Scr FORD KUGA 2011 1.G Workshop Manual

Bar
Description
4.8
Oil pressure relief valve opening pressure
Valve Clearance
mm
Description
0.17 - 0.23
Valve clearance (engine cold), intake
0.36 - 0.43
Valve clearance (engine cold), exhaust
Valves
mm
Description
101.93 - 102.07
Intake valve lenght
5.87 - 6.01
Intake valve shaft diameter
0.05 - 0.07
Intake valve guide clearance
101.43 - 101.57
Exhaust valve lenght
5.87 - 6.01
Exhaust valve shaft diameter
0.05 - 0.07
Exhaust valve guide clearance
Valve Seats
degree
Description
45.33 - 45.67
Intake valve seat angle
45.33 - 45.67
Exhaust valve seat angle
Cylinder Head
mm
Description
149.25 - 149.55
Cylinder head height
0.05
Maximum mating face distortion (lengthwise)
0.02
Maximum mating face distortion (crosswise)
0.30
Maximum face milling
Camshafts
mm
Description
8.68
Intake camshaft lobe lift
9.05
Exhaust camshaft lobe lift
Crankshaft
mm
Description
0.08 - 0.19
Crankshaft axial clearance
Crankshaft Main Bearing Selection
Code - Cylinder block
Code - Cylinder block
Code - Cylinder block
C
B
A
Crankshaft
main bearing carrier
Cylinder
block
Crankshaft
main bearing carrier
Cylinder
block
Crankshaft
main bearing carrier
Cylinder
block
Crankshaft
main bearing
for:
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Engine— 2.5L Duratec (147kW/200PS) - VI5303-01-
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SPECIFICATIONS
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Engine – Component Location
Engine
E62441
1
65
4
3
2
9
10
13
12
11
8
7
Description
Item
Front engine cover
1
Rear engine cover
2
CMP (camshaft position) Sensor - intake
camshaft
3
CMP Sensor - exhaust camshaft
4Description
Item
Intake variable camshaft timing oil control
solenoid
5
Exhaust variable camshaft timing oil
control solenoid
6
Exhaust VCT control unit
7
Intake VCT control unit
8
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Engine— 2.5L Duratec (147kW/200PS) - VI5303-01-
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Description
Item
Timing belt idler pulley
9
Crankshaft timing belt pulley
10
Timing belt tensioner
11Description
Item
Coolant pump pulley
12
Timing belt
13
Cylinder block
E64016
1
2
3
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Engine— 2.5L Duratec (147kW/200PS) - VI5303-01-
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Description
Item
Cylinder block
1
Bedplate
2Description
Item
3 Oil sump
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Engine – Overview
General
E62439
The 2.5L Duratec (VI5) engine is a turbo engine
with 5 cylinders and 20 valves, with electronically
controlled camshaft adjustment for both camshafts.The valve train is driven by a timing belt.
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Engine— 2.5L Duratec (147kW/200PS) - VI5303-01-
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2
E62614
1
Description
Item
Engine speed curve
1
Power output curve
2
By the use of VCT for the intake and exhaust
camshafts it is possible to attain maximum torque
across a wide engine speed range.
Cylinder head
The cylinder head consists of two parts. The top
half of the cylinder head consists of a valve cover
with integral camshaft bearing caps.
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Engine— 2.5L Duratec (147kW/200PS) - VI5303-01-
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E62857
1
2
3
6
5
4
Description
Item
Camshaft bearings
1
Valve cover
2
Cylinder head
3Description
Item
Spark plug well sealing ring
4
Exhaust camshaft
5
intake camshaft
6
A conventional cylinder head gasket is installed
between the cylinder head and the cylinder block. The gaskets between the other mating faces are
fluid gaskets.
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Engine— 2.5L Duratec (147kW/200PS) - VI5303-01-
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Camshafts
E62570
1
2
3
7
6
5
4
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Description
Item
Exhaust camshaft
1
intake camshaft
2
Valve cover
3
CMP Sensor - intake camshaft
4Description
Item
Intake camshaft reference mark
5
Exhaust camshaft reference mark
6
CMP Sensor - exhaust camshaft
7
CAUTION: Before removal, mark the
camshafts as the intake and exhaust
camshafts can be mixed up.
A reference mark for the CMP sensor is machined
into each camshaft. When the camshafts are set
precisely to the timing marks, the machined mark
on the exhaust camshaft is located roughly at the
5 o'clock position and the machined mark on the
intake camshaft is located at 8 o'clock.
When changing the toothed belts it is not necessary
to dismantle the camshaft adjustment units. A
special tool prevents the VCT control units from
turning during the adjustment process by locking
the two VCT control units to one another.
A further special tool is needed to fix the camshafts
in the adjustment position. The special tool
engages in corresponding recesses for the
reference marks on the CMP sensors. Each camshaft is fixed in place using four bearing
caps and the bearing cap VVT. The bearing caps
must not be changed around and must always be
fitted in their original positions.
The VCT control units for the intake and exhaust
camshafts are moved into the locked base position
when the engine is stopped through the
engagement of a spring-loaded locking pin. The
movement to the locked base position is assisted
by the tensile force of the timing belt for the intake
VCT control unit. With the exhaust VCT control
unit, a spring inside the control unit additionally
assists in reaching the locked base position. The
intake VCT control unit is in the "retarded timing"
position and the exhaust VCT control unit is in the
"advanced timing" position when in the locked base
position. The lock is hydraulically released when
the engine is started depending on the oil pressure.
The mechanical valve tappets are maintenance
free.
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Engine— 2.5L Duratec (147kW/200PS) - VI5303-01-
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Timing marks
132
45
6
78
E62440
Description
Item
Exhaust camshaft pulley timing mark
1
Engine front cover with timing marks
2
Intake camshaft pulley timing mark
3
Intake camshaft drive gear
4Description
Item
Exhaust camshaft drive gear
5
Crankshaft timing belt pulley timing mark
6
Crankshaft timing belt pulley
7
Crankshaft
8
The front engine cover must always be fitted when
checking and adjusting the valve timing or timing
belt tension, as the timing marks for both camshaft
pulleys are provided on its front end.
Correct timing belt tension is ensured by the
automatic timing belt tensioner.
No direction of movement is specified when using
a new timing belt. If, however, the old timing belt
is reused, the direction of movement must be
marked prior to removal.
Once the timing belt has been correctly tensioned,
the engine must be rotated by hand two turns
clockwise at the crankshaft in order to allow a subsequent check of the timing belt tension and
adjustment.
Cylinder block
The cylinder block consists of three parts. These
are the cylinder block, the lower crankcase and the
sump pan. The cylinder block has five cylinder
liners made of cast iron, which cannot be replaced.
The pistons are made of a homogeneous aluminum
alloy with a graphite coating on the sides. This
coating serves to reduce friction and dampen noise.
The pistons are cooled from below via oil-spray
nozzles screwed into the cylinder block.
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