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. 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
thumb|1.4-litre CVH engine in an [[Ford Orion|Orion]]
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. 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
thumb|1.9 L "High Output" EFI engine in a 1990 Ford Escort GT
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.
The second generation American Escort received sequential electronic fuel injection (SEFI) for 1991–1996 (sharing the same head as the 1.9 CFI), but power and torque are little changed at and respectively.
Applications
- 1986–1996 Ford Escort
- 1985–1987 Mercury Lynx
- 1991–1996 Mercury Tracer
- 1986–1988 Ford EXP
- Gen 2 Spec Racer Ford
2.0
The 2.0 L was introduced in the 1997 North American Escort sedan and wagon as the SPI2000. Ford's Split Port Induction (SPI) system is a form of variable-length intake manifold. In this system, the intake path to each intake valve is split into primary and secondary passages. The primary passage contains the injector for the cylinder, and introduces the air tangentially to the cylinder for maximum swirl. The secondary passage contains an intake manifold runner control (IMRC) deactivation valve which opens for high speed and wide-open throttle (WOT) situations to provide a minimally restricted path for additional air to maximize volumetric efficiency and power.
- 1989–1992 Ginetta G32 — 1.6 L
- 1990–1992 Reliant Scimitar SST — 1.3 L, 1.4 L