The Ford Kent is an internal combustion engine from Ford of Europe. Originally developed in 1959 for the Ford Anglia, it is an in-line four-cylinderoverhead-valve–type pushrod engine with a cast-iron cylinder head and block.

The Kent family can be divided into three basic sub-families; the original pre-Crossflow Kent, the Crossflow (the most prolific of all versions of the Kent), and the transverse mounted Valencia variants.

Destined for the American market, beginning with the 1977 model year, the Valencia plant began manufacturing a 1.6L, 63BHP, five-main bearing version that included a low emission bowl-in-pistons combustion chamber design based on the Crossflow head, and was equipped with a Dura-Spark electronic ignition. This version was used in the short-lived (1977-1980) USA-market Mk1 Fiesta. This engine would be later used in the XR2 version of the Mk.1 Fiesta, using the US 1600 bottom end and GT spec head and cam. 1.3L versions of the Mk I Fiesta also used the Crossflow, as opposed to the Valencia .

Original Valencia (1976-1988)

Ford Valencia Kent engine  From 1976 Extraction side 

A redesigned version of the Kent engine was conceived to suit transverse installation in 1976, primarily for the Mk1 Ford Fiesta, although entry level versions of the Escort Mk3 also used the engine. This derivative would go through two major revamps in 1988 and 1995 and would be a mainstay of Ford's entry level compact range for nearly 25 years.

The Valencia was initially available in 957 cc (in both high compression and low compression versions ) and a high compression 1117 cc version.

For adapting the Kent Crossflow for front wheel drive the ancillaries were repositioned, and the cylinder block shortened by 30mm. This decision was taken in order for the engine to fit transversely across the Fiesta engine bay, whilst still allowing the transmission unit to be comfortably removed for clutch replacement. This difference however means that very few parts of the Valencia engine are interchangeable with a Crossflow. Interestingly however, Ford ended up installing the Crossflow engine into the Fiesta anyway, when the market demanded a 1.3L capacity, and later a 1.6L version for the North American market models - ultimately the 1.6L Crossflow also was used in the Mk1 Fiesta XR2 when the North American market Fiesta ceased production in 1980.

In addition to these changes, the Valencia featured a new transmission flange to suit the BC4/5 transaxle and the cylinder head redesigned using flat-top pistons and the traditional combustion chamber in the head. Although internally named within Ford as "L-Series" it became better known as the Valencia to the wider world, after the new Spanish factory built for its manufacture, but eventually the name was officially adopted by Ford as well - although in sales literature it was always called simply OHV. It was available in 957 cc and 1117 cc versions.

Ford Valencia Kent engine  From 1976 induction side 

A five bearing 1.3 L (1296 cc) version of the Valencia became available in 1986 for the facelift "Erika-86" version of the Escort and Orion, replacing the similarly sized CVH unit, which increased to 1392 cc for higher specification models. The cylinder heads and pistons were modified in 1986 for unleaded fuel and the cams changed to meet the new European emissions standards along with the addition of electronic ignition.

HCS (1988-1996)

In 1988 the second generation of the Valencia unit was launched to meet with tightening European emissions legislation. The redesign included an all-new cylinder head with reshaped combustion chambers and inlet ports, and a fully electronic distributorless ignition system. The engine was renamed the Ford HCS (standing for High Compression Swirl), although some internal Ford service publications call it the Valencia-HCS in reference to its heritage.

It first appeared in 1118 cc and 1297 cc guises on the Ford Escort and Orion for the 1989 model year, and on the then new Ford Fiesta Mark III the same year, which also offered a smaller 999 cc version to replace the older 957 cc Valencia.

The HCS is distinguishable from the original Valencia by the "mirrored" arrangement of the spark plugs (they appear to "point inward" towards each other), the block, head and rocker cover being painted gray (the original Valencia was painted black), the presence of a crankshaft position sensor just above the starter motor, and the absence of a distributor drive on the rear face of the cylinder block.

The arrival of the Duratec-E engine in the fifth generation Fiesta range in 2002 has finally signalled the end of the engine's use in production vehicles after a 44-year career, although the Valencia derivative is still in limited production in Brazil, and produced as an industrial use engine by Ford's Power Products division, where it is known as the VSG-411 and VSG-413.

The Ford Kent is an internal combustion engine from Ford of Europe. Originally developed in 1959 for the Ford Anglia, it is an in-line four-cylinderoverhead-valve–type pushrod engine with a cast-iron cylinder head and block.

The Kent family can be divided into three basic sub-families; the original pre-Crossflow Kent, the Crossflow (the most prolific of all versions of the Kent), and the transverse mounted Valencia variants.

This series of engines became known as the Kent engine because Alan Worters, the company's Executive Engineer (Power Units), lived across the river from Ford's Dagenham plant in the English county of Kent.

