The Ford CVH engine is a straight-four automobile engine produced by the Ford Motor Company. The engine's name is an acronym for either Compound Valve-angle Hemispherical or Canted Valve Hemispherical, where "Hemispherical" describes the shape of the combustion chamber. The CVH was introduced in 1980 in the third generation European Escort and in 1981 in the first generation North American Escort.
The CVH was produced in capacities from 1.1 to 2.0 L, with the smallest version offered exclusively in continental Europe, and the largest only in North America. Engines for North America were built in Ford's Dearborn Engine plant, while engines for Europe and the UK were built in Ford's then-new Bridgend Engine plant in Wales.
History and Details The engine was conceived of in 1974, and was a key part of Ford's "Erika" world car programme which produced both the third-generation European Escort and the 1981 North American car of the same name. Although the European and North American Escorts ended up being substantially different from each other in execution, the CVH engine was the one major common part shared between them. The CVH largely replaced the overhead valve Kent ("Crossflow") engine in Ford of Europe's portfolio, although the 'short block' Valencia version of the Kent remained in production for many decades (actually outliving the CVH by two years) - positioned below the CVH as an entry level engine in the smallest capacity Fiesta and Escort models.
The CVH is a cam-in-head design, with a single camshaft mounted low in the cylinder head operating two valves per cylinder via rocker arms. As indicated by the name, the valves in early examples are mounted at a compound angle in order to allow for a hemispherical combustion chamber, but without the need for dual camshafts (or an elaborate rocker system) which a "hemi" engine normally requires. The later "lean burn" versions of the engine launched in 1986 had reshaped combustion chambers to improve swirl, and were strictly speaking no longer hemi-headed at all. The CVH features hydraulic valve lifters, a first for a European Ford engine. In North America the engine was sold under different names, being called the "1.9L SEFI" from 1991 to 1996 in that market's Ford Escort, the "Split Port Induction 2000" or SPI2000 from 1997 to 2002, while from 2000 to 2004 it was simply the "Split Port" when offered in the Ford Focus.
1.1 The 1.1 L CVH had the shortest production life of the different variants. Bore × stroke are , and displacement is . It debuted in the 1980 Escort MkIII for Continental Europe only, where it was offered as an alternative to the 1.1 L Valencia overhead valve (OHV) engine, which was the only 1.1 L engine offered in UK market Escorts. The 1.1 L CVH offered negligible improvements in economy or performance over the older Valencia unit, which was simpler and cheaper to manufacture, and hence was dropped in 1982.
Applications 1980–1981 Ford Escort Mk 3 (Continental Europe only)
1.3 The 1.3 L CVH was introduced in the 1980 European Escort and used in the Orion and Fiesta from 1983 to 1986. Bore and stroke are , for a displacement of . The 1.3 L was to be offered in the North American Escort, but testing found it to be unacceptably underpowered while Ford was unable to make it meet emissions requirements. US production plans were scrapped just months before full-scale production was scheduled to start.
For the facelifted fourth generation European Escort of 1986, this CVH was replaced by a 1.3 L Valencia engine in entry-level models, while higher trim level models used the 1.4 L CVH described below.
Applications 1980–1986 Ford Escort Mk 3 1983–1985 Ford Fiesta Mk 2 1983–1986 Ford Orion Mk 1
1.4
The 1.4 L CVH replaced the 1.3 L CVH in the Escort, Orion and Fiesta from early 1986. Bore and stroke are , and displacement is . In European trim, this engine produced .
Known as the 'Lean Burn' engine, it was designed primarily for fuel economy and featured a different cylinder head than other CVH engines. The Ford variable venturi carburetor was replaced by a Weber 28/30 TLDM which used a manifold vacuum-actuated secondary choke instead of the more usual sequential linkage which opens the secondary butterfly at 3/4 to full throttle. The 1.4 L version is less responsive to power modification than other CVH engines, and some common tuning parts cannot be used.
