|Displacement||1.3 L (79 CID) 1.4 L 1.5 L 1.6 L (97 CID) 1.8 L (110 CID) 2.0 L (122 CID) 2.3 L (140 CID) 2.5 L (155 CID) 3.0 L (181 CID) 3.5 L (213 CID) 3.7 L (227 CID) 6.0 L|
|Cylinder block alloy||Aluminum|
|Cylinder head alloy||Aluminum|
|Valvetrain||Twin chains Variable valve timing Intake Variable Cam Timing (iVCT)|
|Fuel system||Electronic fuel injection or direct injection, badged SCI|
The Duratec is a range of four, five, and six-cylinder petrol engines produced by the Ford Motor Company, used in Ford, Mazda, Aston Martin, Volvo, Caterham, Morgan, Tiger, Ginetta cars and by specialist engine tuner Cosworth.
Originally there was a 2.5 L V6 introduced with the Ford Mondeo. When the 2000 Mondeo was introduced, the 1.8 L and 2.0 L engines became Duratecs too. Now there are engines of all sizes called Duratec. In North America, Ford uses the Duratec name on all its dual overhead cam 4- and 6-cylinder engines. In Europe, all Ford petrol engines are called Duratec.
|Duratec 8v 60 PS||Kent (Endura-E)||1.3 L (79.3 CID; 1299 cc)||1995–present||OHV I4|
|Duratec 8v 70 PS||Kent (Zetec-Rocam)||1.3 L (79.1 CID; 1297 cc) 1.6 L (97.45 CID; 1597 cc)||2000–present||SOHC I4|
|Duratec||Sigma (Zetec-SE)||1.25 L (1242 cc) 1.4 L (1388 cc) 1.6 L (1596 cc)||2002–present|
|Duratec Ti-VCT||Sigma (Zetec-SE)||1.5 L (1499 cc)||2013–present|
|Duratec Ti-VCT||Sigma (Zetec-SE)||1.6 L (1596 cc)||2004–present|
|Duratec-ST Duratec RS||Zeta (MVH)||1.8 L (110 CID; 1796 cc) 2.0 L (122 CID; 1999 cc)||1998–2004||DOHC I4|
|Volvo Modular engine||2.5 L (2521 cc)||2003–present||turbocharged DOHC I5|
|Duratec-HE Duratec FFV||MZR (MI4)||1.8 L (110 CID; 1798 cc) 2.0 L (122 CID; 1999 cc)||2005–present||DOHC I4|
|Duratec-HE Ti-VCT EcoBoost SCTi||MZR (MI4)||2.0 L (122 CID; 1999 cc)||2010–present||DOHC GDI I4|
|Duratec||MZR (Mazda L engine)||1.8 L (110 CID; 1798 cc) 2.0 L (122 CID; 1999 cc) 2.3 L (138 CID; 2261 cc) 2.5L||2001–present||DOHC I4|
|Duratec SCi||MZR (Mazda L engine)||1.8 L (110 CID; 1798 cc)||2003–2007||DOHC GDI I4 Ti-VCT|
|Duratec V6/VE/25||Mondeo||2.5 L (155 CID; 2544 cc)||1994–2002||DOHC V6|
|Duratec 30||Mondeo||3.0 L (181 CID; 2967 cc)||1996–present||DOHC V6|
|Duratec 35||Cyclone||3.5 L (213 CID; 3492 cc)||2006–present||DOHC V6|
|Duratec 37||Cyclone||3.7 L (227 CID; 3721 cc)||2007–present||DOHC V6|
Ford global straight-4
The Duratec 18 is a 1.8 L (110 CID; 1798 cc). Bore and stroke are a square 83 mm (3.3 in) × 83.1 mm (3.27 in × 3.27 in). It has an aluminum engine block with cast-in iron cylinder liners and an aluminum DOHC cylinder head. It uses SFI fuel injection, has 4 valves per cylinder and features fracture-split forged powder metal connecting rods and a one-piece cast crankshaft. Output is 125 hp (93 kW) at 6000 rpm with 122 lb·ft (165 N·m) of torque at 4250 rpm. This engine is currently fitted to Ford models outside of North America.
The Duratec 20 is a 2.0 L (122 CID; 1999 cc) version built in Chihuahua, Mexico. Bore is 87.5 mm (3.44 in) and stroke is 83.1 mm (3.27 in).
