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PAGE CONTENTS:
Ford Power Products: Overview, History, Model History, Trivia. Contact Information, etc.
Primary Marinizers of Ford Power Products Diesel Engines.
^ Ford & Lehman “Fixes” that need to be accomplished to prevent serious damage.
^ Repair Shops and Parts Suppliers of Ford Marine Diesel Engines.
Engine General Specifications with Links to model pages full of additional information.
^ Ford “Dagenham” Series (1952-1965) 4D & 6D & Spanish EBRO (1965-1999?) 4D.
^ Ford Early “Dorset” Series (1965-1969+) 2700 Range including 2704ET (1968-1981?).
^ Ford Early-to-Late “Dorset” Transition Series (1969-1970) 2700 Range (“C” suffix w/Parent Bore).
^ Ford Late “Dorset” Series (1970-1982) 2710 Range.
^ Ford “Dover” Series (1982-1994) 2720 Range & Turkish Ford-Otosan “DoverTech” (1994-2010).
^ Ford New Holland “M” Series (1987?-2008?) +”Brazilian” Series (1992-2008?) BSD Range.
^ Ford Case New Holland “Genesis” Series (1991?-2003?) TA Range.
^ Ford “Kent” Petrol Engine Dieselized by Watermota (1975?-1978?).
^ Ford “York” Series 2400 Range (1972-1984) & FSD Range (1984-1999) (Ford Transit).
^ Ford “LT” & “Endura-DE & DI” Series (1984-2008) XLD Range.
^ Ford ⇐ PSA (Peugeot) XD Series ⇐ Indenor XDP Range (1972?-2003?).
^ Ford ⇐ PSA (Peugeot-Citroën) XUD Series (1982-2003?).
^ Ford “DuraTorq” Series (1999-2003?) ZSD (Puma) & TDCi Ranges  (Ford Transit).
Product Documentation: Catalogs, Brochures, SpecSheets, Manuals, Parts Books, etc.
Forum Posts, Tech Tips & Tech Notes.
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Industrial Engine Operation ⇒ Ford Power Products

Ford Motor Company has long been an industry leader in supplying powertrain systems to the industrial and power generation markets. Originally established in 1947 as the “Industrial Engine Operation of Ford Motor Company”, and going by several names over the years, Ford Power Products is now managed by Ford Component Sales: a wholly owned subsidiary of the Ford Motor Company. Back when they were called “Ford Industrial Power Products”, they Marketed diesel engines sourced from their tractor and truck divisions mainly in Europe, and adapted to the off-road markets including OEMs and the marinizers: Lehman, Mermaid and Bomac, just to name a few. A more complete listing of marinizers follows later in this article. Later as Ford Power Products they marketed a wide range of petrol (gasoline) engines sourced from their automotive and industrial divisions mainly in the USA, and adapted to the off-road markets including OEMs and the marinizers: MerCruiser, Volvo Penta and OMC, just to name a few. Ford Component Sales today offers select Ford Engines, Transmissions and Service Parts to non-automotive off-road markets through their network of engine up-fitters and resellers. The current engine lineup offered by Ford Component Sales includes a wide range of engines operable on gasoline, natural gas, liquefied petroleum gas and dual fuel. For these engine offerings, go to Ford Power Products. A few diesel engines have also been sourced from Ford’s “Transit” production line, but these offerings seem to have disappeared of late.

From Ford Power Products.

This article is most concerned with Ford tractor and truck sourced diesel engines used in marine service for propulsion and power generation. But first, a little background.

Ford Motor Company
Early History

Ford was a major manufacturer of farm tractors for much of the 20th Century beginning in 1917 with the first model being built in Dearborn, Michigan. It was based on the Ford model ‘T’ automobile and shared many parts with the Ford model ‘TT’ truck. Initially it was simply called “the Henry Ford tractor”. In early 1918, the name “Fordson” was trademarked, and within a few months it was being marked on the tractors. By mid-1918, more than 6,000 Fordson tractors, all U.S.-built, were in use in Britain, Canada, and the United States. After World War I ended, production began in Cork, Ireland, in parallel with U.S. production. However, Ford ended production at Cork in 1922 due to the Irish revolution and in 1923, shipped the factory’s equipment back to the U.S. In February 1928, Henry Ford shocked everyone by ending U.S. Fordson production. Shortly thereafter, Ford of England restarted Fordson production at Cork, but when the new Dagenham plant opened in 1933 and took over production, the Cork plant was again closed. Tractors from the new plant were sold throughout the UK and exported all over the world including the US. During World War II, these tractors helped to produce much needed foodstuffs while releasing manpower off of the farms to join the war effort. After World war II, when diesel engines sourced from Perkins were offered in some models of the Ford tractors, and they proved quite popular. Ford decided to develop their own diesel engines for their own Fordson line of tractors.

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Ford “Dagenham” (4D, 4D Mark-2 & 6D Mark-2) Diesel Engines
(1952-1964)
and EBRO of Spain (4D Mark-2) Diesel Engines
(1965-1999?)

In 1952, Ford of Britain launched the “E1A Fordson New Major” tractor (see picture above) with a new Dagenham built overhead valve 4 cylinder inline 220 cubic inch diesel engine (see picture below). This engine became known as the “Dagenham 4D” and featured “wet” cylinder liners.

There was also a jointly developed petrol version of this engine (shown in a cutaway view below) with a slightly smaller bore and displacing 198.9 cubic inches. It shared some of its basic parts with the diesel engine such as the cylinder block, crankshaft and valve train.

Shortly thereafter, the “4D” was made into a higher revving automotive version and fitted into the Thames ET range of lorries.

When Ford’s competition offered lorries with higher payload, Ford realized that it needed a new model of lorry to compete. This new lorry was launched in May 1957 and was known as the Thames Trader.

This high cabbed monster was offered with the option of either an improved 4 cylinder “4D Mark-2” or a new 6 cylinder “6D Mark-2” engine depending on the vehicle’s payload. Either engine was mounted at an incline. That is to say it was tipped over to one side at about a 45° slant to reduce its height under the cab. To illustrate this configuration, a similar Ford 2706E inclined engine which followed the inclined 4D Mark-2, is shown below.

The “6D” was basically a 6 cylinder version of the “4D” with the same bore and stroke, and therefore had a displacement of 330 cubic inches. It shared some of its parts with the “4D” such as pistons, rings, liners connecting rods and valve train components, but of course not the cylinder block, crankshaft or camshaft which needed to be longer.

There was also a petrol version of this engine fashioned after the 4 cylinder petrol engine displacing 298.4 cubic inches. It shared some of its parts with the diesel engine including the block castings, crankshaft, bearings, and valve train. It also shared some of its parts with the 4 cylinder petrol engine such as pistons, rings, liners and connecting rods.

All 4D & 6D engines became known as “Dagenham” engines due to their plant of origin shown above. They featured an “exposed” fuel injection pump drive and “wet” cylinder liners. One of the weaknesses of these engines compared to the later 2700+ Range “Dorset” and “Dover” engines was that as they age, they tend to leak coolant into the oil sump. This is usually caused either by a leaky cylinder liner which has rusted through from the water jacket side, or corrosion of the cylinder block where the cylinder liner’s lower sealing ring should seal, or hardening of this liner seal due to normal aging or to excessive heat. It is important therefore to routinely flush the block around the bottom of the water jackets and use anti-freeze with corrosion inhibitors to prevent corrosion and consequent leakage. This isn’t a problem with the later 2700+ range “Dorset” and “Dover” engines since they use either “dry” cylinder liners or “parent bore” cylinder blocks.

