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Ford AJD-V6/PSA DT17

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Lion Diesel Engine Family
Overview
ManufacturerFord of Europe
Production2004–present
Layout
Configuration60° V6, V8
Displacement2.7 L (2,720 cc)
3.0 L (2,993 cc)
3.6 L (3,630 cc)
Cylinder bore81 mm (3.19 in)
84 mm (3.31 in)
Piston stroke88 mm (3.46 in)
90 mm (3.54 in)
Cylinder block materialCompacted graphite iron cross bolted
Cylinder head materialHigh strength aluminium
ValvetrainDOHC 4 valves x cyl.
Compression ratio16.4:1, 17.3:1
Combustion
TurbochargerVariable geometry single or twin-turbo with air-to-air intercooler
Fuel systemCommon rail direct injection
ManagementSiemens
Fuel typeDiesel
Cooling systemWater cooled
Output
Power output140–225 kW (190–306 PS; 188–302 hp)
Torque output440–700 N⋅m (325–516 lbf⋅ft)
Dimensions
Dry weight202 kg (445 lb)

The Lion Diesel engine was first developed as a V6 with a clean-sheet architecture by Ford in the UK for its then subsidiaries Jaguar Cars and Land Rover and for its partner PSA Peugeot Citroën working under the Gemini joint development and production agreement. In Jaguar Cars and Land Rover vehicles it is known as the AJD-V6 and DT17/20 by PSA. The engines share the same bore/stroke ratio, with the V6 displacing 2.7 L (2,720 cc) and the V8 displacing 3.6 L (3,630 cc). The V6 was launched in 2004 and the V8 in 2006. The V6 engine meets the Euro IV emissions standards. A 3.0 L (2,993 cc) was added in 2009 and is based on the 2.7 L (2,720 cc). The V6 is used across many vehicles, from the Citroen C5, C6, to the Land Rover Discovery, Range Rover, the Jaguar range, and also the Ford Territory.

Common Construction

The engine family utilises twin overhead camshafts and multi-valves, single or twin-turbochargers with an air-to-air intercooler, and innovative compacted graphite iron (CGI) block construction that leads to a low weight of 202 kg (445 lb) dry. Fuel supply is high-pressure common rail direct injection.

Lion V6

AJD-V6 engine in a 2006 Jaguar XJ

To improve the engine's low-speed torque range for off-roading and towing applications, the Land Rover variant utilised a large capacity single-turbocharger, rather than use the twin-turbo design; in addition the engine is fitted with a large engine driven cooling fan to support low speed, high load driving as may be encountered in desert conditions. Furthermore, the Land Rover variant of the Lion V6 includes a deeper, high capacity sump with improved baffles to maintain oil pressure at off-roading extreme angles and multi-layered seals to keep dust, mud and water at bay and different transmission bell housing bolt pattern. The Lion V6 – constructed from compacted graphite iron[1] – is a member of the Ford Duratorq family and is produced at Ford's Dagenham engine plant; 35,000 engines were produced from April to December 2004.

The 3.0-litre design, known as the Gen III, superseded the 2.7-litre, and uses turbochargers on a series-sequential system and has an uprated common rail injection system incorporating fuel injectors with piezo crystals fitted nearer to the tip to reduce engine noise and a metering mode to reduce oversupplying fuel, decreasing fuel consumption and unused fuel temperature over the 2.7-litre model. The sequential turbocharger system utilizes the smaller of the two turbos when the engine is running at low revolutions; once the engine has reached 2,800 rpm, the larger turbocharger is also used to pressurize the intake.

Jaguar tested fitting the engine to its XK model but didn't carry the project over to production.

The 3.0-litre variants used by Land Rover feature the 2.7-litre's off-roading adaptations plus calibration of the engine's electronics to allow the use of low-quality fuels.

