ford Fiesta surprises with decent legroom and headroom that’s manageable even for a six-footer. The windows are small and set high up, so light isn’t abundant in the back but the shopping bags, coats and road atlases that owners will store there most of the time won’t be overly worried. The five door models fare better with a bigger glass area creating a roomier feel and all derivatives share the same easily navigable control system for their various electronic functions.

All Ford Fiesta share Ford’s ‘Kinetic’ design. Themes as seen on the Ford Mondeo, Ford S-MAX, Ford Focus and others are put to work again but the signature features seem to gain cohesion in closer proximity on a smaller car. The eye is led along the creases, across the cutaway surfaces and the multi-angular effect is highly dynamic in total. The interior styling reprises the edgy and angular themes of the outside, the fascia contrasting soft-touch materials with hard silvery plastics. The Ford Fiesta cars feels modern and is very nicely executed in terms of quality with a pronounced modern feel.

It’s the price that’s going to persuade the majority of Ford Fiesta 1.25 owners to take the plunge. It’s the cheapest way to get yourself into Ford’s iconic small car and for many, that will be a recommendation in itself. You’ll pay just over 9,000 for the entry-level Studio model with the 59bhp engine and three doors. Here, the specification isn’t palatial but you get body-coloured bumpers, tinted glass, electric power steering, a CD stereo and the Ford Easy Fuel System that will prevent you from putting diesel in it during a moment of weakness. Step up to Style trim and the options of five doors and the more powerful engine are opened up. You pay 500 extra for the 81bhp unit. There are also Style+ and Ford Fiesta Zetec trim levels for the 1.25-litre buyer to consider but these are only offered with the 81bhp engine. All Ford Fiesta models come with ABS brakes featuring Electronic Brakeforce Distribution plus front, side and knee airbags.

NEW GENERATION FORD DURATORQ TDCi Cars
Used Duratorq TDCI Cars Models New Ford Fiesta 1.25 Duratec Car Review Parts 1

Used Duratorq TDCI Cars Models New Ford Fiesta 1.25 Duratec Car Review Parts 1

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Can the entry-level Ford Fiestas still impress? Steve Walker checks out the 1.25-litre range.

Superminis these days aren’t the small fry shopping hatches they once were. Motorists expect a more rounded product when their spending their money in this popular sector of the market and current superminis have grown to accommodate them. Tipping the scales at well over 1,000kg and at around four meters in length, we’re talking about substantial bits of metalwork but that raises questions about the engines charged with powering them. Can a supermini still get away with less than 1.3-litres? Ford thinks so, fitting a 1.25-litre unit to its Ford Fiesta.

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Most superminis do campaign with a 1.2 or even a 1.1-litre unit as their entry-level petrol engine, so Ford Fiesta is by no means unusual in offering its long serving 1.25-litre powerplant with the Ford Fiesta. How such diminutive engines cope with the varied roles that modern superminis are designed to perform is less clear. The suspicion is always there that the key purpose of such units is to provide an eye-catching opening price for a model range. This will sucker the public in so they can be up-sold to something a little more salubrious and profitable for the manufacturer. So is the Ford Fiesta 1.25 merely a carrot luring us into the clutches of Ford Fiesta ’s sharp suited sales personnel or can we put it down as a worthwhile model in its own right?

Ford Fiesta Duratorq TDCI not a new engine. It was fitted to the fourth generation Ford Fiesta and the fifth, where it was actually replaced by an inferior 1.3-litre unit then reintroduced later on. It’s back in this sixth generation Ford Fiesta and now there are a pair of power options for the punters to mull over. The 59bhp entry-level option is predictably lacking in the performance department with the 0-60mph sprint taking a tiresome 16.9 seconds. The 81bhp alternative has more zip about it with a 13.3s sprint but it’s still lacking a bit in the muscle needed to propel a Ford Fiesta of the Ford Fiesta’s size around town in a nippy fashion. Maximum torque is 84Nm at 4,200rpm, whereas the less powerful option produces its 80Nm at a slightly more accessible 3,600rpm.

