Ford CHBA Specifications
| Engine Model: Ford CHBA |
| Engine Type: 4-cycle inline 4-cylinder DOHC 16-valve liquid-cooled gasoline |
| Total Displacement: 109.7 cu.in (1.79 L) |
| Rated Engine Power: 125 Hp (92 kW) at 6000 rpm |
| Fuel System Type: Sequential Electronic Fuel Injection |
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The Ford CHBA is a 1.8-liter inline-four gasoline
engine belonging to the Duratec HE engine family, a product of the collaborative
engineering efforts between Ford and Mazda during the late 1990s. Introduced in
2000, this engine was engineered to serve as a refined and efficient powerplant
for the third-generation Ford Mondeo (Mk3), a vehicle designed to set new
benchmarks in the European D-segment. The CHBA represented a departure from
older Ford power units through its adoption of an all-aluminum construction, a
strategy focused on reducing overall vehicle weight to enhance both dynamics and
fuel economy.
It is a naturally aspirated, double-overhead camshaft (DOHC) design with four
valves per cylinder. Renowned for its smooth power delivery and willingness to
rev, the CHBA produced a balance of usable torque for daily driving and
sufficient top-end power for highway cruising. Its reliance on a timing chain
rather than a belt underscored a design philosophy prioritizing long-term
durability and reduced maintenance intervals. While not a high-performance
variant, the CHBA provided a sophisticated driving experience, distinguished by
its responsive character and structural efficiency within the Mondeo’s engine
bay.
The CHBA engine features a displacement of 1798 cc, equivalent to 109.7 cubic
inches, achieved through a bore of 83.0 mm (3.27 in) and a stroke of 83.1 mm
(3.27 in). This configuration is described as a “square” design, where bore and
stroke are nearly identical, allowing for a favorable balance between low-end
torque and high-rpm power generation.
The compression ratio is set at 10.8:1, a value that optimizes thermal
efficiency for a naturally aspirated engine operating on standard unleaded fuel.
The valvetrain is a DOHC arrangement operating 16 valves. Power output is rated
at 125 hp (92 kW) attained at 6000 rpm, while peak torque reaches 170 Nm (125
lb-ft) at 4500 rpm. The engine management system employs Sequential Electronic
Fuel Injection (SEFI), which meters fuel delivery to each cylinder independently
for precise combustion control and reduced emissions.
The cylinder block is cast from aluminum alloy, a
material choice central to the engine’s lightweight architecture. Unlike
traditional cast-iron blocks, this aluminum construction significantly reduces
the overall mass of the power unit, contributing directly to the vehicle’s
front-to-rear weight distribution and handling agility. The cylinders themselves
are not lined directly with the aluminum parent material; instead, the block
utilizes cast-iron cylinder liners.
These liners are permanently cast into the aluminum block during manufacturing,
providing a durable, low-friction surface for the piston rings to operate
against. This design combines the weight-saving benefits of an aluminum
structure with the wear resistance and thermal stability of traditional ferrous
liners. The bedplate construction - a structural lower crankcase that reinforces
the main bearing caps - adds substantial rigidity to the bottom end, minimizing
torsional flex under load and ensuring crankshaft stability.
Constructed from aluminum alloy, the cylinder head
houses a sophisticated DOHC valvetrain. Two overhead camshafts operate 16 valves
- four per cylinder - arranged in a V-configuration. The intake valves are
larger in diameter than the exhaust valves to optimize cylinder filling. Valve
actuation is facilitated by hydraulic lash adjusters (HLA) mounted directly in
the cylinder head, which automatically maintain zero valve clearance throughout
the engine’s life, eliminating the need for manual valve adjustments during
scheduled maintenance.
The camshafts themselves are driven by a timing chain, which engages with
sprockets on the crankshaft and camshafts. A notable feature integrated into the
cylinder head’s intake ports is the system of “tumble flaps,” also referred to
as swirl flaps. These are small, butterfly-style valves within the intake
manifold runners that close at low engine speeds and partial throttle.
By obstructing a portion of the intake port, they generate a pronounced tumbling
motion in the incoming air-fuel charge, promoting superior mixing and combustion
stability, which reduces fuel consumption and emissions at low loads. These
flaps are fully opened at higher engine speeds to maximize airflow and power
output.
The fuel system is a returnless, multi-point electronic
fuel injection (SEFI) configuration. In this setup, a single fuel pressure
regulator is mounted on the fuel pump module inside the fuel tank, controlling
the pressure delivered to the injectors. This design reduces fuel heating in the
engine bay and lowers evaporative emissions. The fuel rail, mounted to the
intake manifold, distributes fuel to four high-impedance injectors positioned
directly upstream of each intake port.
The engine control unit (ECU) calculates the precise fuel injection pulse width
based on data from the mass airflow (MAF) sensor, oxygen sensors, throttle
position sensor, and coolant temperature sensor. This sequential firing of
injectors, timed to each cylinder’s intake stroke, allows for precise air-fuel
ratio management, optimizing power, fuel economy, and compliance with Euro 3 and
subsequent Euro 4 emissions standards.