During the production run of these engines, the 4D from 1952 to 1964 and the 6D from 1957 to 1965, numerous minor changes were made, although the engines retained their basic design and dimensions throughout, with many of the parts being interchangeable across the years. Some of the more significant of these minor changes are chronologically listed below:

• In 1957, the launch of the Mark-2 engine which amongst other changes had “high crown” pistons, and a thicker head gasket.
• In 1961, The sealing of the “wet” cylinder liners with two O-rings. One at the top, one at the bottom. Previously only one O-ring had been used at the bottom.
• In 1962, The use of a Simms Minimec mechanically governed fuel injection pump instead of the previous vacuum governed Simms injection pump.
• In 1962, With the launch of the Mark-2 Thames Trader, the 6D engine was fitted with the higher air flow “FL” cylinder head.
• In 1963, The 4D got a high air flow “FL” cylinder head (See the following link for further details of the “FL” head: http://www.ytmag.com/fordson/messages/2506.html courtesy of Steven B).

There were effectively 3 flavors of the 4D engine: Agricultural / Automotive / Industrial. The agricultural version didn’t rev as high as the automotive version – 1600rpm verses 2400rpm. The industrial version had slight differences like a decompressor for starting with a handle (See Ford 4D Engine Service Manual Section 1 page 1+).

Unlike the 4D, the 6D only had 2 flavors: Automotive / Industrial. A limited number of 6D engines were used in Agriculture by companies like County and Roadless in their 6 cylinder 4 wheel drive versions of the Fordson Major. A number were also used in combines, grass drying plants, rock crushers, etc, but these were basically Industrial engines being used for agriculture. Ford themselves never developed an agricultural version of this engine, and never built a 6 cylinder Fordson Major, although many were later converted to 6 cylinder engines.

The industrial engines were designated 589E, 590E, 591E, 592E for the 6 cylinder petrol, 6 cylinder diesel, 4 cylinder petrol, 4 cylinder diesel respectively. The 590E was available with a turbocharger. The Thames Trader 5 ton diesel (RHD) was denoted 510E, and the Thames Trader 5 ton petrol (RHD) was denoted 508E. The Fordson Major was designated the E1A. See the engine specifications tables later in this webpage article for more details.

After Ford ceased production of the 4D in Britain in 1964, Ford sent the tooling to EBRO in Spain where production resumed under license into the late 1990s. Most of the parts for these engines are interchangeable with the earlier Ford 4D and to a lesser extent, the 6D. Lehman marinized these EBRO built engines into the 1990s as the Lehman model 4D220.

With regards to 4D parts availability, these engines are fairly easy to get bits for. A significant number of Fordson Major tractors are still in use around the world, and a large number have also been preserved / restored. Consequently, a lot of aftermarket parts are being supplied for the Fordson Major. With EBRO in Spain continuing to produce the 4D up through the 1990’s, EBRO is a good source for 4D parts and the 6D parts they have in common. It should be easy to get hold of Valves, Valve guides, Pistons, Liners, Small end bearings, big end shells, main bearing shells, crank seals, water pumps etc. since they are all used on the “4D”. Parts specifically for the 6D might not be quite so easy to find, although they shouldn’t pose too many problems.

So in general when looking for parts, try to find parts that start with either 508E (in the case of parts common with the 6 cyl. petrol eg. crankshaft), 510E (in the case of parts specific to the 6 cyl. diesel), or E1A (E1ADDN / E1ADKN) in the case of parts common with the 4 cylinder. Avoid parts that begin with a 2700E number (eg. 2703E / 2704E etc.), since these refer to the later D-series & Cargo lorry type engines. See article on Ford diesel engine identification and the ford parts numbering system (coming soon).

The European Fordson brand and US Ford brand were consolidated in 1964 with the creation of a global tractor line. The Fordson Major was produced until 1964, whilst the Thames Trader and Industrial engines were produced until 1965. The Dorset 2700 series engines soon followed.

The easiest way to identify the “4D” & “6D” engines from the later Ford engines is the external drive shaft to the injection pump as shown below. The shaft coupling incorporated a timing adjustment claw bolt as shown below. The marinized version sometimes utilized the tachometer drive on the aft (left) end of the fuel injection pump to drive the raw water pump.

On the 4D engine, either a nylon or a rubber coupling will be found as an injection pump drive shaft coupling. The injection pump drive exits the block from the timing gears, through the aforementioned coupling to the injection pump as shown in the picture below.

On the 6D engine, a drive shaft of approx 6 inches in length is used to connect the fuel injection pump to the engine’s timing gears as seen in the picture below. This Fordson Major tractor which was originally fitted with the 4-cylinder engine has been repowered with the 6D engine. The frame rails and engine bonnet have been extended to accommodate the longer length of the 6 cylinder engine.

On both the 4D & 6D engines, the drive will be seen rotating whilst the engine is running, unless it is hidden from view by a makeshift/aftermarket protective cover. Best to stay clear of this shafting when it is turning.

A feature evident on many marinized 4D and 6D engines is the location of the raw water pump at the aft end of the “Jerk” type fuel injection pump where it is driven by the aft end of the fuel injection pump camshaft (as shown in the picture above) where the tachometer drive was originally designed to go on the tractor and truck engines. However, there also were marinized engines that had belt driven raw water pumps located at the front of the engine.

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Ford “Dorset” (2700 & 2710 Range) Diesel Engines
(1965-1982)

The fuel injection pumps on 2700+ engines (1965+) were gear driven directly
without any exposed couplings or extension shafts (see picture below).

Lehman marinized FORD 2701E Dorset with directly driven fuel injection pump (no external drive shaft).
The directly driven fuel injection pump caused more rapid wear of the engine’s pump driving gears.
Also note the remote oil filter, which had been inverted to fit into the shipping crate is now righted.
The “Two Shaft” Raw Water Pump has yet to be replaced with “Single Shaft” Pump to avoid shaft failure.
See other “Fixes” that need to be accomplished to prevent engine damage listed later in this article.

In 1965, Ford introduced the Dorset Series 2700 Range diesel engines. The early Dorset models were produced from 2/1965 to 11/1969. This range included the 2701E, 2703E, 2704E, 2704ET (Turbocharged), 2706E (an inclined 2701E), 2708E (an inclined 2703E), and 2709E (an inclined 2704E). All featured “Dry” cylinder liners, a new block, cylinder head, sump, etc. and were distinct from the Dagenham series engines by having the fuel injection pump mounted directly to the timing gear housing and driven directly by the engine’s timing gears (as shown in the picture above) with no moving parts seen whilst the engine is running. But like the 4D & 6D, they still had the pressed steel timing gear covers and angle cut timing gears. The Lehman marinized versions of these engines were fitted with the troublesome two-shaft raw water pump which was developed by Lehman from a Jabsco rubber impeller type water pump and located just under the fuel injection pump. Both the directly driven fuel injection pump and the raw water pump contributed to rapid wear of the engine timing gears. When these gears failed, the engine would suffer significant internal damage. The earlier 4D and 6D engines did not suffer from as much gear wear because the soft shock absorbing fuel injection pump drive coupling had the beneficial effect of minimizing drive gear chatter, and thus engine timing gear wear was not the problem that it became on the Dorset Series engines. The 2720+ Dover models introduced in 1982 were fitted with the more robust, but noisier straight cut gears.

In April 1965 Ford launched the “D-Series” lorry (see picture above) to replace the Thames Trader. These vehicles were fitted with automotive versions of the 2700 series engines which were fitted into the lorries on a slant (inclined). The first of these engines were offered in 330 & 360 cubic inch configurations. A Turbo 360 was offered in 1968.

In 1969, Ford introduced the Early-to-Late Transitional Dorset Series 2700 Range “C” suffix (Parent Bore) Engines which were produced for only one year from 11/1969 to 10/1970). This range included the 2701C, 2703C, and 2704C, which were the immediate forerunners of the 2711E, 2713E, and 2714E respectively which they were for all practical purposes identical to.