In South Africa, the 1.4 L CVH was fitted to the Ford Laser and Meteor, which were rebadged Mazda Familias. It replaced the 1.3 L Mazda E engine used in these cars and was itself replaced by the 1.3 L Mazda B engine.
Applications 1986–1990 Ford Escort Mk 4 1990–2000 Ford Escort Mk 5 1986–1989 Ford Fiesta Mk 2 1989–1995 Ford Fiesta Mk 3 1986–1990 Ford Orion Mk 2 1990–1992 Ford Orion Mk 3
CVH-PTE The CVH-PTE is a revised version of the 1.4 L CVH introduced on the European Ford Fiesta 1.4 Si and Ford Escort in 1994. It features multi-point injection and a thicker crankcase to reduce harshness at high revs. Through the 1990s it was gradually phased out in favour of the newer Zetec 16-valve unit.
1.6 The naturally aspirated (NA) 1.6 L CVH debuted in the 1980 European Escort and the 1981 North American Escort. Bore and stroke are and total displacement is .
European NA 1.6 European versions produced with the Ford variable venturi carburetor, with the twin venturi 32/34 DFT Weber carburetor used in the Fiesta XR2 and the Escort XR3, with Bosch K-Jetronic injection, with KE-Jetronic mechanical fuel injection, and with electronic fuel injection (EFI) and a Ford EEC-IV engine control unit (ECU) as found in the XR3i or Orion GLSI. A version was offered in the Escort RS1600i, developed by Ford Motorsport Germany for FIA Group A homologation. This version featured a reworked cylinder head, solid cam followers and bronze bearings, and a host of other motorsport features.
European versions of the carbureted 1.6 L engine from the 1986 model year on were revised and, like the new 1.4 L, benefit from cylinder heads with a heart-shaped lean-burn combustion chambers and a slightly raised piston crown. The carburetor is a Weber twin venturi 28/32 TLDM unit. Power output is improved to with the benefit of improved torque and fuel economy. EFI versions used in the Escort XR3i, 1.6i and Fiesta XR2i retained hemispherical combustion chambers. From the 1989 model year all EFI variants are fitted with the Ford EEC-IV ECU.
Applications 1980–1986 Ford Escort Mk 3 1986–1990 Ford Escort Mk 4 1983–1989 Ford Fiesta Mk 2 1989–1992 Ford Fiesta Mk 3 (Replaced by Zetec from 1993 model year onward) 1988–1993 Ford Sierra 1983–1986 Ford Orion Mk 1 1986–1990 Ford Orion Mk 2 1990–1992 Ford Orion Mk 3 1990–1991 Ford Escort Mk 5 (Replaced by Zetec in 1992)
Chinese NA 1.6 Chery manufactured a 1.6 L CVH for use in their SEAT Toledo based vehicles. Chery purchased the production line for this engine in England, which was then transferred to Anhui. The first engines left the production line in May 1999. The engine is codenamed SQR480. Chery replaced the CVH with their own ACTECO engines.
Applications: 1999–2006 Chery Fulwin
North American NA 1.6 Standard 1.6 L output started at and . The early North American engines are built with cast pistons and connecting rods, a low-flow version of the CVH head, flat hydraulic lifters, a 0.229" lift camshaft, 32/32 Weber-licensed carburetor, cast exhaust manifold, and low-dome pistons. Over the years compression ratios ranged from 8.5:1–9.0:1, while power started at in 1981, rising to by 1985.
A 1.6 L High Output (HO) motor became available in late 1982 through 1985. Changes to it included a 4-2-1 header, higher-lift (0.240") camshaft, a 32/34 Weber carburetor, a dual-snorkel air-box, and high-dome pistons making 9.0:1–9.5:1 compression making in 1982 and in 1983–1985.
