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42-641: The Essex V4 is a V4 petrol engine manufactured by the Ford Motor Company from 1965 to 1977. The engine was available in both 1.7 L and 2.0 L capacities . Designed by Ford of Britain , the Essex V4 was produced at a plant in Dagenham , originally in the county of Essex , later part of east London . The engine was used in the Ford Corsair , Capri Mk I, Consul / Granada Mk I, Ford Zephyr Mk IV and

84-613: A 130 hp (97 kW) two-stroke V4 to the US market with what was called "precision blend" oil injection. Most of the outboard motors are usually two-stroke engines with a carburetor. In 1935, the Wisconsin Motor Manufacturing Company began producing petrol (gasoline) V4 engines for industrial, agricultural, and stationary applications, with several farm equipment manufacturers using the Wisconsin V4 engines. In 1950,

126-409: A flat cylinder head could be combined with simple flat-top pistons, that option ignores the reasons for having a depression in the top of each piston, namely: (i) it provides a compact space for combustion to begin, allowing an optimal flame front; and (ii) it creates significant " squish " as the piston reaches TDC . This causes turbulence, which is desirable because it promotes more extensive mixing of

168-608: A heavier flywheel. Using split crankpins in a 60° V4, as used on the Ford Essex V4 engine and Ford Taunus V4 engines , results in an even firing order. The earliest automotive use of V4 engines were in Grand Prix racing (later called 'Formula One') cars. One of the pioneering V4 engines was in the 1898 Mors rear-engined car built in France. At the time, the lack of vibration from the V4 engine

210-486: A narrower V-angle could be utilized, such as 60 degrees. Although a 60° V4 is more compact than a 90° V4 engine, the 60° design does not have perfect primary balance (if the crankpins are not split) and, therefore, often require a balance shaft to reduce vibrations similar to the V6 engines . Additionally, any (four-stroke) V4 engine with shared crankpins will fire unevenly which will result in more vibration and potentially require

252-473: A new engine and transmissions planning department. The project's goal was to produce an engine suitable for use in both passenger cars and work vans, with marine and industrial applications also under consideration. Right from the outset both high- and low-compression petrol versions were planned, as was a diesel version. For the van application, the product planners examined the features of the market-leading Volkswagen Transporter . While Ford would not duplicate

294-404: A single camshaft in the block . Inlet valves had a diameter of 41 mm (1.6 in), while exhaust valves were 37 mm (1.5 in). All Essex V4s had the same 93.66 mm (3.69 in) bore diameter, but the 1.7 L version had a stroke length of 60.35 mm (2.38 in) and the 2.0 L version had a stroke length of 72.42 mm (2.85 in). Connecting rod lengths were

336-406: A small gap between the top of the cylinder and the head when the piston is at TDC; in a normal engine the size of the combustion chamber dictates the compression ratio of the engine (i.e. the volume of the cylinder is compressed into the space of the chamber at TDC; a flat piston and flat head would leave no space for the air-fuel mixture, unless designed so the piston doesn't actually reach the top of

378-514: Is a design for the combustion chambers of the cylinder head on an internal combustion piston engine , named for engine designer S. D. Heron . The head is machined flat, with recesses only for inlet and exhaust valves, spark plugs, injectors and so on. The combustion chamber itself is contained within a dished depression in the top of the piston . The Heron head is suitable for petrol and diesel engines, for ohv and ohc valve-gear , and for small and large engine displacement capacities. While

420-427: Is popular for outboard marine applications due to its short engine length. In 1958, both Johnson and Evinrude introduced 70.7 cu in (1,159 cc) V4 outboards rated at 50 hp (37 kW) and weighing 200 lb (91 kg). By 1972, the same basic V4 block was producing more than double the horsepower in stock form because of the experience manufacturers gained from racing. In 1988, Yamaha introduced

462-515: The Ford Transit Mk I van. Development of the Essex engine family began in 1961. While design of the new engine would be handled by engine design director Alan Worters and a team consisting of Alan Aitken, John Pask, and George Soule, a product planning team would also be involved. The first product strategy meeting was chaired by Ford product planning manager Terence Beckett. Philip Ives was manager of