In late 1970, Ford introduced the Late Dorset Series 2710 Range engines which were produced from 11/1970 to 1982. This range included the 2711E, 2712E, 2713E, 2714E, and 2715E, all of which featured boreable “Parent Bore” cylinders. The 2704ET Turbocharged “Dry” Liner engine was carried over from before. Like the 2700 Range engines, the 2710 Range engines were fitted into the D series lorries on a slant (inclined). The 2710 Range engines became very popular in marine service. The 2712E was marinized into the popular Lehman 80, and the 2715E was marinized into the even more popular Lehman 120.

In several of the current online forums, there seems to be some confusion about which engine family came first, the Dagenham engines, the Dorset engines or the Dover engines. The Dagenham and Dorset sections above and the Dover section below should help clarify this issue. Fortunately, the Ford, Lehman and Mermaid specsheets and Manuals properly identify the engine families. One significant cause for this confusion is the commonality between all these ford engine families. This has resulted in it becoming common practice to replace damaged engines with engines from older or newer families, or with engines made up of components from earlier or later engines. Sometimes, matters are made worse when these replacement engines or components come from different applications (agriculture, automotive or industrial), and different duty ratings and power ratings. One must be very careful when identifying engines and their proper components to avoid throwing the engines off balance especially in twin engine applications. It is often wise to consult a knowledgeable expert such as one of the Smiths at American Diesel to ensure that you achieve the best results.

In 1977, Ford licensed Ford-Otosan in Turkey to start producing Ford engines.

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Ford “Dover” (2720 & ESD Range) Diesel Engines
(1982-1991)
And Ford-Otosan “Dovertech” (2720 & ESD Range) Engines
(1986?-2010)

In 1982, Ford introduced the Dover Series 2720 (ESD) Range engines which were produced by Ford at Dagenham from 1982 to 1994. This range included the 2721, 2722 (Lehman Super 90), 2723, 2724, and 2725 (Lehman Super 135) which featured “Parent Bore” cylinders and the 2726T and 2728T (both Turbocharged) which featured “Dry” liner cylinders. The 2720 series can be identified by the cast aluminum timing gear covers, the straight-cut timing gears and the highly visible chrome valve covers (see picture below). Note that some earlier engines were also fitted with chrome valve covers, so don’t depend on this feature alone to identify Dover engines. Remember the picture of the old blue 6D above with a non-stock chrome valve cover. The new straight-cut timing gears introduced in the Dover engines were noisier, but more robust and reduced the rate of timing gear tooth wear to a more acceptable level.

Ford-Lehman Super 135 (Dover 2725). Note chrome valve cover, direct driven fuel injection pump and aluminum timing gear cover.

In 1983, the Ford Cargo (pictured below) replaced the D-series (pictured second above). The Cargo lorries were fitted with automotive versions of the new Dover 2720 series engines which were fitted into the lorries on a slant and were called “inclined”. The majority of marinized Ford diesel engines that you will see nowadays are based on either the D-Series lorries’ Dorset engines or the later Cargo lorries’ Dover engines. See How to Identify Ford Diesel Engines.

In 1986, Ford-Otosan in Turkey began producing “Industrial Engines” for Ford. Shortly thereafter, all Ford Dover truck and industrial engine production moved to Turkey.

From 1986, Iveco S.p.A. held a 52% stake in Iveco Ford Truck Ltd, a joint venture (and effectively a merger) with Ford of Europe’s truck division. Ford plants took over production and sales of the major vehicles in the Iveco range and continued production of the Ford Cargo with at least some of the engines sourced from Ford-Otosan.

After 2000, Ford-Otosan continued production of the 2725E (sometimes referred to as the 2725OTO) until 2008, and the 2726T, 2728T and 2728TIM until 2010. Many of these engines were available from Ford stockpiles years past the end of their final production runs. In most markets, emissions regulations began restricting installation of these engines to replacement of already existing engines only. This kept them from being installed in new applications and of course ultimately led in their demise. Today, most all of the stocks of new engines and major castings such as blocks and heads have been exhausted, but most typical parts for rebuilding these models such as pistons, rings, liners, bearings, and gaskets are still readily available. Unfortunately, some of the prices are climbing rapidly.

More from Diesel Engine trader Forum Post by Arthur Ford

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Ford New Holland “M” + “Brazilian” (BSD Series) Diesel Engines

The BSD Series is a large family of 112 mm (4.4″) bore overhead valve engines originally developed in the 1960’s by New Holland Machine Company and used in New Holland products, mainly their tractors and combines. The engines were designated the “M” series and produced with 3, 4, and 6 inline cylinders and with various strokes from over-square, to square, to under-square. This allowed the use of the same 3, 4 and 6 cylinder blocks with various crankshafts to produce a wide range of power and torque values with many of the parts being interchangeable. The engines were of the “Parent Bore” type where the pistons are initially fitted directly into the cast-in-block cylinder bores. The Parent bore cylinders could, if needed due to cylinder wear or scoring, be bored and honed to fit oversized pistons and rings, typically 0.020″, 0.030″, and 0.040″ over, Or if needed, the Parent bore cylinders could be bored even more to fit cylinder repair sleeves, typically 4.506″, 4.590″, and 4.653″ Outside Diameter (OD). The thicker repair sleeves could also be bored and honed to fit the oversized pistons if need be. The exhaust manifold was located on the opposite side of the engine to the intake manifold. This is typical of a cross-flow head. This family of engines were favorably received and have broadly earned praise for their durability and dependability. They were initially marketed by New Holland to other OEMs, and later marketed through a joint venture with Ford by Ford Power Products for industrial and marine service as the BSD series. These Base engines were marinized by Beta, Lehman Mermaid and Sabre.

Ford expanded its tractor business when it purchased the Sperry-New Holland skid-steer loader and hay baler, hay tools and implement company from Sperry Corporation in 1985 and formed Ford-New Holland with the tractor plant located northeast of Dagenham in Basildon (see Fordson in Wikipedia).

After Ford acquired New Holland in 1985, Ford offered turbocharged versions of the 6.6L and the 7.8L engine in their Medium Duty F-600, F-800 and F-900 trucks, and in the Ford B series cowled bus chassis (an F series derivative). While the engines were officially the Ford-New Holland 6.6L and Ford-New Holland 7.8L, they are popularly known as the Ford “Brazilian” diesels as they were actually produced by New Holland of Brazil, and acquired through a joint-venture between New Holland of Brazil and Ford. The engines were well received for their durability and dependability, albeit somewhat under-powered. Ford stopped offering these engines in their trucks and buses at the end of the 1994 model year in favor of the more advanced engine designs of the Cummins 5.9L B-series and 8.3L C-series straight-six diesels that Ford had started phasing in back in 1992.

From DieselHub.com.

In 1991, Ford exited the tractor manufacturing business altogether when it sold New Holland to Fiat. Fiat began phasing out the Ford engines and phasing in their own engines as they also began phasing out the Ford name which they completed by the year 2000. However, Ford was able to continue sourcing the BSD series vehicle and industrial engines from Case New Holland until 1994? and New Holland of Brazil until 1994?

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Ford Case New Holland “Genesis” Diesel Engines
(1991? to 2003?)

The Ford-Case-New Holland “Genesis” Series diesel engines were a North American tractor engine. From 1991? to 2003? they were sourced by Ford Power Products from Case New Holland and available in overhead valve 4 cylinder 5.0 Liter and 6 cylinder 7.5 Liter inline configurations. They gained a wide acceptance as reliable engines. They  were marinized by Mermaid Marine and offered in several versions up to 400 horsepower.

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Ford “Kent” Petrol Engine Dieselized by Watermota (Sea Panther)
(1975?-1978?)

Through the 60’s and 70’s, Watermota had been marinising the Ford Kent petrol engine series (used in the Ford Anglia, Cortina, Escort, Pinto, etc.) and had been successfully marketing them for marine service as the Watermota Sea Wolf, Sea Otter, and Sea Tiger depending on displacement.