"…the 1.25 models should be perfectly adequate for urban motoring"

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With 100mm of extra legroom and 60mm of additional shoulder room over the standard Ford Focus hatch, space is otherwise pretty generous in the back of the Ford Focus C-MAX. Even in the standard three-abreast bench position there’s plenty of room, offering 946mm of legroom and 582 litres of luggage compartment space. Remove the rear seats altogether and there’s a monstrous 1,692 litres available. One trick Ford did miss was the ability to tumble the front passenger seat forward to a flat position. The fascia design of the Ford Focus C-MAX reflects the exterior lines in its calm maturity. The riot of bisecting lines, angles and arcs that the Ford Focus introduced have been replaced by a quietly styled dashboard with classy Sony branded stereo equipment taking pride of place. The gearlever is mounted high and feels more natural than a floor mounted stick. Materials quality has taken a noticeable hike too, the soft touch plastics used on the upper dash surface being reminiscent of latter day Audis.

The Ford Focus C-MAX TDCi versions have a great deal going for them with economical engines, some clever ideas inside and a great ride and handling set up. The styling is low key inside and out and without seven seats to offer as a carrot, it’s difficult to see hordes of buyers trading up from Ford Focus hatches into Ford Focus C-MAX mini-MPVs. Perhaps Ford’s historical lack of commitment to the mini-MPV sector has bled over into the development of the Ford Focus C-MAX. With a little more rear legroom and a little more utility, the Ford Focus C-MAX seems almost apologetic at what it has become. Still, there's no shortage of mini-MPV buyers who feel the same way and feel as if family commitments have grudgingly forced them into buying such a vehicle. If so, the Ford Focus C-MAX TDCi models may make a perfect marriage of malcontents.

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Ford FOCUS C-MAX TDCI Diesel range Parts 2

Ford FOCUS C-MAX TDCI Diesel range Parts 2

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FOCUS GETS THE MAX FACTOR

If you really want to take advantage of the Focus C-MAX’s excellent dynamics, the punchy 134bhp 2.0-litre TDCi engine makes a capable partner. Backed up by a six-speed gearshift, this unit develops more torque than a Porsche Boxster S. This means that as long as you keep the needle in the sweet spot around 2,000rpm, you’ll have plenty of acceleration in reserve whether it’s just you at the wheel or even if the car is fully stacked. It gets to 60mph in 9.3 seconds and will hit 125mph where conditions permit. Despite this muscle at the command of your right foot, the 2.0-litre model still manages an average of just under 49mpg and emits 154g/km of CO2.

Prices start at around ?16,000 but the thing that may prove a deal breaker to some customers is the fact that whereas the Volkswagen Touran can be specified with seven seats and the Renault Grand Scenic is also thus equipped, the C-MAX only offers five seats. This raises a perplexing question. Just as the Ford Fusion has found little favour with buyers who couldn’t really see what it offered over and above a normal Fiesta, there may well be a significant proportion of potential C-MAX customers who can’t see the point of a car that seats no more bodies than a cooking Focus hatch.

If the exterior may still be a little low key, the C-MAX more than makes up for it with the ideas factory that is the cabin. Although it’s not available on entry-level versions, Ford’s rear seat flexibility system really is the ace in the C-MAX hole. A 40-20-40 "tip and tumble" rear seat sees the centre section flip rearwards into the luggage compartment, leaving the remaining two seats to slide diagonally along a runner towards the centre of the car, giving unprecedented levels of space for four. The rear seats are set high, which does away with the usual mini-MPV complaint of virtually sitting on the floor and means that the kids get a great view forward. The flipside to this is that if you’re regularly carting taller passengers about, that sloping roofline may cause a few grumbles.

Ford FOCUS C-MAX TDCI Diesel range Parts 1

Ford Duratorq engine TDCI Cars 2005 TDCi (PSA DW Based) Part 1
Ford Focus 1.8-litre Duratorq TDCi engine.