Originally within Ford, it is said that the Kent name was actually born with the A711 and A711M blocks (commonly called the 711M block) with square main bearing caps for the Crossflow series, which represented a vast improvement in the durability of the engines. However, the name caught on to be used outside the company to include pre-711M engines as well.

Pre-Crossflow

Pre-Crossflow Kent engine

The original OHV three main bearing Kent engine appeared in the 1959 Anglia with a capacity of 996.70 cc developing 39 bhp (29 kW) at 5,000 rpm - unusually high for the time. With a 80.96 mm (3.19 in) bore and 48.41 mm (1.91 in) stroke, combined with independent (non-siamesed) four intake and four exhaust ports, it was a departure from traditional undersquare English engine design.

The same engine, with its bore unchanged, but with longer 65.00 mm and 72.75 mm stroke and thus larger capacities were subsequently used in the Ford Consul Classic (1339 cc) and Consul Capri (1339 cc and 1498 cc), the Mk1 and early Mk2 Cortinas (58.20 mm stroke 1198 cc, 63.00 mm stroke five main bearing 1297 cc and the 1498 cc), and the early Corsairs.The 1500 Pre-crossflow also provided the base for the Lotus Twin Cam, where selected blocks were bored to larger capacity.

In addition to its 'over-square' cylinder dimensions, a further unusual feature of the Kent engine at its introduction was an externally mounted combined oil filter/pump unit designed to facilitate efficient low-cost production and easy maintenance.

The engine is now referred to as the pre-crossflow Kent, in reverse-flow cylinder head configuration with both the inlet and exhaust being on the same side of the head.

Applications:

• Ford Anglia
• Ford Cortina
• Ford Consul Classic and Consul Capri.
• Ford Corsair
• 107E Ford Prefect
• Marcos 1500 GT
• Otosan Anadol 1.2 L – 1.3 L (1966–1984)
• TVR Grantura

The Pre-Crossflow Kent engine was also used by Lotus on Lotus Mk.VII.

Crossflow

Uprated cross-flow again from my Escort GT spec.

A 1967 redesign gave it a cross-flow type cylinder head, hence the Kent's alternative name Ford Crossflow. It would go on to power the smaller-engined versions of the Ford Cortina and Ford Capri, the first and second editions of the European Escort as well as the North American Ford Pinto (1971, 1972 and 1973 only).Early blocks  the casting marks 681F and capacities you’ll find are, 940, 1098, 1298 and 1599 In South Africa it also powered the 1.6 L Mk II, Mk III, Mk IV, & Mk V Ford Cortina and 1.6 L Ford Sierra.

The Crossflow featured a change in combustion chamber design, using a Heron type combustion chamber in the top of the piston rather than in the head. The head itself was flat with each engine capacity (1098 cc and 1298 cc) featuring different pistons with different sized bowls in 681F and 701M blocks. The 1599 cc 691M block had the stronger 'square' bearing caps later used in the 711M, and small combustion chambers in the near-flat head (the bulk of the volume being in the piston bowl). In 1970, the new A711 block for 1298 cc and A711M block for 1599 cc were introduced with thicker block wall, square main bearing caps, large diameter cam followers and wider cam lobes, with the latter block having a 7/16" taller deck height, together with a return to the flat head. These changes represented a significant improvement in the reliability of the engines, and the blocks are commonly referred to as '711M' blocks Most cars came with a single choke Ford IV carb although the 1.3 and 1.6 GT models had a 32/36 DGV Weber twin choke.

Ford 1600 crossflow 711 engine again for my escort

Kents are quite easy to tune to GT spec, which usually means the biggest capacity block, slightly bigger valves (usually taken care of with a performance head), GT cam free flow exhaust and twin choke Weber - you should see around 80-90bhp. Switch to a Kent BCF2 or a 224 and you’ll be approaching 110bhp. ARP rod bolts and replacement of the front pulley for a one piece steel item. The valve train should be strengthened with steel posts, spacers and rocker shaft to cope with the additional stresses caused by high lift cams, HD valve springs and higher revs. A double timing chain kit should also be fitted for the same reasons.

The Ford Crossflow engine (1298 cc and 1599 cc) also powered the Reliant Anadol (1968–1984). Other makes such as Morgan used the Crossflow on Morgan 4/4, Caterham on Caterham 7, and TVR used the engine in the Grantura, Vixen, and 1600M. It has been fitted in countless other applications as well, being a favourite of kit-car builders not only in Great Britain. 

The Ford Endura-D engine is a 1,753cc diesel power unit used in a variety of vehicles made by the Ford Motor Company, including the Ford Escort (Europe), Ford Focus, Ford Fiesta, Ford Mondeo, Ford Orion, Ford Sierra, Ford Transit Connect and Ford Ikon.