By the mid 70’s, Watermota had developed the cylinder head, pistons, fuel injectors, diesel injection pump, pump drive, etc. to convert the Kent 1.6L (1600cc) petrol engine with the robust A711M* block to burn diesel fuel. Watermota marketed this engine as the Sea Panther Mk 2. Westerbeke sourced this diesel burning engine from Watermota and marketed it as the Westerbeke L-25.

The robust Ford “Kent” engine had been the bases for the petrol racing engines made famous by Cosworth and Lotus. (Ford recently announced that they had restarted production of the “Kent” A711M cylinder block due to the extraordinary demand from the auto racing community).

Watermota also marinized the Ford 2715E? & 2725E? base engines and marketed them as the Sea Ranger? & Sea Lion? with 120? & 125? horsepower respectively.

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Ford “York” Series Diesel Engines
2400 Range (1972-1984) & FSD Range (1984-1999)
(Ford Transit)

The Ford York engine is an inline Ford diesel engine originally fitted in vehicles such as the London Taxis and the Ford Transit range of vans between 1972 and 1984. The Transit was fitted with the 2.4-litre four-cylinder engine, but the engine was also available as a 3.5-litre six-cylinder engine. These were fitted in the Ford “A” series light commercial vehicles. Both the four-cylinder and the six-cylinder engines were also available as 2400 Series industrial engines and were marinized by Fenwick and Lees. They were indirect injected until 1984 when they were redesigned. The new York 2.5-litre DI (direct-injection) engine was a milestone in reliability, with engines commonly reaching 250,000 miles without overhaul. The industrial (FSD 425) version was marinized by Mermaid and Lancing Marine for marine service even after Ford ceased production of the model in 1999 until engine stocks were exhausted. Used FSD 425 engines are still being marinized by Lancing Marine.

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Ford “LT” & “Lynx” ⇒ “Endura-D” Series (1984-) XLD & DLD Range
(Ford Fiesta & Ford Transit Connect)

The Ford LT engine (sometimes referred to as the “Dagenham” for the Ford plant where it was produced) is a 1.6 litre inline-four diesel engine used in the Ford Escort as well as its Orion and Escort Van derivatives. It was also installed in the Ford Fiesta Mark 2. This “Dagenham” engine should not be confused with the much earlier Fordson 4D series “Dagenham” tractor engine introduced in 1952 and built at Ford’s Dagenham plant.

The LT was designed from the beginning exclusively to be a diesel engine, eliminating any compromises required for a design also intended to run on petrol. It was built exclusively at the Ford Dagenham plant. Design work was carried out with the help of German diesel specialists Deutz, who already had a relationship with Ford in providing engines for the heavier-duty Ford Cargos. Output is 40 kW (54 PS; 54 hp) at 4800 rpm. The crankshaft has five bearings and the glow plugs were of the quicker in-cylinder type, reducing pre-heating times to between 7 and 12 seconds depending on the outside temperature.

More from Wikipedia

The Endura-DE was Originally branded “Lynx” and had “1.8 DIESEL” stamped on its rocker cover, it is an engine which has featured in the Ford range since the late 1980s in models such as the Mk 3 Fiesta, Mk 4 Ford Escort (Europe), Ford Sierra, and Mk 1 Ford Mondeo. The 1.8 itself was a development of the (then all-new) LT 1.6L Diesel unit, originally first featured in the Mk 3 Ford Escort and Mk 2 Fiesta.

Still branded Lynx, later engines had Endura-DE stamped on the rocker cover, and first featured in the Mk 4 Ford Fiesta, Mk 6 Ford Escort (Europe) and Mk 2 Ford Mondeo

The Endura-DE engine features a cast iron block and indirect injection style cylinder head, which means there is a combustion chamber built into the cylinder head. This engine makes use of aluminium for some other components to minimise the weight penalty of the Diesel engine. It has a single overhead camshaft opening eight valves via shim-and-bucket followers. The camshaft is rotated by a toothed belt driven by a toothed sprocket on the Crankshaft, likewise the fuel injection pump is rotated by a second toothed belt driven from the crankshaft. The diesel injection pump is a rotary distributor type most typically made by Lucas CAV.

For Ford Fiesta and some Ford Escort (Europe) (typically commercial and base model applications) the Endura-DE engine was a normally aspirated engine producing 60 PS (44 kW; 59 hp). The naturally aspirated engine was also offered in the Indian Ford Ikon from 2003 to 2008. However, for other Ford Escort (Europe) the Endura-DE also featured a turbocharger producing 70 PS (51 kW; 69 hp) and some models and the Ford Mondeo also had an intercooler and these produced 90 PS (66 kW; 89 hp).

A redesign of the engine around 1998 saw it become the Endura-DI, it always features a turbocharger and produces 75 PS (55 kW; 74 hp) when found in Mk.4 Ford Fiesta and Ford Transit Connect models. The addition of an intercooler increases power output to 90 PS (66 kW; 89 hp) for use in the Ford Focus

The Endura-DI engine features a cast iron block and direct injection style cylinder head, which means the combustion chamber is in the top of the piston crown. This engine makes use of aluminium for many other components to minimise the weight penalty of the Diesel engine. It has a single overhead camshaft opening 8 valves via shim-and-bucket followers, and the camshaft is driven by a toothed belt which is driven from a sprocket on the diesel injection pump; unusually this pump is driven via Gemini (twin) chains from the crankshaft. The diesel injection pump is an electronically controlled rotary distributor type most typically made by Bosch.

It has a number of improvements over the previous generation of Ford diesel engines, including the electronically controlled fuel injection pump otherwise known as “fly-by-wire” In addition, the traditional oil sump is replaced with a cast aluminium lower crankcase and a shallow oil pan; there is an oil-to-water cooler, and a great many detail improvements to parts throughout. The engine has been a noted good performer and is a smoother, more powerful unit than the one it replaced.

More from Wikipedia

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Ford ⇐ PSA (Peugeot) XD Series ⇐ Indenor XDP Range
(1972?-2003?)

The Ford-PSA-Peugeot XD series of diesel engines was sourced by Ford from Indenor through PSA Group’s PSA PowerTrain (Formerly Peugeot Citroën Moteurs). PSA had marketed the XDs very successfully to power several brands of generators, tractors, light trucks and automobiles including their own very popular Peugeot 504 series of vehicles (with XD90). In turn, Ford not only used these engines in their own vehicles such as the European Ford Granada, but Ford also supplied these engines to its subsidiaries, including Jaguar, Volvo, and Land Rover. Ford also supplied these engines through Ford Power Products to DNT, Lehman, Stratos, Vetus, and Volvo Penta where they were marinized.

The XDs came in several 4 cylinder inline Displacements including 1.9L, 2.1L & 2.5L. The 1.9L had a bore of 88mm and was designated the XD88. The base engine for the marinized Volvo Penta MD21A, the 2.1L (2112cc) XD90 had a bore of 90mm. Indenor, who designed this series used slightly different model designations in their production, the XDP 4/88 & XDP 4/90 respectively. The 2.5L engine retained the same stroke as the XD90 but gained a larger bore of 93mm. The XD engines were also produced in six-cylinder inline versions like the XDP 6/90 which was used as the base engine for the Volvo Penta MD31. All these engines came in several versions depending on their application (Agriculture, Automotive, Industrial & Power generation) each with its own rating. Due to the popularity and commonality of these engines, most parts are readily available from numerous sources, including the various OEM’s where they were fitted into tractors, generators, light trucks, automobiles, and boats.

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Ford ⇐ PSA (Peugeot-Citroën) XUD Range
(1982-2003?)

+

Features: Horizontal Crankshaft, Removable “Wet” Cylinder liners
and IDI (indirect injection) Ricardo Comet V in head precombustion swirl chambers.
XUD engines were built at PSA-Peugeot-Citroën Site de Trémery near Metz, France.