Ford FOCUS C-MAX Duratorq TDCI Engine Diesel range Parts 1

Ford FOCUS C-MAX TDCI Diesel range Parts 1

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FOCUS GETS THE MAX FACTOR

With three economical common rail diesel engines available, Ford’s C-MAX aims to take the fight to the mini-MPV class best. Andy Enright reports…

When designing a mini-MPV, there are a vast array of options open to car manufacturers. They can maximise interior space but this normally comes at the expense of driveability and style. Ford’s recent renaissance has been built upon making cars that are a delight to drive, so it’s no surprise that their C-MAX mini-MPV doesn’t resemble a hulking breezeblock. So subtle are its lines that many would have to glance twice to distinguish it from its hatchback sibling. With a frugal TDCI common rail diesel engine up front, the C-MAX proves both economical and acceptably quick. But will it be enough to steal sales form a well-established bunch of rivals?

Ford have thought long and hard about this car since its original launch, hence the recent styling changes and the dropping of the ‘Focus’ name from the title. The looks are a good deal less introverted these days with a redesigned front end that includes design elements from the S-MAX - most notably, the lower trapezoid front grille, a redesigned upper grille, headlights and tail lamps. Specify the optional bi-xenon lights and a light strip runs across the top line of the lamp unit. It’s all rather Audi, as are the LED tail lights.

The 1.6-litre diesel that props up the C-MAX TDCi range we’re looking at here is a development of the Fiesta’s 1.4TDCi common rail unit and, like the 1.8-litre TDCi and 2.0-litre TDCi powerplants, was developed in conjunction with Peugeot and Citroen, drawing on both company’s shared expertise in the field. Ford’s Centre for Diesel Excellence at Dagenham has become a well-respected think tank when it comes to state of the art oil burning engines and the latest TDCi units do its reputation no harm. The 1.6-litre engine is primarily aimed at customers with an eye on fuel economy, and will return a very creditable 57.6mpg on the combined cycle while emitting just 119 grams of carbon dioxide for every kilometre travelled.

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Despite the focus on frugality, it’ll still zip to 60mph in 11 seconds and run on to a top speed of 116mph. Torque is delivered from very low in the rev range and this makes the C-MAX TDCi 1.6 agreeably quick off the mark when you need to accelerate out of a T-junction into flowing traffic. The 1.8-litre TDCi engine develops 113bhp, is fractionally quicker to 60mph and has a 125mph top speed. Choose this option and you can expect 52mpg fuel economy.

"Ford’s Centre for Diesel Excellence at Dagenham has become a well respected think tank"

Ford Duratorq engine TDCI Cars

Ford Duratorq engine TDCI Cars 2005 TDCi (PSA DW Based) Part 1
Ford Focus 1.8-litre Duratorq TDCi engine.

FORD DURATORQ TDCi: A NEW GENERATION OF DIESEL ENGINE Part 8

Technical Background

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The British-built Ford Duratorq TDCi family features new second-generation common-rail technology from Delphi Automotive Systems, the Multec (TM) DCR1400.

This common-rail system provides extremely precise injection control using a technique called "pilot accelerometer technology". A vibration sensor mounted on the engine cylinder block detects the onset of combustion and minutely corrects the initial amount of so called "pilot" fuel down to quantities below one cubic millimetre. The result is a controlled, ultra smooth, and efficient combustion process.

The system features slim, six-hole, pressure-balanced, solenoid-actuated fuel injectors produced according to strict manufacturing tolerances far smaller than the width of a human hair. The tiny moving masses of the light and balanced control valve allow the use of an ultra-compact solenoid, located in the middle of the injector body closer to the nozzle needle than other common-rail systems.

The injector's package-efficient design has a maximum diameter of 17 mm, making it ideal design for installation in Duratorq TDCi's contemporary four-valve head.

Ford Duratorq engine TDCI Cars

Ford Duratorq engine TDCI Cars 2005 TDCi (PSA DW Based) Part 1
Ford Duratorq engine TDCI Cars 2005 TDCi (PSA DW Based)

FORD DURATORQ TDCi: A NEW GENERATION OF DIESEL ENGINE Part 7

Ford Fiesta Duratorq TDCi

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Spring 2002 will see the introduction of the all-new Ford Fiesta, Ford's fresh new face of small-car driving enjoyment. Fiesta's new powertrain range will also boast a second-generation common-rail diesel engine, the Duratorq TDCi 1.4-litre.