A 1.6 L EFI motor became an option in 1983 through 1985. It had all the features of the HO (Higher Output) motor but had a totally different intake system to allow for multi-point EFI running on Ford's EEC-IV ECU. The 1.6 EFI shares the same head as the carbureted 1.6 found in North America but without a mechanical fuel pump. The 1.6 EFI engine was replaced by the 1.6 HO in all high-altitude regions, making the 1.6 EFI a rare model.
Applications 1981–1984 Ford Escort 1981–1984 Mercury Lynx 1982–1983 Mercury LN7 1982–1985 Ford EXP
1.6 Turbo
European Turbo 1.6 A turbocharged version of the 1.6 L was developed by Ford Europe for the RS Turbo Escort and the later Ford Fiesta RS Turbo. It makes at 6,000 rpm, and of torque at 3,000 rpm. The block is modified to provide an oil return from the turbocharger. Crankshaft and connecting rods are identical to the standard 1.6 L models, but the Mahle pistons are unique to the RS Turbo, and are manufactured using a pressure cast method which makes them considerably stronger and more expensive than the normal cast pistons. The compression ratio was reduced to 8.3:1, allowing the use of higher boost pressure. The engine only needs of boost to produce its quoted power output.
Applications 1980–1986 Ford Escort Mk 3 1986–1990 Ford Escort Mk 4 1989–1995 Ford Fiesta Mk 3
North American Turbo 1.6 The North American 1.6 turbocharged CVH was developed by Ford's Special Vehicle Operations (SVO) with help from Jack Roush for 1984 and 1985 in the Ford EXP Turbo, Ford Escort GT Turbo, and Mercury Lynx RS Turbo. At , its output is 50% higher than the carbureted North American 1.6 L HO, making it the most powerful production CVH offered in North America while returning impressive fuel efficiency and without reducing the engine's lifespan. The turbocharged engine featured a specially designed cam profile (0.240", comparable to the 1.6 HO and EFI camshafts), a Ford Performance/SVO modified head (comparable to European 1.6s), the EFI intake manifold, a unique cast exhaust manifold, low-dome pistons, and Ford's top-of-the-line EFI and ECU. These engines only appeared in the 1984–1985 Ford Escort GT Turbo and 1984–1985 Ford EXP Turbo, of which only about 10,000 were made in total. The 1.6 turbocharged Fords came standard with a TRX package that included upgraded suspension and specialty Michelin tires.
Applications 1984–1985 Ford Escort 1984–1985 Mercury Lynx 1984–1985 Ford EXP
1.8 The 1.8 L CVH was only used in the European Ford Sierra. Bore is the same as the 1.6 L CVH, but a different crankshaft with a stroke of raises displacement to . The cylinder head is equipped with hydraulic roller camshaft followers to reduce noise. Utilises an ESC Hybrid management system, and a Pierburg 2E3 carburettor or single point fuel injection on later models.
Applications 1989–1993 Ford Sierra (Replaced the Ford Pinto engine from 1989 model year onward)
1.9
The CVH was enlarged to 1.9 L for the 1986 model year North American Escort. Bore and stroke are . This stroke length was later used in the 2.0 L CVH engine, and again in the Zeta engine which replaced it. The long stroke necessitated a raised engine block deck, a design also shared with later units. All 1.9s from 1989 on are equipped with a roller camshaft and roller lifters. The camshaft and water pump are driven by the timing belt. This engine is a non-interference design. Output is and with a carburetor. In models with electronic single-point fuel injection (or throttle-body injection, called Central Fuel Injection (CFI) by Ford), an additional is produced, while torque is little changed.
Multi-point fuel injection and hemispherical combustion chambers are features of the 1986 Escort GT's EFI HO engine, raising output to and .
The 1.9 L CFI engine of the late 1980s, particularly when equipped with either the four- or five-speed manual transaxle, was noted for delivering outstanding fuel economy. The four-speed Escort Pony models achieved better mileage than five-speed cars, with upwards of in city driving and on the highway not being uncommon.