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Ford “DuraTorq” Series (1999-?) ZSD & TDCi Ranges
(Puma+) – (Ford Transit)

In 1998, Ford entered into a joint venture with PSA (Peugeot-Citroën) to produce a range of new diesel engines. The joint venture makes identical engines which are fitted to a variety of vehicles from a wide range of car manufacturers. The engines are assembled in production plants in the cities of Trémery and Douvrin for PSA in France, at the Ford Dagenham plant in the UK, and Volvo Engine Plant in Skövde Sweden (that is when Volvo was still under Ford ownership). Ford fits these new engines into their popular Ford Transit line of vehicles as well as offering them for off-road applications including marine service. Mermaid is the primary marinizer of these engines. Like the earlier PSA developed XD diesel engines described above, these new engines have also been assembled and  utilized by Mahindra in India. Mahindra has in turn supplied these engines to other OEM’s around the globe for agricultural, Industrial and automotive applications. By volume, not only is Mahindra one of the largest vehicle manufacturers in India, it is the largest manufacturer of tractors in the world.

Through the years, Dagenham has been the primary plant producing most of the Ford of Britain’s diesel engines such as the 4D, 6D and 2700+ series. Most recently the PT-22, PT-24 and PT-32 were produced there. These engines were the marine versions developed from the Ford “Transit” lorry’s Puma DuraTorq ZSD-422 (2005-), ZSD-424 (2007-) and DuraTorq TDCi 3.2 respectively. These engines were designed and put into production by a joint-venture between Ford and PSA Groupe that includes Peugeot, Citroën & Indenor (see Ford-PSA in the two sections above). In marine service however, these much lighter high-speed engines are not likely to achieve the avid following of their much heavier and more durable predecessors.

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This Document is available to Academy members to download and print.
CLICK HERE and when the document webpage opens in a new window,
scroll down to ACADEMY LIBRARY Section for links and Instructions.

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Trivia

The Ford 4D engines were built in the huge Ford of Britain’s engine plant in Dagenham, a suburb east of London, thus inaugurating the Dagenham series of engines in 1952.

The Ford “4D” & “6D”, which are commonly called the Dagenham series engines, and their later offspring, the Dorset (2700+ & 2710+), named after an area that could be seen across the Thames River from the Dagenham plant, and the Dover series (2720+), named after the area around the iconic White Cliffs along the British Isles Southeastern shore, all became very popular in Europe as well as globally in automotive, agricultural, industrial (eg. power) and marine applications. This latter use is surprising in light of the fact that Ford themselves did not produce a marine rated version of their engines until the Dover Series. Still, many Ford of Britain engines and a number of Ford licensed Spanish (EBRO) and Turkish (Ford-Otosan) versions of these engines were marinized by third-party companies or by private parties, and installed in various vessels, especially Asian Trawlers. While most of these engines were factory new when marinized, more then just a few were “used” engines taken out of trucks, tractors, harvesters, rock crushers, etc. and had accumulated many hours of hard use before they were salvaged, marinized and fitted into vessels. This is also what often happened when a damaged engine was replaced, it was replaced with a used engine. If you have noticed that some marinized Ford diesel engines seem to wear out much more quickly then others, this could be the real reason. If these Ford based industrial diesel engines are new when marinized and properly installed, operated and maintained, they should easily provide dependable service for at least 10,000 hours before requiring an overhaul. But the hours shown on an hourmeter may not tell an engine’s true age, especially in the case of these Ford based engines. This is why an engine survey by a professional is a good idea, especially when it may help determine the actual age and remaining service life of an engine as well as its actual condition. Internal rusting and hydrolocking from a previous rusted through exhaust mixing elbow or engine submersion,, and engine overheating are amongst the most common types of engine damage found during a survey.

New Ford Power Product engines came in various color schemes depending on the agreement in place with the source at the time. Some came with Ford Blue, some Gray, some black, some Clear, some Primed, some oiled, some with a waxy preservative on bare metal. and some with nothing at all. Some were painted or repainted by Ford Power Product before being shipped to their buyer. These engines could be any color. Sometimes the buyer would specify. Ford Power Products favored Blue. Many were repainted by the Mariniser. Lehman Red, Mermaid White or Blue, American Marine Greenish Gold or Yellowish Gold for example.

You may have noticed that most engine repaints done in a vessel are poorly prepped and consequently don’t last long before the paint starts flaking off. See “How to properly paint an engine”. (Coming soon)

In the late 1990s, EBRO finally ceased production of the venerable old 4D diesel engine. And in 2010, Ford-Otosan produced the last of the Ford Dover Series derived engines, thus ending Ford’s long dominance of the genre.

On 1 January 2011, Fiat Industrial was formed, incorporating CNH (Case New Holland), Iveco and FPT Industrial, effectively bringing back together what Fordson Tractor and Fordson Trucks had become. Recall that these were the original sources of the Ford diesel engines that became so popular especially in Asian Trawlers in the latter half of the 20th Century.

---

Ford Industrial Power Products
Contact Information

Ford Industrial Power Products
?
?Dagenham, England?
?Essex, England?

See Ford Power Products for Current Ford Contact Information.

Current Official Website for New Holland.

Please do not try to contact this marine vendor via our EverythingAboutBoats.org website's Email or Comment system. Comment Rule #9. It will be moderated and trashed.
Please contact them directly.

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Primary Marinizers of Ford Power Products Diesel Engines

• Lehman Mfg Co*
• American Marine Ltd. (Mfr of Grand Banks).
• Beta Marine.
• Bomac.
• C-Power.
• CT Marine.
• DNT*
• Econopower.
• Fenwick Groupe.
• Hawker Siddeley (Lister Petter).
• Lancing Marine.
• Lees Marine. (New Zealand)
• Mermaid*
• Northeast Ford Engines Inc.
• Parsons.
• Powermarine.
• Sabb.
• Sabre. (eg Ford-Sabre & Sabre-Lehman)
• Seapower.
• Stratos*
• Tempest.
• Thornycroft.
• Vetus*
• Volvo Penta*
• Watermota.
• Westerbeke.
• Wortham Blake.
• American Diesel Corp. In 1981, Bob Smith, who was the former managing director of Lehman Power, founded American Diesel Corp in Kilmarnock, VA to provide aftermarket marinizing replacement parts and support for Lehman marinized Ford Industrial Power (UK) diesel engines. They also produced their own marinized replacement engine packages from the last of the Ford Otosan 6.22L engines (similar to the Ford-Lehman Super 135’s). They were rated at 120, 125, 130, 136 and 140 horsepower. American Diesel Corp can supply most of the parts required to accomplish the “Fixes” listed below that need to be accomplished to prevent engine damage. The americandieselcorp.com website has recently been updated with new features including Parts Lists, a Parts Order Form, and a Contact Form. At last report, Bob was still traveling around the country offering his Lehman Workshop, albeit much less frequently.

*Vendors that marinized engines sourced by Ford from PSA Group which included Peugeot and Indenor (See Ford-PSA five sections above).

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Ford & Lehman “Fixes” that need to be accomplished before your engine suffers damage:
(Click links below to go to special in-depth “Members Only” articles on each “Fix” + more)

1. Fix engine misfire before injection pump governor and internal engine damage results.
2. Fix fuel injection pump lubricant before injection pump & governor damage results.
3. Fix engine oil filter hoses and attachment before internal engine damage results.
4. Fix engine oil cooler before cooler fails and engine damage results.
5. Fix engine drive gears before gears fail and serious internal engine damage results.
6. Fix “Two Shaft” raw water pump before shaft fails and engine overheat damage results.
7. Fix Exhaust Elbow before engine overheating or hydrolocking results.
8. Flush water jacket around rear-most cylinder and fit rear coolant fitting.
9. Test and maintain engine coolant to prevent corrosion at wet liner cylinder seals.
10. Fix coolant cap and flange, and fit coolant return tank to prevent scored piston.
11. Fix coolant hoses before they fail and engine overheat damage results.
12. Fix cause of premature engine drive belt failure before belt fails.
13. Properly store spare drive belts in order to get home without a second failure.
14. Fix substandard engine wiring before faults cause serious failures.
15. Fix transmission fluid cooler before cooler fails and transmission damage results.
16. Fix Velvet-Drive CR2 pinion nut before nut loosens and destroys transmission.

