Ford Galaxy / Ford S-MAX. Manual — part 189

Engine - 2.5L Duratec (162kW/220PS) -
VI5 - Engine

S-MAX/Galaxy 2006.5 (02/2006-)

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Description and Operation

2.5L Duratec-ST (VI5) engine

General

The 2.5L Duratec-ST (VI5) engine is a transversely mounted 5-cylinder, 20-valve, 2522
cm³, turbo engine.

The cylinder bore is 83 mm.

The stroke is 93.2 mm.

It has a compression ratio of 9:1.

The valve train is driven by a timing belt.

The valve timing of the intake and exhaust camshafts is adjusted by variable camshaft
timing (VCT) control units.

The accessories are driven by two elastic multigroove belts.

The tension of the two multigroove belts is maintained automatically by two separate
mechanical belt tensioners.

Engine management

Bosch ME 9.0 engine management system
Knock control with two knock sensors
Electronic throttle plate
Electronic accelerator pedal
Variable camshaft timing for intake and exhaust camshafts
Fuel rail with combined fuel pressure and temperature sensor
Sequential multi-port fuel injection
Camshaft position (CMP) sensors for intake and exhaust camshafts.
Crankshaft position (CKP) sensor

Engine emission control

Complies with European emissions standard IV
EOBD (European On-board Diagnostic) for the monitoring of emissions-related
components.
HO2S (Heated Oxygen Sensor), pre- and post-catalytic converter

Diagnosis

Diagnosis is performed using WDS (Worldwide Diagnostic System) via the DLC (Data Link
Connector).

Engine power output and torque

Description

Torque curve

Power output curve

By the use of VCT for the intake and exhaust camshafts it is possible to attain maximum
torque across a wide engine speed range.

The maximum torque of 320 Nm is available between 1600 and 4000 rpm.

Maximum power output of the engine is 166 kW (225 PS) at 6000 rpm.

2.5L Duratec-ST (VI5) engine

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Description

Engine front cover

Engine rear cover

CMP sensor, intake camshaft

CMP sensor, exhaust camshaft

VCT oil control solenoid, intake camshaft

VCT oil control solenoid, exhaust camshaft

Exhaust VCT control unit

Intake VCT control unit

Timing belt idler pulley

Crankshaft timing belt pulley

Timing belt tensioner

Coolant pump pulley

Timing belt

Design

The 2.5L Duratec-ST (VI5) engine is a turbo charged engine with 5 cylinders and 20 valves
with electronically-controlled dual VCT.

The entire engine is made of aluminum.

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The cylinder head consists of two parts.

The cylinder block consists of three parts.

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.

The two camshafts are supported by six bearing caps in the two halves of the cylinder
head. The top half of the cylinder head consists of a valve cover with integral camshaft
bearing caps.

Maintenance-free mechanical valve tappets are installed in the cylinder head.

The spark plug wells are additionally sealed by O-rings.

A cover has been fitted over the spark plug recesses as a protection against dirt and water.

The valve train is controlled via a timing belt which drives the intake VCT control unit and
the exhaust VCT control unit. These control units then drive the respective camshafts.

The timing belt is tensioned via a mechanical timing belt tensioner.

The coolant pump is also driven via the timing belt.

The compact pent-roof combustion chamber design, the V-shaped arrangement of the
valves and the centrally-positioned spark plugs ensure optimum combustion, low knock-
susceptibility and low exhaust emissions.

The crankshaft has six bearings.

The shims are located at the 5th crankshaft main bearing.

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.

Design of the variable camshaft timing system

This system is an electronically-controlled, dual, independent VCT control system that
allows for independent, variable valve timing for the intake and exhaust camshafts.

A reference mark for the CMP sensor is machined into each camshaft.

The CMP sensors are located in the valve cover.

Function

The variable camshaft timing system is driven hydro-mechanically by means of the engine
oil circuit.

Provided for this purpose on the drive side of each of the camshafts is a electronically-
controlled flow valve with an integral spring mechanism (VCT oil control solenoid), which is
supplied with the current engine-speed and load values by the powertrain control module
(PCM). Based on these input signals, a larger or smaller camshaft rotation angle is achieved
relative to the crankshaft. The CMP sensors register the position of the camshafts and
transmit this information to the PCM.

Camshafts