The lubrication system is a pressurized, wet-sump
design utilizing a gear-type oil pump driven directly from the crankshaft. The
oil pump draws fluid from a structural aluminum oil pan, which also serves to
stiffen the engine’s lower assembly. The total oil capacity with a new filter is
4.3 liters (4.5 quarts); the refill capacity without a filter replacement is 3.9
liters (4.1 quarts).
The specified oil grade adheres to Ford standard WSS-M2C913-B, recommending a
viscosity of SAE 5W-30, a formulation designed to provide rapid circulation
during cold starts while maintaining film strength at high operating
temperatures. A full-flow oil filter is mounted externally on the cylinder
block, capturing particulates to protect the crankshaft, connecting rod
bearings, and the hydraulic lash adjusters from abrasive wear.
The cooling system operates under pressure to raise the
boiling point of the coolant and improve thermal transfer. Total system capacity
is 7.1 liters (7.5 quarts) of pre-mixed coolant, a long-life ethylene-glycol
based formulation. The water pump is a centrifugal type driven by the same
timing chain that operates the camshafts, ensuring continuous coolant flow
proportional to engine speed. Coolant flow is regulated by a wax-pellet
thermostat housed in a plastic housing adjacent to the cylinder head.
This thermostat begins to open at a predetermined temperature, directing coolant
through a cross-flow aluminum radiator. An electric cooling fan, controlled by
the ECU based on input from the coolant temperature sensor, provides forced
airflow through the radiator during low-speed operation or idle to maintain
optimal engine temperature between 85°C and 95°C (185°F and 203°F).
| Intake and Exhaust Systems |
The intake system utilizes a plastic composite manifold
designed with long, tuned runners to enhance low-end torque. Integrated within
this manifold are the tumble flaps, actuated by an electric motor. The exhaust
manifold is a cast-iron or tubular steel header designed to converge into a
single outlet, mating to a front exhaust pipe containing a heated oxygen sensor
for closed-loop fuel control.
The ignition system is a distributorless, coil-on-plug
(COP) design. Each cylinder is served by a dedicated ignition coil mounted
directly over its spark plug. This eliminates high-tension spark plug wires,
reducing electromagnetic interference and ensuring reliable ignition energy
delivery across the entire rev range. The ECU controls spark timing based on
engine load, rpm, and knock sensor feedback. The specified spark plug gap is 1.3
mm (0.051 in).
Engine Management: The ECU manages all engine
functions, including fuel injection, ignition timing, idle speed control, and
tumble flap actuation. It utilizes a network of sensors to continuously adapt
the engine’s operation to changing conditions.
Overall length is 620 mm (24.4 in), width is 640 mm
(25.2 in), and height is 670 mm (26.4 in). The complete engine assembly,
including the intake and exhaust manifolds, alternator, and starter motor, has a
dry weight of 118 kg (260 lb).
Engine Oil: Capacity with filter: 4.3 l (4.5 qt);
without filter: 3.9 l (4.1 qt).
Grade: SAE 5W-30 (Ford WSS-M2C913-B).
Coolant: Capacity: 7.1 l (7.5 qt).
Spark Plugs: Gap: 1.3 mm (0.051 in). Replacement interval: 60,000 km (37,000
miles).
Timing Chain: Inspection for stretch and noise is recommended after high
mileage.
Air Filter: Replacement interval: 40,000 km (25,000 miles).
Valve Clearance: Set by hydraulic lash adjusters; no adjustment required.
Cylinder Head Bolts (Stage 1): 30 Nm (22 lb-ft).
Cylinder Head Bolts (Stage 2): 90° angle turn.
Cylinder Head Bolts (Stage 3): 90° angle turn.
Connecting Rod Cap Bolts (Stage 1): 25 Nm (18 lb-ft).
Connecting Rod Cap Bolts (Stage 2): 90° angle turn.
Main Bearing Cap Bolts (Stage 1): 25 Nm (18 lb-ft).
Main Bearing Cap Bolts (Stage 2): 90° angle turn.
Crankshaft Pulley Bolt: 120 Nm (89 lb-ft) + 90° angle turn.
Camshaft Bearing Cap Bolts: 10 Nm (7 lb-ft).
Intake Manifold Bolts: 20 Nm (15 lb-ft).
Exhaust Manifold Nuts: 23 Nm (17 lb-ft).
Spark Plugs: 15 Nm (11 lb-ft).
The Ford CHBA engine was
primarily utilized in the following vehicle:
Ford Mondeo Mk3 (2000-2007): This engine served as the base gasoline unit in the
Mondeo range across European markets. It was offered in all body styles,
including the four-door sedan, five-door hatchback, and estate (wagon). In this
application, the engine was paired with either a five-speed manual transmission
or a four-speed automatic transmission.
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