Ford CYFF Specifications
| Engine Model: Ford CVRA |
| Engine Type: 4-cycle 4-cylinder DOHC 16-valve turbocharged liquid-cooled diesel |
| Total Displacement: 134.2 cu.in (2.19 L) |
| Rated Engine Power: 155 Hp (114 kW) at 3500 rpm |
| Fuel System Type: Common Rail Direct Injection |
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The Ford CYFF is a 2.2-liter, 4-cylinder diesel engine
belonging to the Duratorq TDCi (Puma) family. Introduced as a mid-range power
option, it was engineered primarily for heavy-duty commercial applications,
serving as a powertrain for the Ford Transit (V363) and Transit Custom (V362)
models produced between 2011 and 2016.
This variant adheres to Euro 5 emissions standards, balancing durability with
operational efficiency. It employs a robust cast iron block, an advanced
common-rail fuel system, and a variable geometry turbocharger to deliver a broad
torque curve suited for laden commercial use.
The CYFF is a compression-ignition diesel engine configured as an inline
4-cylinder. Its fundamental architecture is derived from the Ford Puma engine
family, known for its structural rigidity and longevity in demanding
environments.
Engine Type: Inline 4-cylinder, turbocharged diesel
Family: Duratorq / Puma
Displacement: 2198 cc (134.2 cu.in)
Valvetrain: DOHC (Double Overhead Camshaft), 4 valves per cylinder, 16 valves
total
Bore x Stroke: 86.0 mm x 94.6 mm (3.39 in x 3.72 in)
Compression Ratio: 15.5:1
Fuel System: High-pressure Common Rail Direct Injection
Maximum Power: 125 hp (92 kW) at 3500 rpm
Maximum Torque: 350 Nm (258 lb-ft) at 1450-2000 rpm
Aspiration: Variable Geometry Turbocharger (VGT) with air-to-air intercooler
Emission Control: Exhaust Gas Recirculation (EGR) w/cooler, Diesel Particulate
Filter (DPF)
The cylinder block is constructed from cast iron,
providing a rigid foundation that minimizes bore distortion under high cylinder
pressures. The engine utilizes a closed-deck design to enhance structural
integrity around the cylinders. Cylinder bores are machined to a precise finish
with no fitted liners; the pistons run directly on the honed cast iron surface.
The block incorporates a deep-skirt structure to reinforce the main bearing
caps, which are of a cross-bolted design in certain configurations to manage the
high torque output. Mounted within the block is a fully balanced crankshaft
supported by five main bearings.
The cylinder head is manufactured from aluminum alloy
to reduce overall engine mass and facilitate efficient heat dissipation. It
features a double overhead camshaft (DOHC) arrangement with the camshafts acting
directly on hydraulic lash adjusters, which in turn actuate the valves. The
4-valve-per-cylinder configuration optimizes airflow, enhancing both volumetric
efficiency and combustion chamber swirl.
The intake ports are designed to generate a high degree of tumble, improving
air-fuel mixing for better combustion stability and reduced emissions. Valve
seats are constructed from a high-strength sintered material to withstand the
thermal and mechanical demands of diesel operation.
The fuel system is a high-pressure common rail direct
injection system supplied by Delphi or Continental, operating at pressures up to
1600 bar (23,206 psi). A high-pressure fuel pump, driven by the timing chain,
delivers fuel to the common rail accumulator mounted on the cylinder head.
From the rail, fuel is distributed to solenoid-type injectors. The engine
management system controls injection timing, duration, and multiple injection
events - typically including pilot, main, and post-injection phases. Pilot
injection reduces combustion noise, while post-injection elevates exhaust gas
temperatures to facilitate Diesel Particulate Filter (DPF) regeneration.
The lubrication system is a pressurized wet-sump
configuration. A crankshaft-driven gear-type oil pump is situated in the front
cover. The pump draws oil from a steel-sump pan and routes it through a
full-flow replaceable filter.
Oil is distributed to critical components including the crankshaft bearings,
connecting rods, camshaft bearings, and hydraulic lash adjusters. An oil jet
system directs coolant oil to the underside of the pistons to manage thermal
loads. Oil pressure is monitored by a switch that triggers a warning light if
pressure drops below a specified threshold.