Duratorq TDCi 1.4-litre is a compact, lightweight, aluminium, turbodiesel engine, delivering 68PS and 160Nm of torque. This drive-by-wire common-rail diesel is engineered specifically for small-car driveability, excellent economy and high levels of refinement. It is the first product of Ford' s joint venture with PSA Peugeot Citroën, designed to push the forefront of diesel engine technology.

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Ford Duratorq engine TDCI Cars 2005 TDCi (PSA DW Based) Part 1
Ford Duratorq engine TDCI Cars 2005 TDCi (PSA DW Based)

FORD DURATORQ TDCi: A NEW GENERATION OF DIESEL ENGINE Part 6

Ford Focus Duratorq TDCi Part 2

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For the driver, the higher power output and greater torque flexibility of a premium diesel engine bring the full spectrum of Ford Focus driving dynamics to life without any fuel-consumption penalty under normal driving conditions.

Focus Duratorq TDCi has a top speed of 120 mph, and is capable of 0-62mph acceleration in 10.8 seconds. The enhanced performance doesn't come at the expense of fuel economy. Despite an increase in power output approaching 30 per cent, the new Focus Duratorq TDCi achieves identical fuel economy to that of the mainstream 90 PS TDDi engine - a respectable 51.4mpg.

Both the Ford Mondeo and Focus Duratorq TDCi models will be available in LX, Zetec and Ghia trim alongside their existing TDDi siblings and in either four-door, five-door or estate body styles.

Ford Duratorq engine TDCI Cars

Ford Duratorq engine TDCI Cars 2005 TDCi (PSA DW Based) Part 1
Ford Duratorq engine TDCI Cars 2005 TDCi (PSA DW Based)

FORD DURATORQ TDCi: A NEW GENERATION OF DIESEL ENGINE Part 5

Ford Focus Duratorq TDCi Part 1

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The new 1.8-litre Duratorq TDCi engine is set to bring premium performance diesel engine technology to the world's best-selling car, the Ford Focus. The 115PS Duratorq TDCi delivers noticeably improved levels of performance, driving quality and refinement to broaden the appeal of the Ford Focus to the growing ranks of customers demanding no compromise between performance and economy.

Ford Focus Duratorq TDCi's power and torque output put it squarely in the premium diesel class while comparing well with the top-line petrol engines in the Focus range. Taking advantage of exceptionally high diesel-engine turbo pressure rates of up to 1.2 bar, the Duratorq TDCi 1.8-litre achieves peak torque of 250Nm at 1850rpm. Like the Mondeo Duratorq TDCi, drivers of the new Focus Duratorq TDCi have even more torque available to them on demand, thanks to the sophisticated transient overtorque feature.

Ford Duratorq engine TDCI Cars

Ford Duratorq engine TDCI Cars 2005 TDCi (PSA DW Based) Part 1
Ford Duratorq engine TDCI Cars 2005 TDCi (PSA DW Based)

FORD DURATORQ TDCi: A NEW GENERATION OF DIESEL ENGINE Part 4

Ford Mondeo Duratorq TDCi Part 2

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Duratorq TDCi 2.0-litre achieves a peak torque output of 330Nm of torque at 1800rpm. That level of torque is 16 per cent higher than the Duratorq TDDi's output, using the same base engine architecture.

In addition, Ford's innovative transient overtorque technology generates an additional low-speed torque that contributes to Duratorq TDCi's mid-range flexibility and instant responsiveness. Transient overtorque technology uses sophisticated matching between the turbo boost, injection quantity and timing to push up the torque curve in the low rev range and thereby overcome the lag inherent in steady-state turbodiesel operation. For Mondeo Duratorq TDCi, this feature is combined with specifically tailored gear ratios to provide refined and easy acceleration in gear during normal driving conditions.