Notes: Many parts for these “Fixes” are available from American Diesel Corp‘s Website.

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Repair Shops and Parts Suppliers
of Ford Marine Diesel Engines

• American Diesel Corp. (Parts) (Kilmarnock, VA, USA)
• Bepco (Parts) (South Africa)
• Bomac (100 miles north of Atlanta, Georgia in Blairsville, Ga, USA)
• Emmark UK Ltd (Tractor Engines Parts) (Pudsey, UK)
• Harbor Marine (Everett, WA, USA)
• Lancing Marine (Portslade, Sussex, UK)
• Logan Diesel (14 miles north of Jackson, Michigan in Leslie, MI, USA)

If you know of a business that should be added to this list, email the info to:
⇒Editor@EverythingAboutBoats.org

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Specifications for Ford Inline 4-Stroke Cycle Overhead Valve
Agricultural, Automotive, & Industrial Diesel Engines
And Popular Marinised Versions of These Engines

TABLE KEY:
BASE ENGINE: Manufacturer/Vendor & Model of Base Engine. ⇐ = Engines Sourced from Vendor.
CYL: Cylinder Configuration – (Dash w/no spaces) Number of Cylinders: I = In-Line (Upright). s… = Slanted.
BORE & STROKE: …mm = Millimeters. …in = Inches.
DISPLACEMENT = Swept Volume: …cc = Cubic Centimeters (cm³). …L = Liters. …ci = Cubic Inches.
MODELS: Base Engine Model. Marinized Engine Model. Engine Model Number w/Codes.
^ Agr = Agriculture (Tractors+). Aut = Automotive (Trucks+). Ind = Industrial. Mar = Marine.
A-F: Aspiration-Fueling: N = Naturally Aspirated. T = Turbocharged.  …i = Intercooled. …a = Aftercooled.
^ Diesel Fueled: M = Mechanical Injection. C = Common Rail. E = …e = Electronic Injection.
^ ^ …d = Direct Injection. …i = Indirect Injection.
POWER: KW = Kilowatts. HP = Horsepower. BHP = Brake Horsepower. MHP = Metric Horsepower.
@RPM = Power Ratings @ Revolutions Per Minute.
YEARS: Beginning-Ending. Trailing “–” (Dash) without an Ending Date = Still in Production.
⊗ = Data Not Found. …? = Data in Question/Unconfirmed.

Click on Links below for individual Model Pages that contain more detailed information and specifications, plus Data Source Links to Catalogs, Brochures, SpecSheets, OpManuals, Drawings, Parts Schematics, Shop Manuals, Articles, etc.

---

Ford “Dagenham” Series (1952-1965) 4D, 4D Mark-2 & 6D Mark-2 Range and Spanish EBRO (1965-1999?) 4D Mark-2 Range
Features: Horizontal Crankshaft, “Wet” Cylinder Liners, Exposed Injection Pump Drive, Painted Valve Cover, Pressed Steel Timing Gear Cover and Angle Cut Timing Gears.

NOTES: The Ford 4D Engine was originally developed to fit Fordson New Major tractors and Thames ET lorries. Lehman had not developed the marinizing components for this Ford base engine when it was in production. Much later, Lehman developed the marinizing components for the later EBRO built 4D Mark-2 and Ford 2700+ models, some of which could retrofit to this earlier 4D engine. Consequently, any marinized Ford built 4D you find is unlikely to have been marinized when it was brand new, but rather was a used engine taken out of a tractor, lorry, generator, etc. All new Lehman 4D220 engines were marinized EBRO built 4D Mark-2 base engines (see EBRO 4D Mark-2 next).

NOTES: The Ford 4D Mark-2 was fitted to Fordson Power Major tractors (1958-1961), Fordson Super Major tractors (1960-1964) and Thames Trader lorries (under 5 tons).
When production of the Ford 4D Mark-2 ceased at Dagenham in 1964, Ford sent the tooling to EBRO in Spain where production resumed and continued under license thru the 1990’s. All new Lehman 4D220 engines were marinized EBRO built 4D Mark-2 base engines.

NOTES: The Ford 6D Mark-2 was fitted to Thames Trader lorries. They were never fitted to Ford tractors by Ford, but were often fitted to modified Ford tractors after-market by others such as County Tractors.

---

Ford Early “Dorset” Series (2/1965-11/1969) 2700E Range
Including 2704ET (7/1968~1981?)
Features: Horizontal Crankshaft, “Dry” Liner Cylinders, Directly Driven Injection Pump, Painted Valve Cover, Pressed Steel Timing Gear Cover and Angle Cut Timing Gears.

NOTES:

NOTES: *No evidence could be found that Ford ever put an engine with the model number “2702E” into production, however several major castings including cylinder blocks have “2702E” cast into them as shown below. How this came about is due to Ford’s part numbering scheme. What appears to be an engine model number is in this case just the first part of the individual component’s part number and it was taken from the model number of the first engine that the part was initially intended to fit, even if ultimately that engine was never put into production. As shown below, this number is followed by “6015” which is the designator in the part number for all of Ford’s “raw” engine block castings. As these castings are machined and assembled, they are assigned different part numbers depending on the engine block’s features and degree of assembly. The engine blocks identified with the “2702E 6015” casting part number as shown below were ultimately utilized to build the Ford 2703E model engines which featured the same 330 cubic inch displacement and “dry” cylinder liners. For more details see our Ford 2702E webpage and our Ford 2703E webpage. How to Identify Ford Diesel Engines may also be helpful.

NOTES:

NOTES:

NOTES:

NOTES: This is the inclined (slanted) version of the 2701E and was mostly fitted into Ford “cab-over” lorries and when marinized fitted into vessels with limited engine space height.

NOTES: This is the inclined (slanted) version of the 2703E and was mostly fitted into Ford “cab-over” lorries and when marinized fitted into vessels with limited engine space height.

NOTES: This is the inclined (slanted) version of the 2704E and was mostly fitted into Ford “cab-over” lorries and when marinized fitted into vessels with limited engine space height.

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Ford Early-to-Late “Dorset” Series (11/1969-10/1970) 2700 Range
Transitional “C” Suffix “Parent Bore” Engines
Features: Horizontal Crankshaft, “Parent Bore” Cylinders, Directly Driven Injection Pump, Painted Valve Cover, Pressed Steel Timing Gear Cover and Angle Cut Timing Gears.

NOTES: The earlier 2701E is not to be confused with the slightly larger displacement parent bore 2701C which was the immediate forerunner of the 2711E.

NOTES: The earlier 2703E is not to be confused with the slightly larger displacement parent bore 2703C which was the immediate forerunner of the 2713E.

NOTES: The earlier 2704E is not to be confused with the slightly larger displacement parent bore 2704C which was the immediate forerunner of the 2714E.

---

Ford Late “Dorset” Series (1970-1982) 2710 Range
Features: Horizontal Crankshaft, “Parent Bore” Cylinders, Directly Driven Injection Pump, Painted Valve Cover, Pressed Steel Timing Gear Cover and Angle Cut Timing Gears.

