• The Duratorq engine Is an all-new design, with no
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carry-over from the old 2.5-litre engine. Like that unit, it is a direct-injection design, but the Duratorq is more compact, has four valves per cylinder, and all variants are turbocharged. Exhaust gas recirculation (EGR) is standard, and more powerful models are fitted with a charge-cooler.
Like the later versions of the 2.5litre engine, the Duratorq uses an electronically controlled injector pump (Bosch VP30 or VP44, depending on model). Ford was expected to offer the Transit with a common-rail injection system--which is certainly under development—but this will not happen for another year or two.
Rear-wheel drive Transits will have a 2.4-litre version of the Duratorq
mounted longitudinally and driving through a modified version of the current M175 five-speed gearbox. Power ratings are quoted as 75,90 and 120PS, equating to 74,88 and 118hp.
FWD Transits will have a 2.0-litre Duratorq engine, mounted transversely and driving through the new VX175 box. Despite Ford's emphasis on parts commonality, the 2.0-litre engine shares neither bore nor stroke with the larger variant. Power ratings for the 2.0-litre engine have not been finalised. but will probably be 74, 84 and 103hp.
The Duratorq is a modern design, with a "ladder frame" to reinforce the block and fractured con-rods for precise mating of the big-end surfaces. Unusually for a light commercial engine, the lower surface of the small
end bearing Is larger than the upper surface, to cope with the higher forces on the power stroke. tither refinements include needle-roller cam-followers, low-friction molybdenum disulphide "patches" on the piston skirts, a forged steel crankshaft and a dual-mass damped flywheel.
The double overhead camshafts and the injector pump are chain driven, while accessories are driven by a long poly-V belt.