The Mondeo Duratorq TDCi accelerates from 0-62mph in 9.9 seconds and has a top speed of 125 mph.

Ford Duratorq engine TDCI Cars

Ford Duratorq engine TDCI Cars 2005 TDCi (PSA DW Based) Part 1
Ford Duratorq engine TDCI Cars 2005 TDCi (PSA DW Based)

FORD DURATORQ TDCi: A NEW GENERATION OF DIESEL ENGINE Part 3

Ford Mondeo Duratorq TDCi Part 1

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The most recent embodiment of Ford driving quality - the new Ford Mondeo - is ready to redefine contemporary diesel driving quality with the new Duratorq TDCi 2.0-litre. Smooth, powerful and quiet, the 16-valve 130PS Duratorq TDCi heads Mondeo's diesel engine line-up, above its high-pressure, direct-injection, 115PS Duratorq TDDi engine.

" We've really concentrated on delivering refined power in this vehicle," said Phil Lake, chief engineer of powertrain operations. "Pushing down on the accelerator gives a smooth and immediately powerful response. It's so flexible that you rarely have to downshift to achieve an immediate burst of speed, which makes the Mondeo Duratorq TDCi a joy to drive. Its refinement and performance are a perfect complement to Mondeo's superior driving quality."

Ford Duratorq engine TDCI Cars

Ford Duratorq engine TDCI Cars 2005 TDCi (PSA DW Based) Part 1
Ford Duratorq engine TDCI Cars 2005 TDCi (PSA DW Based)

FORD DURATORQ TDCi: A NEW GENERATION OF DIESEL ENGINE Part 2

FORD DURATORQ TDCi: A NEW GENERATION OF DIESEL ENGINE

Duratorq TDCi Cars

Economy: The precision of Ford's Duratorq TDCi second-generation common-rail fuel injection technology manages to combine improved performance with economy figures equal to, or better than, comparative direct injection diesels. The Ford Focus Duratorq TDCi delivers 51.4mpg and a CO2 figure of 145 g/km, while the Ford Mondeo returns 47.9mpg and 156 g/km. The forthcoming Fiesta Duratorq TDCi will be capable of delivering 65.7mpg and an equally impressive CO2figure of 119g/km.

"Currently, diesel sales account for 21 percent of all cars sold in the UK each year and we anticipate that this figure will have increased to at least 30 percent by 2005", said Ian McAllister, chairman and managing director, Ford Motor Company Limited. "Clearly, diesels are becoming an increasingly important segment of the UK motor industry. With CO2 levels soon to become the key factor in company car taxation, we intend to offer customers cutting edge diesel technology that will exceed all their needs. The new Ford Duratorq TDCi engine is the latest and best that diesel technology has to offer and it will appeal to the most discerning and demanding of UK buyers."

Ford Duratorq engine TDCI Cars

Ford Duratorq engine TDCI Cars 2005 TDCi (PSA DW Based) Part 1
Ford Duratorq engine TDCI Cars 2005 TDCi (PSA DW Based)

FORD DURATORQ TDCi: A NEW GENERATION OF DIESEL ENGINE Part 1

FORD DURATORQ TDCi: A NEW GENERATION OF DIESEL ENGINE

Duratorq TDCi

* Latest technology provides superb refinement, efficiency and performance
* UK to develop and build engine in Ford Centre for Diesel Excellence, Dagenham, Essex
* Focus Duratorq TDCi prices from £14,345 'On the Road'
* Mondeo Duratorq TDCi prices from £16,145 'On the Road'
* On sale January 2002

BRENTWOOD, 3 December, 2001 - Ford has entered a new, exciting era in diesel engineering with its cutting edge, British-built, second generation common-rail engine family - Duratorq TDCi.

The new engines will be offered as a premium diesel option in the best selling Ford Focus and Mondeo, alongside the respective 1.8-litre and 2.0-litre Duratorq TDDi direct injection turbo diesels. Duratorq TDCi technology will also feature in the all-new Ford Fiesta when it goes on sale in Spring 2002.