The cooling system operates under pressure using a
centrifugal water pump driven by the auxiliary drive belt. Coolant flow is
directed primarily through the cast iron block and aluminum cylinder head in a
cross-flow pattern to ensure uniform temperature distribution.
The system incorporates a thermostat that regulates coolant temperature,
maintaining it between 88-92°C (190-198°F) under normal operating conditions. A
separate coolant circuit serves the EGR cooler and the turbocharger housing. In
Transit applications, the system includes a bypass for cabin heating and, where
specified, an auxiliary heater for cold-climate operation.
Timing Drive: The camshafts are driven by a
single-stage silent timing chain. A separate, shorter chain drives the
high-pressure fuel pump and the oil pump from the crankshaft. All chains operate
within an oil-fed tensioner system to maintain correct tension throughout the
engine’s service life.
Air Management: Intake air is drawn through an air filter, compressed by the
VGT, and cooled via an air-to-air intercooler before entering the intake
manifold. The variable geometry turbocharger adjusts vane position to optimize
boost pressure across the rev range, minimizing lag.
Emission Control: The engine utilizes a cooled EGR system to reduce combustion
temperatures and lower NOx formation. Exhaust aftertreatment includes a Diesel
Oxidation Catalyst (DOC) and a Diesel Particulate Filter (DPF) integrated into a
single unit. Passive and active regeneration strategies manage soot accumulation
in the DPF.
Engine Management: The engine is governed by a Siemens SID 206 or 208 engine
control unit (ECU), which manages fuel injection, boost pressure, EGR flow, and
aftertreatment functions.
Length: 650 mm (25.6 in)
Width: 680 mm (26.8 in)
Height: 750 mm (29.5 in)
Dry Weight: 215 kg (474 lb) without ancillary components such as the alternator,
starter motor, and turbocharger.
Engine Oil Capacity: Rear-Wheel Drive (RWD) / All-Wheel
Drive (AWD) configurations - 10.1 L (10.7 qt). Front-Wheel Drive (FWD)
configurations - 6.2 L (6.5 qt). Recommended Oil Specification: SAE 5W-30
meeting Ford WSS-M2C913-C or WSS-M2C913-D. Oil Change Interval: 20,000 km
(12,500 mi) or 12 months under normal operation.
Coolant Capacity: 10.0-12.0 L (10.6-12.7 qt) depending on auxiliary heater
presence and chassis variant. Timing Chain: No routine replacement interval;
inspection recommended if engine exhibits chain noise or timing irregularities.
Fuel Filter: Replacement interval of 30,000 km (18,600 mi) or as indicated by
water-in-fuel sensor. Valve Clearance: Hydraulic lash adjusters; no manual
adjustment required.
Cylinder Head Bolts (Stage 1): 40 Nm (30 lb-ft)
Cylinder Head Bolts (Stage 2): 90-deg rotation
Cylinder Head Bolts (Stage 3): 90-deg rotation
Connecting Rod Cap Bolts: 30 Nm (22 lb-ft) + 90 deg
Main Bearing Cap Bolts: 60 Nm (44 lb-ft) + 90 deg
Crankshaft Pulley Bolt: 200 Nm (148 lb-ft) + 90 deg
Flywheel / Drive Plate Bolts: 70 Nm (52 lb-ft) + 90 deg
Camshaft Cap Bolts: 12 Nm (9 lb-ft)
Injector Clamp Bolts: 20 Nm (15 lb-ft)
The Ford CYFF engine was utilized exclusively in the
Ford Transit range during its production lifecycle, configured for multiple
driveline layouts.
Ford Transit (V363) - 2011 to 2016: Used in heavy-duty panel vans, chassis cabs,
and minibuses. Available in Rear-Wheel Drive (RWD) and All-Wheel Drive (AWD)
configurations, often paired with a 6-speed manual transmission.
Ford Transit Custom (V362) - 2012 to 2016: Installed in the medium-duty
commercial van segment. Primarily configured as Front-Wheel Drive (FWD) with a
6-speed manual gearbox.
Specialist Conversions: The engine also appeared in certain motorhome and
ambulance conversions based on the Transit platform, where its torque
characteristics and durability were prioritized.
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