It is used in the US/Argentinian Focus, US Transit Connect (engine built in Valencia, Spain), and the Brazilian Ford EcoSport. (European Fiesta ST, Ford Focus and Focus C-Max, Mondeo, S-Max, Transit and Galaxy use Duratec HE engines). On the 2007 Focus, output is 136 hp (101 kW) at 6000 rpm with 136 lb·ft (184 N·m) of torque at 4250 rpm. The 2007 Focus sold in the US states of CA, NY, MA, VT and ME comes with the required PZEV emissions 20E version which produces 130 hp (97 kW) at 6000 rpm with 129 lb·ft (175 N·m) of torque at 4000 rpm. The PZEV is available as an option in border states. The compression ratio for both versions is 10:1. On the 2008 Focus, output is 140 hp (100 kW) at 6000 rpm with 136 lb·ft (184 N·m) of torque at 4250 rpm. The 2009 Focus Coupe with manual transmission has 143 hp (107 kW). The 2008 Focus sold in the US states of CA, NY, MA, VT and ME comes with the required PZEV emissions 20E version which produces 132 hp (98 kW) at 6000 rpm with 133 lb·ft (180 N·m) of torque at 4250 rpm.The PZEV is available as an option in border states. The compression ratio for both versions is 10:1. It has an aluminum engine block and an aluminum DOHC cylinder head. The cylinders are lined with cast iron. It uses SFI fuel injection, has 4 valves per cylinder and features fracture-split forged powder metal connecting rods, a one-piece cast crankshaft, and a cast aluminum or reinforced plastic intake manifold. In 2011 Ford started selling the 2012 Focus in North America. It comes with a 160 hp (119 kW) version of the 2.0-liter Duratec with direct injection and Ti-VCT. A PZEV version of the Focus will be sold in certain states.
The plastic intake manifold on early versions of the 1.8 and 2.0 has a major fault due to poor-quality materials. The manifold has swirlplates mounted on a square shaft at the aperture where it mounts to the cylinder head. Early 4-cylinder Duratec engines can be ruined when the swirlplates break off and enter a cylinder. Most cases are of single swirlplates but also the shaft can wear and break. Early signs of this fault are evidenced by a ticking noise emanating from the front of the engine. This can occur as early as 25K miles, with failure typically occurring after about 90K miles. (more details)
The Duratec 23 is a 2.3 L (140 CID; 2261 cc). Bore is 3.44 inches (87.5 mm) and stroke is 3.70 inches (94 mm). It has an aluminum engine block with cast-in iron cylinder liners and an aluminum DOHC cylinder head. It uses SFI fuel injection, has 4 valves per cylinder and features fracture-split forged powder metal connecting rods and a one-piece cast crankshaft.
The 23EW was built in Chihuahua, Mexico for transverse installation in several front-drive Ford/Mercury vehicles through the 2009 model year. "EW" in the Ford designation code denotes East-West configuration, or FWD. 3 versions of the 23EW have been produced. A standard DOHC 16V version was used in the North American Focus producing 151 hp (113 kW) at 5750 rpm with 154 lb·ft (209 N·m) of torque at 4250 rpm. An iVCT (intake variable cam timing)-equipped DOHC 16V version was used in the 2006-2009 Ford Fusion/Mercury Milan, and several generations of CD2-based crossovers.
The 23NS is built in Dearborn, Michigan for the Ford Ranger and North American market Mazda B-Series. These engines are tuned for torque-bias making them suitable for light-truck use and are not equipped with iVCT or VICS. Output is 143 hp (107 kW) at 5250 rpm with 154 lb·ft (209 N·m) of torque at 3750 rpm.
- 23EW — FWD/AWD
- 23NS — RWD
The Duratec 23E is a version of the Duratec 23 with California PZEV emissions.
The Duratec 25, or Duratec 2.5 L I-4, built in Chihuahua, Mexico, is an evolution of the Duratec 23. 'Duratec 25' should not be confused with the similarly named 2.5 L V6 Ford Duratec. The new Duratec 25 is an inline 4-cylinder engine design that is identical to the Mazda MZR 2.5L engine. The bore and stroke have increased over the 2.3 L to 89 mm (3.5 in) x 100 mm and as such now displaces 2,488 cc (151.8 cu in). Power has been increased to 175 hp (130 kW) @ 6000 rpm with torque of 172 lb·ft (233 N·m) @ 4500 rpm. It is the smoothest and quietest Duratec 4-cylinder. A Hybrid Duratec 25 will be replacing the Hybrid Duratec 23. It also uses iVCT.
Fuel saving features include adaptive knock control and aggressive deceleration fuel cutoff.
The Duratec-HE is the name used by Ford Europe for its family of small straight-4 DOHC engines. European 1.8 L and 2.0 L Duratec HE engines are built at the Valencia Engine Plant in Spain. Duratec FFV is a flex fuel version of the 1.8 L Duratec-HE modified to run on E85 fuel. 1.8L Focus C-Max and Focus Mk II versions use a drive-by-wire throttle to improve responsiveness.