Ford's Duratorq TDCi family offers customers three major benefits:

Refinement: Despite outstanding torque output, the three Ford Duratorq TDCi turbodiesels are quiet, smooth and refined, with operating characteristics akin to petrol engines

Performance: The 2.0-litre Mondeo Duratorq TDCi produces an impressive 130PS and a peak torque figure of 330Nm. 0-62 mph is delivered in 9.9 seconds while its top speed is 124 mph.

The 1.8-litre Focus Duratorq TDCi produces 115PS and a peak torque figure of 280Nm. It will dash from 0-62mph in 10.8 seconds and reach a top speed of 120mph.

Ford Duratorq engine TDCI Cars

Ford Duratorq engine TDCI Cars 2005 TDCi (PSA DW Based) Part 1
Ford Duratorq engine TDCI Cars 2005 TDCi (PSA DW Based)

1.6-liter Duratorq TDCi engine of the Ford Focus meets Euro 5 emissions standard

1.6-liter Duratorq TDCi engine of the Ford Focus meets Euro 5 emissions standard

With the 1.6-liter Duratorq TDCi in Ford Focus Ford is among the first automakers to offer a diesel vehicle that already meets the strict Euro 5 emissions standard. Both the 66 kW (90 hp) version and the TDCi 80 kW (109 PS) correspond to those Emissions Directive, the first only from the January 2011 for new registrations is mandatory.
Extensive technical modifications were necessary to achieve this ambitious goal. For example, the injectors of the injection system to now be a new specification. The inlet side was like the special at one oxygen sensor exhaust, added a revision, while the maps of the engine electronics have been adjusted. Finally, a conventional diesel particulate filter cleans surfaces coated with the burnt air, without having the additional fuel additives are added.

At the same time were the fuel consumption and CO2 emissions in the center of attention - they should not surpass the impressive level of the already extremely fuel efficient and low emission Euro 4 TDCi. With success: the new engine is available with a carbon dioxide emissions of 119 g / km and a combined consumption (according to EU standard 80/1268/EEC) of only 4.5 liters of diesel per 100 km at the head of development. It is for the Ford Focus 3 - and 5-door station wagon model available as well as in the tournament.

"We have now taken this hurdle, because we are like new challenges," said Gunnar Herrmann, Global C-Car Vehicle Line Director, Ford Motor Company. "We also wanted to offer our customers a car that already meets the 2011 coming into force exhaust emission rules and thus will benefit from the appropriate tax relief."

Ford Duratorq engine TDCI Cars

Ford Duratorq engine TDCI Cars 2005 TDCi (PSA DW Based) Part 1

Ford Duratorq engine TDCI Cars 2005 TDCi (PSA DW Based) Part 2

Ford Duratorq engine TDCI Cars 2005 TDCi (PSA DW Based)

2.0

Based on the PSA DW10 engine and with a capacity of 1997 cc, this engine was developed by Peugeot engineers in France on behalf of both PSA and Ford Motor Company. Production is currently taking place in France and Skövde in Sweden. The engine was released to Ford models in 2005 Ford Focus, and followed in the 2007 Mk IV Mondeo. It features a 16-valve cylinder head with twin belt driven camshafts and utilises a variable geometry turbocharger with overboost function. An intercooler is always present, as opposed to some applications of its predecessor.

In the 2005 Focus, output is a respectable 136 PS (134 hp/100 kW). In the 2007 Mondeo it is offered with 130 PS (128 hp/96 kW) or 140 PS (138 hp/103 kW), mated to a manual or 6-speed Durashift automatic gearbox.