Lynx/Endura-DE

Originally branded Lynx it had... 1.8 DIESEL stamped on its rocker cover, it is an engine which has featured in the Ford range since the late 1980s in models such as the Mk 3 Fiesta, Mk 4 Ford Escort (Europe), Ford Sierra, and Mk 1 Ford Mondeo. The 1.8 itself was a development of the (then all-new) LT 1.6 Diesel unit, originally first featured in the Mk 3 Ford Escort and Mk 2 Fiesta.

Still branded Lynx, later engines had Endura-DE stamped on the rocker cover, and first featured in the Mk 4 Ford Fiesta, Mk 6 Ford Escort (Europe) and Mk 2 Ford Mondeo

The Endura-DE engine features a cast iron block and indirect injection style cylinder head, which means there is a combustion chamber built into the cylinder head. This engine makes use of aluminium for some other components to minimise the weight penalty of the Diesel engine. It has a single overhead camshaft opening eight valves via shim-and-bucket followers. The camshaft is rotated by a toothed belt driven by a toothed sprocket on the Crankshaft, likewise the fuel injection pump is rotated by a second toothed belt driven from the crankshaft. The diesel injection pump is a rotary distributor type most typically made by Lucas CAV.

For Ford Fiesta and some Ford Escort (Europe) (typically commercial and base model applications) the Endura-DE engine was a normally aspirated engine producing 60 PS (44 kW; 59 hp). The naturally aspired engine was also offered in the Indian Ford Ikon from 2003 to 2008. However for other Ford Escort (Europe) the Endura-DE also featured a turbocharger producing 70 PS (51 kW; 69 hp) and some models and the Ford Mondeo also had an intercooler and these produced 90 PS (66 kW; 89 hp).

Endura-D 

A redesign of the engine around 1998 saw it become the Endura-DI sometimes referred to as the TDDI Engine (not to be confused with the 2.0 TDDI used in the Mk.3 Ford Mondeo), it always features a turbocharger and produces 75 PS (55 kW; 74 hp) when found in Mk.4 Ford Fiesta and Ford Transit Connect models. The addition of an intercooler increases power output to 90 PS (66 kW; 89 hp) for use in the Ford Focus

The Endura-DI engine features a cast iron block and direct injection style cylinder head, which means the combustion chamber is in the top of the piston crown. This engine makes use of aluminium for many other components to minimise the weight penalty of the Diesel engine. It has a single overhead camshaft opening 8 valves via shim-and-bucket followers, and the camshaft is driven by a toothed belt which is driven from a sprocket on the diesel injection pump; unusually this pump is driven via gemini (twin) chains from the crankshaft. The diesel injection pump is an electronically controlled rotary distributor type most typically made by Bosch.

It has a number of improvements over the previous generation of Ford diesel engines, including the electronically controlled fuel injection pump otherwise known as "fly-by-wire" In addition, the traditional oil sump is replaced with a cast aluminium lower crankcase and a shallow oil pan; there is an oil-to-water cooler, and a great many detail improvements to parts throughout. The engine has been a noted good performer and is a smoother, more powerful unit than the one it replaced.

The Lion engine family was developed and manufactured at Ford's Dagenham Diesel Centre for use in PSA Peugeot Citroën vehicles (as DT17 as part of joint venture begun in 1999), Jaguar Cars (as the AJD-V6), and Land Rover vehicles. The engines share the same bore/stroke ratio, with the V6 displacing 2.7L and the V8 displacing 3.6L. The V6 was launched in 2004 and as of 2011 also serves in Ford Australia's Territory SUV; the V8 in 2006. The V6 engine meets the Euro IV emissions standards. A 3.0L was added in 2009 and is based on the 2.7L.

Common Construction

The engine family utilises twin overhead camshafts and multi-valves, single or twin turbochargers with an air-to-air intercooler, and innovative compacted graphite iron (CGI) block construction that leads to a low weight of 202 kg dry. Fuel supply is high-pressure common rail direct injection.

Lion V6

To improve the engine’s low-speed torque range for off-roading and towing applications, Land Rover installed a large capacity single-turbocharger, rather than use the twin-turbo design; in addition the engine is fitted with a large engine driven cooling fan to support low speed, high load driving as may be encountered in desert conditions. Furthermore, the Land Rover variant of the Lion V6 includes a deeper, high capacity sump with improved baffles to maintain oil pressure at off-roading extreme angles and multi-layered seals to keep dust, mud and water at bay and different transmission bell housing bolt pattern. The Lion V6 – constructed from compacted graphite iron– is a member of the Ford Duratorq family and is produced at Ford’s Dagenham engine plant; 35,000 engines were produced from April to December 2004.