NOTES: While this engine is similar to the popular 4 cylinder Lehman 80, it is actually the “Econo” reduced horsepower version of the Ford 2712E (Lehman 80) listed below, and it was marinized in-house by American Marine Ltd with Lehman marinizing kits in the ’70s for use in their Grand Banks trawlers. The 2701C was the immediate forerunner of the 2711E.

NOTES: This is the popular engine marinized by Lehman and known as the Lehman 80.
*This is the inclined (slanted) version of the 27012E and was mostly fitted into Ford “cab-over” lorries and when marinized often fitted into vessels with limited engine space height.

NOTES: The 2703C was the immediate forerunner of the 2713E.

NOTES: While this engine is similar to the popular 6 cylinder Lehman 120, it is actually the “Econo” reduced horsepower version of the Ford 2715E (Lehman 120) listed below, and it was marinized in-house by American Marine Ltd with Lehman marinizing kits in the ’70s for use in their Grand Banks trawlers. The 2704C was the immediate forerunner of the 2714E.

NOTES: This is the popular engine marinized by Lehman and known as the Lehman 120.
*This is the inclined (slanted) version of the 27015E and was mostly fitted into Ford “cab-over” lorries and when marinized often fitted into vessels with limited engine space height.

---

Ford “Dover” Series (1982-1991+) 2720 (ESD) Range & Turkish
Ford-Otosan “Dovertech” Series (1986?-2010) 2720 (ESD) Range
Features: Horizontal Crankshaft, “Parent Bore” Cylinders, Directly Driven Injection Pump, Chrome Valve Cover, Aluminum Timing Gear Cover and Straight Cut Timing Gears.

NOTES:

NOTES:

NOTES:

NOTES:

NOTES:

NOTES: Sometimes shown as 360 cubic inch displacement.

NOTES: G = Generator Rated model.

NOTES: Sometimes shown as 360 cubic inch displacement.

---

Ford-NHB “M” Series + “Brazilian”* Series (1987?-2008?) BSD Range
*Built by New Holland of Brazil under Joint-Venture with Ford/Case New Holland.
Features: Horizontal Crankshaft and Boreable “Parent Bore” Cylinders.

NOTES:

NOTES:

NOTES:

NOTES:

NOTES:

---

NOTES:

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Ford Case New Holland “Genesis” Series (1991?-2003?) TA Range
Features: Horizontal Crankshaft and Boreable “Parent Bore” Cylinders.

NOTES:

NOTES: *Ford-CNH Years Mfr’d from TractorData.com.

---

Ford “Kent” Petrol Engine Dieselized by Watermota (1975?-1978?)

NOTES: *Through the 60’s and 70’s, Watermota had been marinising the Ford Kent petrol engine series (used in the Ford Anglia, Cortina, Escort, Pinto, etc.) and had been successfully marketing it for marine service as the Watermota Sea Wolf, Sea Otter, and Sea Tiger depending on displacement. By the mid 70’s, Watermota had developed the cylinder head, pistons, fuel injectors, injection pump and drive, etc. to convert those Kent 1.6L petrol engines with the A711M block to burn diesel fuel. Watermota marketed these petrol-to-diesel conversions as the Sea Panther Mk 2. Westerbeke sourced this engine from Watermota and marketed it as the Westerbeke L-25.

---

Ford “York” Series Diesel Engines
2400 Range (1972-1984) & FSD Range (1984-1999)
(Ford Transit)
Features: Horizontal Crankshaft, & “Parent Bore” Cylinders.
2400 Indirect Injection & FSD Direct Injection.

NOTES: Indirect Injection.

NOTES: Indirect Injection.

NOTES: Direct Injection.

---

Ford “LT” & “Lynx” ⇒ “Endura-D” Series (1984-) XLD & DLD Range
(Ford Fiesta & Ford Transit Connect)
Features: Horizontal Crankshaft, “Parent Bore” Cylinders & Indirect Injection.

NOTES:

NOTES: Parent Bore Cylinders.
*Used base engine marinized by Lancing Marine.

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Ford ⇐ PSA (Peugeot) XD Series ⇐ Indenor XDP (1972?-2003?)
Features: Horizontal Crankshaft and Removable “Wet” Cylinder liners.

NOTES:

NOTES:

NOTES:

NOTES:

NOTES:

NOTES:

NOTES:

NOTES:

NOTES:

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Ford ⇐ PSA (Peugeot-Citroën) XUD Series (1982-2003?)
Features: Horizontal Crankshaft, Removable “Wet” Cylinder liners
and IDI (indirect injection) Ricardo Comet V in head precombustion swirl chambers.
XUD engines were built at PSA-Peugeot-Citroën Site de Trémery near Metz, France.

NOTES:

NOTES: *The original XUD9 engine is known as the “square port” engine, as its cylinder head had square exhaust ports. Later (and noticeably improved) XUD9A engines have oval ports.

NOTES:

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Ford “DuraTorq” Series (1999-2003?) ZSD & TDCi Ranges
(PSA-Peugeot-Citroën, Puma & TDCi) – (Ford Transit)
Features: Horizontal Crankshaft, “Parent Bore” Cylinders & Direct Injection.

NOTES:

NOTES:

NOTES:

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Product Documentation

Documentation with Bold Titles are part of our Academy Library!
To view the entire document, click on its Bold Title Link to go to our webpage for
that item and then scroll down to the "Academy Library" section on that page.
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Publications & Media

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---

Related EverythingAboutBoats.org Webpages

• • See Ford Power Products for Ford gasoline, natural gas, LPG and dual fuel engines.
  • How to Identify Ford Diesel Engines.
  • Ford Industrial Engine Production Dates by Serial Numbers by Jimcdbts.
  • Reciprocating Piston Engine Configurations: 2 & 4 Stroke Cycle. In-line and V, + 20 Others.
  • Selecting the Right Diesel Engine for a Boat.
  • +
  • See DIY: Engines for articles on Engine Refitting, Repowering, Selection, Installation, Maintenance, Troubleshooting, and Repair.

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EverythingAboutBoats.org
Related Main Topic Pages with Links

2 – BOAT PRODUCTION.
2.6 – Boat Equipment (Vendors, Specs, Manuals, Reviews, Recalls,+).
2.6.8 – Propulsion Machinery (Types, Configurations, Features, Control Systems,+).
2.6.8.1 – Engine Brands & Manufacturers (Petrol/Gasoline, Diesel, CNG, A~Z,+).
2.6.8.2 – Engine-to-Marine Gear Interfaces (SAE Specs, Damper Plates, Jackshafts,+).
2.6.8.3 – Marine Gears (Inboards, V-Drives, IOs, OBs, Surface-Piercing,+).
2.6.8.4 – Shafting (Propshafts, Couplings, Seals, Bearings, Struts, Keys, Nuts,+).
2.6.8.5 – Propellers (Screws, Water Jets, Paddle wheels,+).
2.6.9 – Electrical Systems (Direct Current, Alternating Current,+).
2.6.9.1 – Auxiliary Generators.