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504-463: The 1.7 L and 2.0 L versions of the engine. Coachbuilder Crayford Engineering produced their own Ford Corsair V4 GT Crayford Convertible with the 2.0 L V4 from 1966 to 1968. A V4-powered estate conversion was built by coachbuilder Abbott . A revised Essex V4 with a 2-bbl carburettor was fitted in the 2000E version of the Corsair. The most powerful factory version of the Essex V4 appeared in

546-514: The Capri II was released in 1974, the 2.0 L Essex V4 was replaced by either the 2.0 L OHC Pinto TL20 inline-4 or the 2.0 L Ford Cologne V6 engine . The Mk1 Granada , released in March 1972 as the Corsair's replacement, was also available with the 2.0 L Essex V4. The Granada-based Ford Consul offered either the 1.7 L or 2.0 L displacements from 1972 to 1974. The Essex V4

588-530: The DIN rating. V4 engine The V4 engine is less common compared to straight-four engines . However, V4 engines have been used in automobiles, motorcycles, and other applications. Some V4 engines have two crankpins that are shared by opposing cylinders. The crankshaft is usually supported by three main bearings in this type of engines. However this arrangement results an uneven firing engine. Split crankpins are preferred for even firing intervals. Compared to

630-597: The Dagenham plant where the new engines would be produced was funded. The Essex V4 first appeared in 1965 in both the Ford Transit Mk1 van and the Ford Corsair saloon. The Essex V4 is a 60° V4 engine with a cast iron cylinder block and heads. The engine block was just 20 in (510 mm) long. The engine uses crossflow cylinder heads with 2 overhead valves per cylinder operated through pushrods and rocker arms by

672-477: The Ford Corsair 2000E Deluxe and produced 103 hp (104.4 PS; 76.8 kW). The revised Zephyr Mk IV line debuted in 1966. The Zephyr 4 model was powered by the 2.0 L Essex. The model remained in production until 1972. In 1969 the Capri 2000GT mounted a 2.0 L Essex V4 producing 92 hp (93.3 PS; 68.6 kW) at 5500 rpm and 141 N⋅m (104.0 lb⋅ft) of torque at 3600 rpm. When

714-548: The French Grand Prix after just four laps, however, it later set a speed record of 164 km/h (102 mph). The first V4 engine used in production cars was the Lancia V4 engine that was first used in the 1922 Lancia Lambda . The Lancia engine was a narrow-angle design with an angle of 20 degrees between the banks and a single cylinder head with one overhead camshaft shared by both banks. It also used aluminium for both

756-531: The MK1 Transit with its flat front and short bonnet was designed for the Essex V4. Both 1.7 L and 2.0 L versions were available at the outset. The planned diesel version of the Essex did not reach production, so a Perkins inline-4 diesel engine was made available in Mk1 Transits, which required a longer "Bullnose" bonnet to clear the longer engine. Also debuting in 1965, the Ford Corsair offered both

798-461: The Taunus engine, the Essex also was a 60-degree V4 with water cooling, overhead valves, and designed for use in front-engined cars/vans. The Porsche 919 Hybrid LMP1 racing car used in the 2014–2017 seasons used a 2.0 L (122 cu in) 90-degree turbocharged V4 engine that was mid-mounted. One of the first motorcycles powered by a V4 engine was the 1931–1935 Matchless Silver Hawk built in

840-528: The United Kingdom. The Silver Hawk used a narrow-angle 16-degree V4 engine with a single cylinder head, pushrod valve actuation, and air cooling. The 1936–1938 Puch P800 was built in Austria for both civilian and military uses. The P800 used a very wide-angle 170-degree V4 engine (therefore being close in appearance to a flat-four engine) with two cylinder heads and air cooling. V4 engines were used during

882-720: The V4-equipped Corsair as "The car that is seen and not heard", reviewers of V4-powered cars frequently commented on the engine's lack of smoothness. For the 1967 release of the Corsair 2000E the 2.0 L engine received larger ports, a new camshaft, and a 2-bbl Weber 32DIF carburettor on a new intake manifold in place of the earlier 1-bbl Zenith Stromberg . These changes brought horsepower to 97 hp (72.3 kW) at 5000 rpm, up from 88 hp (65.6 kW). A revised clutch and flywheel were fitted in July 1968, and in October of