Applications:

* 2003–present Ford Focus C-Max 2.0 TDCi, 136 PS (134 hp/100 kW) and 251 ft·lbf (340 N·m)
* 2005–present Ford Focus 2.0 TDCi, 136 PS (134 hp/100 kW) and 251 ft·lbf (340 N·m)
* 2006–present Ford S-Max 2.0 TDCi, 130 PS (128 hp/96 kW) and 251 ft·lbf (340 N·m)
* 2006–present Ford S-Max 2.0 TDCi, 140 PS (138 hp/103 kW) and 251 ft·lbf (340 N·m)
* 2006–present Ford Galaxy 2.0 TDCi, 130 PS (128 hp/96 kW) and 251 ft·lbf (340 N·m)
* 2006–present Ford Galaxy 2.0 TDCi, 140 PS (138 hp/103 kW) and 251 ft·lbf (340 N·m)
* 2007–present Ford Mondeo 2.0 TDCi, 130 PS (128 hp/96 kW) and 251 ft·lbf (340 N·m)
* 2007–present Ford Mondeo 2.0 TDCi, 140 PS (138 hp/103 kW) and 251 ft·lbf (340 N·m)
* 2008–present Ford Kuga 2.0 TDCi, 136 PS (134 hp/100 kW) and 251 ft·lbf (340 N·m)


2.2

Based on the PSA DW12 engine and with a capacity of 2179 cc, this engine was released in April 2008 by Ford in the Mk IV Mondeo, soon following in the Ford S-Max and Ford Galaxy. It has been engineered by Ford in England, as described the fourth phase of the joint-venture agreement with PSA. Dagenham is the place of manufacture. It features a 16-valve cylinder head with twin belt driven camshafts and utilises a variable geometry turbocharger with overboost function, rather than the twin turbo approach of Peugeot and Citroen. The result is a very respectable 175 PS (172 hp/129 kW) complete with 295 ft·lbf (400 N·m) of torque, although 310 ft·lbf (420 N·m) is temporarily available thanks to the transient overboost function.

Applications:

* 2008–present Ford Mondeo 2.2 TDCi, 175 PS (172 hp/129 kW) and 295 ft·lbf (400 N·m)
* 2008–present Ford S-Max 2.2 TDCi, 175 PS (172 hp/129 kW) and 295 ft·lbf (400 N·m)
* 2008–present Ford Galaxy 2.2 TDCi, 175 PS (172 hp/129 kW) and 295 ft·lbf (400 N·m)

Ford Duratorq engine TDCI Cars

Ford Duratorq engine TDCI Cars 2005 TDCi (PSA DW Based) Part 1

Ford Duratorq engine TDCI Cars 2005 TDCi (PSA DW Based) Part 1

Ford Duratorq engine TDCI Cars 2005 TDCi (PSA DW Based)

2005 TDCi (PSA DW Based)

Continuing the Ford/PSA diesel engine joint-venture, these straight-4 engines are again sold under the Duratorq TDCi name by Ford, and as the HDi by Citroën and Peugeot. An evolution of the existing DW10/DW12 engine, the new engines have a traditional belt-driven system, moving away from the chain-driven camshafts of the previous generation (Puma) TDCi engines. Both engines utilise common rail diesel technology and are the result of the fourth phase of the cooperation between PSA and Ford (initiated in 1998).

Both engines utilise all-new, third-generation common rail injection systems. The 2.0 engines utilising a system from Siemens and the 2.2 a system from Bosch. In both systems the injection pressure has been increased to 1800 bar. This higher injection pressure, associated with new piezo-electric injectors in which each nozzle is equipped with seven apertures (instead of five previously), allows the number of injections to be multiplied (potentially up to six per cycle) and ensures meticulous uniformity of the diesel injection spray pattern. As a result of this optimised air/diesel mix, combustion is more complete and more uniform, and therefore reduces emissions at source.

The new generation of turbodiesel engines (Ford Duratorq TDCI shown above) require better fuel quality to run at their best. More advanced turbodiesel engines in models like the Land Rover Freelander (below left) and BMW 520d also need high-quality diesel fuel.

Ford Duratorq engine TDCI Cars

Ford Duratorq engine TDCI Cars

Ford Duratorq engine TDCI Cars

Picture Of Duratorq engine TDCI Cars

Have a read through this article from Wikipedia, and see if you can see anything that needs changing. Just post on here and I'll change it...

Codenamed Puma during development, these Ford 2.0L, 2.2L, and 2.4L engines are are called ZSD. They are produced at the company's Dagenham plant in East London.