The 3.0-litre design, known as the Gen III, superseded the 2.7-litre, and uses parallel turbochargers and an uprated common rail injection system incorporating fuel injectors with piezo crystals fitted nearer to the tip to reduce engine noise and a metering mode to reduce oversupplying fuel, decreasing fuel consumption and unused fuel temperature over the 2.7-litre model. The parallel sequential turbocharger system utilizes the smaller of the two turbos when the engine is running at low revolutions; once the engine has reached 2,800 rpm, the larger turbocharger is also used to pressurize the intake.

Jaguar tested fitting the engine to its XK model but didn’t carry the project over to production.

The 3.0-litre variants used by Land Rover feature the 2.7-litre’s off-roading adaptations plus calibration of the engine’s electronics to allow the use of low-quality fuels.

2.7D/TDV6/HDi

Jaguar S Type 27 D V6 engine

Engine configuration & engine displacement

60-degree V6 engine, single- and twin-turbo diesel, 2,720 cc (166 cu in), bore x stroke 81.0 mm × 88.0 mm (3.19 in × 3.46 in), compression ratio 17.3:1

Cylinder block & crankcase

Compacted graphite iron cross bolted block

Cylinder heads & valvetrain

High strength aluminium, DOHC with four valves per cylinder

Aspiration

Single turbocharger or twin-turbochargers with air-to-air intercooler, electronically actuated variable geometry with transient over-boost capability, port deactivation system

Fuel system & engine management

Siemens Common rail (CR) direct diesel injection, maximum injection pressure of 1,650 bars (23,900 psi), piezo injectors

DIN-rated motive power & torque outputs

140 kW (190 hp), 440 N·m (320 lbf·ft) – Ford Territory, Land Rover Discovery 3, Range Rover Sport

152 kW (204 hp), 440 N·m (320 lbf·ft) – Citroën C5, Citroën C6, Jaguar S-Type, Jaguar XF, Jaguar XJ, Peugeot 407, Peugeot 607

3.0D/TDV6/SDV6/HDi

3.0 D TDV6 engine

Engine configuration & engine displacement

60-degree V6 engine, twin-turbo diesel, 2,993 cc (183 cu in), bore x stroke 84.0 mm × 90.0 mm (3.31 in × 3.54 in), compression ratio 16.4:1

Cylinder block & crankcase

Compacted graphite iron cross bolted block

Cylinder heads & valvetrain

High strength aluminium, DOHC with 4 valves per cylinder

Aspiration

Twin-turbochargers with air-to-air intercooler, electronically actuated variable geometry with transient over-boost capability, port deactivation system

Fuel system & engine management

Siemens Common rail (CR) direct diesel injection, maximum injection pressure of 2,000 bars (29,000 psi), piezo injectors

DIN-rated motive power & torque outputs

177 kW (237 hp), 450 N·m (330 lbf·ft) – Citroën C5, Citroën C6, Peugeot 407, Peugeot 407 Coupé

177 kW (237 hp), 500 N·m (370 lbf·ft) – Jaguar XF, Land Rover Discovery 4, Range Rover Sport

187 kW (251 hp), 600 N·m (440 lbf·ft) – Land Rover Discovery 4, Range Rover Sport

202 kW (271 hp), 600 N·m (440 lbf·ft) – Jaguar XF, Jaguar XJ, Range Rover

Lion V8

3.6 TDV8 Lion engine

Built at Ford’s Dagenham engine plant in Essex, the 3.6-litre V8 twin-turbo diesel engine began production in April 2006.

Much speculation in the United States has focused on this engine as a possible Diesel entrant in the F-150 pickup truck and Expedition SUV. It was announced that the new F150 engine will be based on this engine and enlarged to 4.4L. The Cleveland Engine plant recently began small-scale production of the exotic compacted graphite iron (CGI) used in the block's construction, leading many to expect production of the engine there.

3.6 TDV8

Engine configuration & engine displacement

90-degree V8 engine, twin-turbo diesel, 3,630 cc (222 cu in), bore x stroke 81.0 mm × 88.0 mm (3.19 in × 3.46 in), compression ratio 17.3:1

Cylinder block & crankcase

Compacted graphite iron cross bolted block

Cylinder heads & valvetrain

High strength aluminium, DOHC with 4 valves per cylinder

Aspiration

Twin-turbochargers with air-to-air intercooler, electronically actuated variable geometry with transient over-boost capability, port deactivation system

Fuel system & engine management

Siemens Common rail (CR) direct diesel injection, maximum injection pressure of 1,650 bars (23,900 psi), piezo injectors

DIN-rated motive power & torque outputs

200 kW (270 hp), 640 N·m (470 lbf·ft) – Range Rover, Range Rover Sport