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924-465: The Volkswagen's rear-engined drivetrain, the advantages of its flat floor and unimpeded driver access led to the team proposing a vehicle with a V4 engine mounted ahead of the driver to free up cargo space. In the end both a V4 and V6 engine were approved, sharing a 60° included angle between the cylinder banks and an oversquare bore and stroke ratio . The resulting Essex V4 and Essex V6 engines share

966-526: The block and head (which was unusual for the time). Lancia produced V4 engines until 1976, when they were replaced by flat-four engines. The 1960–1994 ZAZ Zaporozhets is a Soviet city-type car that used a rear-mounted V4 engine. This engine was based on the design used in the LuAZ-967 amphibious military vehicle. It featured air-cooling with a magnesium block and was produced in displacements from 0.7–1.2 L (43–73 cu in). The AMC Air-cooled 108

1008-410: The camshaft drive gear out of steel with fibre teeth. The change to the camshaft drive gear was made to address a weakness in the engine. This timing gear was originally a fibre composite part that could break at high rpm or with age. Since the engine was an interference type, a failed timing gear made it possible for the pistons to contact any valves left open and do significant damage. Another weakness

1050-417: The fuel/air mixture: cf: cf1, cf2, cf3. Having no space available at the top of piston travel to maintain compression ratio would also mean that the air-fuel mixture would be compressed to zero volume (or close), which is far too high a compression ratio for any internal combustion engine to run on (due to detonation before the piston even reached top dead center) unless the stroke was carefully designed to leave

1092-465: The largest Wisconsin V4 engine was the VR4D with a displacement of 255 cu in (4.2 L) and a power output of 56.5 hp (42 kW) at 3000 rpm and a peak torque of 162 lb⋅ft (220 N⋅m) at 1250 rpm. The company produced V4 engines until 2019. In the mid-1940s, Turner Manufacturing in the United Kingdom produced a diesel water-cooled V4 engine for industrial and marine uses. This engine

1134-422: The mid-to-late 1980s, especially in transverse-engined Honda motorcycles that had a 90-degree V4 engine with water cooling. The majority MotoGP manufacturers chose the V4 configuration for their bikes since 2020. These include: The reasons for this are that compared to traditional firing order inline four engines, V4 engines Another use of the V4 engine is in outboard motors for boats. The V4 configuration

1176-629: The more common inline-four engine layout, a V4 engine is much shorter. Although different V angles can be used, if the two pistons are at a 90° V-angle with shared crankpins, the engine also achieves a perfect primary balance and offers the additional advantage of better secondary balance that reduces vibration. The shorter crankshaft of the V4 engine is less susceptible to the effects of torsional vibration due to its increased stiffness and also because of fewer supports suffers less friction losses. Disadvantages of V4 engines include its design being inherently wider compared to inline-4 engines, as well as

1218-444: The ones fitted to Ford Transits had shallow combustion chambers in them while high-compression heads were completely flat. To counteract the engine vibration inherent in a 60° V4, Ford added a balance shaft to the Essex V4. In the related Essex V6 these vibrations were less pronounced, so the V6 did not have a balance shaft. Even with the balance shaft, and notwithstanding Ford's promoting

1260-613: The requirement of two exhaust manifolds, two-cylinder heads, and two valvetrains (thus needing two sets of camshafts for overhead cam engines) rather than only one cylinder head, one manifold, one valvetrain, and one set of camshafts for an inline-four engine. Having two separate banks of components increases cost and complexity in comparison with inline four engines. Because V4 engines are wider than inline-four engines, incorporating auxiliary drives, inlet systems, and exhaust systems while maintaining an overall compact size may be more difficult like other V-type engines. In order to reduce width,

1302-716: The same combustion chamber design and some internal dimensions and have many parts in common, including pistons, valves, and spark plugs . While work was progressing in England on the van to be called the V-series, Ford of Germany was proceeding with a design for a new commercial van of their own to be called the Transit. Ford in Germany already had a V4 engine in production; the American-designed Ford Taunus V4 engine , and it

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1344-412: The same year the oil pump was redesigned. Between 1971 and 1972 the Essex V4 (and V6) engines were upgraded again. Power output increased by using a different camshaft , changing the shape of the inlet ports from an O shape to a D shape and increasing the compression ratio slightly from 8.9:1 to 9.0:1. Other changes included moving the oil dipstick from the front to the left side of the engine, and making