2.0
Released in 2000, to coincide with the launch of the Mk3 Ford Mondeo, the Duratorq ZSD-420 was initially available as a 2.0L (1998 cc) direct injection turbodiesel. Producing 115 PS (113hp/85kW) and 280Nm (207ft·lbf) it was a vast improvement over the 1.8 Endura-D powering the Mk2 Mondeo. It featured a 16-valve cylinder head with twin chain driven camshafts and utilised a variable geometry turbocharger with overboost function.

In late 2001 the engine was fitted with Delphi common rail fuel injection and called the Duratorq TDCi (Turbo Diesel Commonrail injection), with the original unit being renamed the Duratorq TDDi (Turbo Diesel Direct injection). Althought generally identical to the original engine, the addition of the common rail system meant power was increased to 130PS 128hp/95kW), with torque rising to 330Nm (244ft·lbf).

In 2002 the Duratorq TDDi was replaced by a detuned version of the Duratorq TDCi. Producing 115PS and 285Nm, this unit used a fixed geometry turbocharger in place of the variable geometry unit used in the TDDi and 130PS TDCi.

With 2005 came another detuned version of the TDCi for the Mondeo. Producing 90PS (89hp/66kW) and 245Nm (181ft·lbf), this engine was substantially cheaper than other versions and was mainly targetted at fleet buyers.


Applications:

* 2000–2002 Ford Mondeo 2.0 TD & TDDi, 115 PS (113 hp/85 kW) and 207 ft·lbf (280N·m)
* 2001–2007 Ford Mondeo 2.0 TDCi 130, 130 PS (128 hp/95 kW) and 244 ft·lbf (330N·m)
* 2002–2007 Ford Mondeo 2.0 TDCi 115, 115 PS (113 hp/85 kW) and 210 ft·lbf (285N·m)
* 2005–2007 Ford Mondeo 2.0 TDCi 90, 90 PS (89 hp/66 kW) and 181 ft·lbf (245N·m)
* 2003–Present Jaguar X-Type 2.0d, 130 PS (128 hp/95 kW) and 244 ft·lbf (330N·m)


2.2

In 2005, Ford introduced the Duratorq ZSD-422, a 2.2 L (2184 cc) turbodiesel for top-of-the-range versions of the Mondeo and Jaguar X-Type which produced 155 PS (153 hp/114 kW). This is unrelated to the PSA DW12 2.2 unit used in Peugeot and Citroën applications.

Applications:

* Ford Transit
* 2005–2007 Ford Mondeo 2.2 TDCi 155, 155 PS (153 hp/114 kW) and 262 ft·lbf (355N·m)
* 2005–Present Jaguar X-Type


2.4

The 2,402 cc (2.402 L; 146.6 cu in) Duratorq ZSD-424 is a turbocharged and intercooled Diesel. Output is 75 PS (55 kW; 74 hp) to 137 PS (101 kW; 135 hp) and 185 N·m (136 lb·ft) to 285 N·m (210 lb·ft).

Applications:

* Ford Transit
* 2002 London Taxi TXII
* 2007-onward Land Rover Defender


2.5 (WLC)

Ford introduced a new 2.5L version of the Duratorq for the Thailand-built 2007 Ford Ranger (J97U). It is a 16-valve DOHC engine of the VM Motori 2500 cc engine, with Bosch common-rail direct injection and a variable geometry turbocharger. It produces 143 PS (105 kW; 141 hp)@3500 rpm and 330 N·m (240 lb·ft)@1800rpm.


3.0 (WEC)

A 3.0L Duratorq similar to the 2.5 is also used in the 2007 Ranger as the top of the range. It produces 156 PS (115 kW; 154 hp)@3200 rpm and 380 N·m (280 lb·ft)@1800 rpm.


3.2

It is an I5 engine used in Ford Transit. The engine is rated 200 PS (150 kW; 200 hp) and 470 N·m (350 lb·ft).

Ford Duratorq engine TDCI Cars 2005 TDCi (PSA DW Based) Part 1