2.7HDi/TDV6/2.7TD

Engine configuration & engine displacement

60-degree V6 engine, single- and twin-turbo diesel, 2,720 cc (2.7 L; 166.0 cu in), bore x stroke 81 mm × 88 mm (3.19 in × 3.46 in), compression ratio 17.3:1

Cylinder block & crankcase

Compacted graphite iron cross bolted block

Cylinder heads & valvetrain

High strength aluminium, DOHC with four valves per cylinder

Aspiration

Single turbocharger or twin-turbochargers with air-to-air intercooler, electronically actuated variable geometry with transient over-boost capability, port deactivation system

Fuel system & engine management

Siemens Common rail (CR) direct diesel injection, maximum injection pressure of 1,650 bars (23,900 psi), piezo injectors

DIN-rated motive power & torque outputs
140 kW (190 PS; 188 hp), 440 N⋅m (325 lbf⋅ft) – Ford Territory, Land Rover Discovery 3, Range Rover Sport
150 kW (204 PS; 201 hp), 440 N⋅m (325 lbf⋅ft) – Citroën C5, Citroën C6, Jaguar S-Type, Jaguar XF, Jaguar XJ, Peugeot 407, Peugeot 607
References
“Ford, PSA Announce New V6 Diesel” Auto Report, 10 June 2003

3.0D/TDV6/SDV6

Engine configuration & engine displacement

60-degree V6 engine, twin-turbo diesel, 2,993 cc (3.0 L; 182.6 cu in), bore x stroke 84 mm × 90 mm (3.31 in × 3.54 in), compression ratio 16.4:1

Cylinder block & crankcase

Compacted graphite iron cross bolted block

Cylinder heads & valvetran

High strength aluminium, DOHC with 4 valves per cylinder

Aspiration

Twin-turbochargers with air-to-air intercooler, electronically actuated variable geometry with transient over-boost capability, port deactivation system

Fuel system & engine management

Bosch Common rail (CR) direct diesel injection, utilising a Bosch EDC17CP11 engine management control unit and maximum injection pressure of 2,000 bars (29,000 psi), piezo injectors

DIN-rated motive power & torque outputs
180 kW (245 PS; 241 hp), 450 N⋅m (332 lbf⋅ft) – Citroën C5, Citroën C6, Peugeot 407, Peugeot 407 Coupé
180 kW (245 PS; 241 hp), 500 N⋅m (369 lbf⋅ft) – Jaguar XF, Land Rover Discovery 4, Range Rover Sport
190 kW (258 PS; 255 hp), 600 N⋅m (443 lbf⋅ft) – Land Rover Discovery 4, Discovery 5, Range Rover Sport
202 kW (275 PS; 271 hp), 600 N⋅m (443 lbf⋅ft) – Jaguar XF, Jaguar XJ, Range Rover
221 kW (300 PS; 296 hp), 700 N⋅m (516 lbf⋅ft) – Jaguar XF, Jaguar XJ, Range Rover Velar, Jaguar F-Pace
225 kW (306 PS; 302 hp), 700 N⋅m (516 lbf⋅ft) – Range Rover Sport, Discovery 5

Lion V8

See also Ford 4.4 Turbo Diesel

Built at Ford's Dagenham engine plant in Essex, the 3.6-litre V8 twin-turbo diesel engine began production in April 2006.

Much speculation in the United States has focused on this engine as a possible Diesel entrant in the F-150 pickup truck and Expedition SUV.[2] It was announced that the new F150 engine was to be based on this engine and enlarged to 4.4L, but that program was later cancelled. The Cleveland Engine plant recently began small-scale production of the exotic compacted graphite iron (CGI) used in the block's construction, leading many to expect production of the engine there. Ultimately, Ford went with the 3.0 Lion V6 modified for US truck use, and utilizing a single turbocharger.

3.6 TDV8

Engine configuration & engine displacement

90-degree V8 engine, twin-turbo diesel, 3,630 cc (3.6 L; 221.5 cu in), bore x stroke 81 mm × 88 mm (3.19 in × 3.46 in), compression ratio 17.3:1

Cylinder block & crankcase

Compacted graphite iron cross bolted block

Cylinder heads & valvetrain

High strength aluminium, DOHC with 4 valves per cylinder

Aspiration

Twin-turbochargers with air-to-air intercooler, electronically actuated variable geometry with transient over-boost capability, maximum boost pressure of 1.6 bars (23 psi), piezo injectors

DIN-rated motive power & torque outputs
200 kW (272 PS; 268 hp), 640 N⋅m (472 lbf⋅ft) – Range Rover, Range Rover Sport

See also

Notes

  1. ^ Guesser, Wilson Luiz; Duran, Pedro Ventrela; Krause, Walmor (12–13 May 2004). "Compacted Graphite Iron for Diesel Engine Cylinder Blocks" (PDF). Congrès Le diesel. Ecole centrale Lyon.
  2. ^ Truett, Richard (31 July 2006). "Powertrain Plans". AutoWeek. Retrieved 2 August 2006.

References

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