1386-408: The same, so the different displacements were achieved by changing the crankshaft throw lengths and the piston heights. The cylinder firing order was 1-3-2-4. The 1.7 L and 2.0 L engines in the Transit van had a standard compression ratio of 7.7:1. A ratio of 9.1:1 was standard for 1.7 L engines in passenger cars, while 8.9:1 was standard for 2.0 L engines in passenger cars and

1428-572: Was a 108 cu in (1.8 L) engine built from 1960 to 1963 for use in the lightweight M422 Mighty Mite military vehicle. The M422 developed was by American Motors Corporation (AMC) in the United States and specifically designed to be transported by helicopter. Beginning in the 1960s, Ford's European divisions produced two unrelated V4 engines. The first was the Ford Taunus V4 engine , produced in Germany from 1962 to 1981. The Taunus

1470-518: Was a 60-degree V4 engine with water cooling and overhead valves. Initially designed for use in front-engined cars, it was used in various Ford models and also used in the front-wheel-drive Saab 95 , Saab 96 , and Saab Sonett models. It was also used in the mid-engine Matra 530 sports car. The second Ford V4 engine was the Ford Essex V4 engine , produced in the United Kingdom from 1965 to 1977 and used in several Ford Corsair, Capri, Consul, Zephyr, and Transit models. Although designed separately from

1512-402: Was a key selling point. However, the car's V4 engine was replaced by a conventional inline-four engine by 1901. In the 1907 French Grand Prix , the car entered by J. Walter Christie used a 19,891 cc (1,214 cu in) V4 engine, the largest engine ever used in a Grand Prix race. The engine was mounted transversely in the front and the car was front-wheel drive. The car retired from

1554-694: Was also built in South Africa, where it was originally fitted to the Corsair . Due to local content laws, the South African motor had a more varied usage, uniquely being fitted to the Cortina TC and to the 17M (Taunus P7) , as well as to the Capri. By the early seventies, a more refined version of the engine produced 76.6 kW (104.1 PS; 102.7 hp) SAE, or 64.7 kW (88.0 PS; 86.8 hp) net — similar to

1596-468: Was in the oil pump drive. The camshaft drove the distributor (Ford or Lucas) through a skew gear, which in turn drove a hexagonal shaft that powered the oil pump. If the hex shaft rounded off it would no longer engage with the distributor drive and the oil pump would stop, starving the engine of oil. Other problems experienced with early engines included leaking head gaskets, worn balance shaft bearings, and big-end or main bearing failures. Released in 1965,

1638-502: Was optional for the 2.0 L in the Transit. Power output varied from 73 hp (54.4 kW) for the low-compression 1.7 L engine to 93 hp (69.4 kW) for the high-compression 2.0 L engine, while torque ranged from 100 lb⋅ft (136 N⋅m) to 123.5 lb⋅ft (167.4 N⋅m). With the Essex V4 engine's Heron cylinder head design and bowl-in-crown pistons, different compression ratios were achieved with different cylinder heads. Low-compression cylinder heads such as

1680-501: Was this engine that they proposed to use in their new vehicle. Both van projects were presented to management, who was already moving to consolidate both product lines and corporate divisions in Europe and Britain. The decision was made to approve a single body and chassis but allow England and Germany to use their own engines. The V-series name was also dropped in favour of the Transit name in England. A £14 million investment in renovations to

1722-512: Was used by Marcos sports cars in their Marcos 2 litre model. Released in 1969, this version remained in production until 1971; the company went into receivership one year later. When the Marcos GT was revived in component form in 1982 the Essex V4 was included in the list of supported engines. Total production of V4 Marcos cars is usually estimated to have been 78 units, although some references report as few as just 40 cars. The 2.0 L Essex V4

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1764-447: Was used in the 1949–1957 Turner Yeoman of England tractor. Mitsubishi Heavy Industries built the 4ZF , an air-cooled diesel-powered V4 engine used in the Type 73 armored personnel carrier and related Japanese military vehicles since 1973. [REDACTED] Media related to V4 engines at Wikimedia Commons Heron cylinder head A Heron cylinder head , or simply Heron head ,

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