The Duratec-HE family includes:
- 1.8 L — 1,798 cc (109.7 cu in), 83.0 mm (3.27 in) bore, 83.1 mm (3.27 in) stroke, compression ratio 10.8:1, 92 kW (125 PS; 123 hp) of power @6000 rpm, 165 N·m (122 lb·ft) of torque @4500 rpm.
- 2.0 L — 1,999 cc (122.0 cu in), 87.5 mm (3.44 in) bore, 83.1 mm (3.27 in) stroke, compression ratio 10.8:1, 107 kW (145 PS; 143 hp) of power @6000 rpm, 185 N·m (136 lb·ft) of torque @4500 rpm.
Duratec HE Ti-VCT
In 2001, Ford introduced its first European Ford engine to use gasoline direct injection technology, badged SCi (Smart Charge injection) for Direct-Injection-Spark-Ignition (DISI). The range will include some turbocharged derivatives, including the 1.1-litre, three-cylinder turbocharged unit showcased at the 2002 Geneva Show. The 1.8 L was the first European Ford engine to use direct injection technology, badged SCi for Smart Charge Injection. This appeared in the Mondeo in 2003 and is today available on the 2.0 L engine as well as an expected 1.1 L version.
The SCi engines were designed at Ford's Cologne, Germany facility and are assembled in Valencia, Spain. The SCi engine is paired with a specially designed six-speed manual transmission.
The Focus RS featured a turbocharged version of the 2.0 L Zeta unit producing 215 bhp (158 kW) and 310 N·m (229 lb·ft) of torque, although badged a Duratec-RS.
- The 60 PS (59 hp/44 kW) 1.3 L (79.3 CID; 1242 cc)
- The 70 PS (69 hp/51 kW) 1.3 L (79.1 CID; 1242 cc), and 95 PS (94 hp/70 kW) 1.6 L (97.45 CID; 1597 cc) Duratec 8V is the South African and Brazilian-built Zetec-Rocam engine. The 1.3 is also used in the European Ford Ka. In Europe, the 1.3L & 1.6L is used in the Ka, only the 1.3L in Fiesta Mk6.
Another type of a Duratec 8V engine is the 1.2 litre Fiat unit used in the 2009 Ford KA. The new KA is a cooperation with Fiat, it's got the technical basis of the Fiat 500 and is also built by Fiat in Poland. This is the only gasonline engine that is available for the new KA at the moment. It produces 69 PS (51 kW)
The engine features an alloy block and head plus some clever technology straight from the race track. The crank sits up inside the block and is held in place and braced at the same time, with an aluminium girdle. Oil drain galleries run down the side of the block directing the returning oil away from the crank thus not slowing it down.
The crank is strong but the rods and pistons aren’t necessarily so. They owe their appearance to proper race items but in truth, the ultra-slim skirted pistons are cast rather than forged. The rods are a touch boxy although they’re svelte. The combination though results in a free-revving assembly ideal for controlling emissions - it spins up quickly thus negating the need to use up fuel doing so.
Unlike the Zetec, the head has big ports and very large valves, again adding to its well-breathing/low emissions status.
What this means to us is it doesn’t take much to tune the Duratec to around 200bhp, at which point, you need to switch the rods and pistons to more reliable components. We already stock Forged Accralite pistons and H-section Farndon steel rods for such conversions.
To see increases from standard power however, it is necessary to perform an induction change, preferably to throttle bodies although a manifold is available for DCOE side-draughts. We list the Weber Alpha and Omex throttle body kits as well as Cosworth and Titan throttle body assemblies which should cover most requirements for induction.
The Duratec is currently a very popular choice in kit cars, where it completely transforms the car into a reliable road rocket with the best modern engine combination. In this format though, it needs turning round to rear-wheel drive. Like the components we offer for the Zetec, we also do a full range for this engine too, including re-directing water manifolds, sumps and bellhousings to adapt the engine to a Ford type RWD transmission - in standard form the unit doesn’t comply to the classic Ford bolt pattern.
We can also supply complete Duratecs built by Cosworth on the same assembly line as their Formula 1 race engines. Which kind of speaks for itself in terms of quality! These are available in several levels of tune ranging from a 195bhp full engine to a 300bhp unit.
In addition, the Cosworth range encompasses plenty of parts to get the best from the engine in whatever car it’s fitted to - whether that’s the standard front wheel drive layout, as in the Focus, Fiesta or Mondeo, where a Cosworth d-Power Inlet manifold really makes the best from the standard type induction. Or, you can replace the lot with a roller barrel assembly, suitable for both front and rear wheel drive - it really does depend how much power you want, since there’s loads for the asking.