15 – BOAT REFITTING & REPAIR.
15.1 – Refitters & Repairers by Regions (Shipyards, Boatyards, Riggers, Repair Shops,+).
15.1.1 – Refitters & Repairers – United States.
15.2 – Boat Repair Schools (Hull, Systems, On-Board Equipment, Propulsion Machinery,+).
15.3 – Do-It-Yourself Refitting & Repair (Installation, Maint, Troubleshooting, Repair,+).
15.3.1 – DIY: Fundamentals.
15.3.1.1 – DIY: Tools, Usage, Safety,+.
15.3.1.2 – DIY: Rot, Corrosion, Fatigue,+.
15.3.1.3 – DIY: Troubleshooting, Failure Analysis,+.
15.3.2 – DIY: Vessel Structure.
15.3.2.2 – DIY: Steering & Thrusters (Mechanical, Hydraulic,+).
15.3.2.5 – DIY: Galvanic Corrosion Protection.
15.3.2.6 – DIY: Hull Penetrations & Openings (Thru-Hulls, Scuttles, Skylights, Hatches,+).
15.3.3 – DIY: Propulsion Machinery (Control Systems,+).
15.3.3.1 – DIY: Engines (Fuels, Troubleshooting, Repair, Rebuilding vs Repowering,+).
15.3.3.1.1 – DIY: Engine Mechanical (Pistons, Rods, Crankshafts, Blocks, Heads, Valves,+).
15.3.3.1.2 – DIY: Engine Lubrication (Splash, Forced, Oil, Filtration, Additives, Oil Analysis,+).
15.3.3.1.3 – DIY: Engine Fuel (Petrol/Gasoline, Diesel, CNG,+).
15.3.3.1.4 – DIY: Engine Electrical (Starting, Charging, Instrumentation,+).
15.3.3.1.5 – DIY: Engine Cooling (Air, Raw Water, Fresh Water,+).
15.3.3.1.6 – DIY: Engine Exhaust (Dry, Wet,+).
15.3.3.1.7 – DIY: Engine Mounting (Hard, Soft,+).
15.3.3.2 – DIY: Engine-to-Marine Gear Interfaces (Adapters, Dampers, Jackshafts,+).
15.3.3.3 – DIY: Marine Gears (Inboards, Inboard-Outboards, Outboards, Sail Drives, Pods,+).
15.3.3.4 – DIY: Shafting (Shafts, Couplings, Joints, Thrust Bearings, Seals, Cutlass, Struts,+).
15.3.3.5 – DIY: Propellers (Screws, Water Jets, Paddle wheels,+).
15.3.4 – DIY: Electrical Systems.
15.3.4.1 – DIY: Direct Current.
15.3.4.2 – DIY: Alternating Current.
15.3.4.4 – DIY: Auxiliary Generators.
15.3.7 – DIY: Safety Equipment (PFDs, Firefighting, Alarms,+).
15.3.9 – DIY: Tenders.

16 – PUBLICATIONS & MEDIA + Lending Library (w/Reviews).
16.1 – Authors.
16.2 – Books.
16.3 – Magazines.
16.4 – Product Documentation (SpecSheets, Installation Drawings, Manuals, Parts Books,+).
16.5 – Videos (Movies).
16.6 – Websites (w/Links).

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♥

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Visit our FEATURED ARTICLES Home Page
to see examples of our website's comprehensive contents!

Thanks to our amazing contributors for the steady flow of articles, and to our dedicated all-volunteer staff who sort, polish and format them, everyday we get a little bit closer to our goal of
Everything About Boats. If you would like to submit an article,
see Submitting Articles.

— TOP 20 MOST POPULAR ARTICLES —

Ford Industrial Power Products Diesel Engines
Ford 2715E
Lehman Mfg. Co.
Detroit Diesel 8.2
Universal Atomic 4
Chrysler & Force Outboards
Eska
Perkins
ZF Friedrichshafen AG
Allison Transmission
American Marine Ltd (Grand Banks)
Boat Inspection
Types of Marine Surveys
Marine Surveyors by Regions
Boat Builders By MIC
Beta Marine
Waterwitch
DIY Boat Owner Magazine
ABYC
USCG NVIC 07-95 Guidance on Inspection, Repair and Maintenance of Wooden Hulls

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What our nonprofit Anchors Aweigh Academy and its
EverythingAboutBoats.org website have accomplished so far.

• Published over 300 website main topic webpages, many with full articles on the topic. See our Website Contents in the Right Sidebar for the listing of the main topic pages.
• Published over 9,000 marine vendor webpages, all with their contact information, most with a description of their products and services, many with product documentation, specifications and independent reviews. (Includes: Boat designers, boat building tools, material and equipment manufacturers and suppliers, boat builders and dealers, yacht brokers, marine surveyors, boat insurers, boat transporters, skippers and crews, boatyards and marinas, yacht clubs, boat rentals and yacht charters, boating, seamanship and maritime schools, marine law attorneys and expert witnesses, boat refitters and repairers, book authors and publishers, and video producers)
• Acquired over 120,000 pages of product documentation including Catalogs, Brochures, SpecSheets, Pictures, Serial Number Guides, Installation Manuals, OpManuals, Parts Schematics, Parts Bulletins, Shop Manuals, Wiring Diagrams, Service Bulletins, and Recalls. And have made all viewable to academy members through the EAB website.
• Acquired over 1,200 books and magazine back issues in our academy library and so far have made over 700 viewable to academy members through the EAB website.
• Published over 500 DIY How-To articles about boat design, construction, inspection, operation, maintenance, troubleshooting and repair. We are working hard to do more.

We are currently formatting and polishing the Anchors Aweigh Academy online and hands-on courses. The Marine Surveying course has proven to be excellent for both the beginner and the seasoned surveyor, and especially helpful to the Do-It-Yourselfer.

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to this website including the Members' Comments & Reviews!
If your membership has expired, CLICK HERE to Renew.

IF YOU ARE NOT YET AN ACADEMY MEMBER,
CLICK HERE to discover how you can become a Member and gain FULL access to
thousands of expanded pages and articles, and dozens of excellent programs
WITH JUST A SMALL DONATION!

Thank you for your support. You make this website possible.

♥

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Comments for Public Viewing

Anyone may submit comments for public viewing via email to:
Comments@EverythingAboutBoats.org
(Put this webpage's title in the subject line)

FROM Donald: "This is an awesome website. I found the information that I needed right away from one of the over 10,000 free articles that you provide as a public service. I'm surprised that so much if this site is free. But I still signed up so I could access the thousands of expanded pages, interesting articles, and dozens of valuable programs! The member's library of books, magazines and videos that I can view online is really terrific! I understand that you and your staff are all unpaid volunteers. Please keep up the good work. And I commend you for your plans to add another 10,000 free informative articles over the next year. I'm thrilled to support you in this endeavor with my small membership donation. Thanks again for all your hard work."

FROM Huey: "I agree with my Uncle, I too have found the articles to be very enlightening. They say that it will take about 50,000 articles to cover the full scope that they have envisioned for the website. They have over 10,000 articles so far and that's doing pretty well, but it could take several years to get the rest. I also noticed that many of the Main Topic Pages and some of the article pages are still in the rough draft stage. I guess that they will fill in as they can get volunteers to work on them. But what I can't figure out is why anyone would spend the time writing informative in depth articles just to give away free to this website for publication? What's in it for them?"

FROM Dewey: "Well Huey, to me It looks like most of the articles on this website are written by very informed people, like boating instructors, boat designers, boat builders, riggers, electricians, fitters, marine repair technicians and marine surveyors. Writing such articles helps establish them as knowledgeable professionals. After all, this website was originally created by a school for marine technicians and marine surveyors. The website is growing in content every day. They even had to move to a bigger, more powerful server on October 15, 2018 because the website's traffic has been growing exponentially."

FROM Louie: "I agree with everyone above. This site is quickly becoming the ultimate reference resource about every aspect of boats and ships for everyone from the beginning recreational boater to the seasoned professional mariner. I use the topic pages on the right sidebar to browse around the website. It's like a Junior Woodchucks' Guidebook for Boaters. Their Members' Library of over 300 popular and obscure books and over 200 magazine back issues that can be viewed online is fabulous. The Academy's magazine is especially informative. On top of that, there is the "Ask-An-Expert program for members where you can get an expert's answer to any of your boat questions. And a whole years membership is only $25. What a deal! I really love being part of this "Everything About Boats" community and help provide thousands of helpful articles free to the public. I think that I'll sit down right now and write an article about my experiences boating with my uncle."

FROM Scrooge: "You rave about this website like it was the best thing since sliced bread. Well, I think it stinks. Sure, it has a lot of good information for boaters, and they're adding more every day, but it will probably never be finished. Furthermore, I don't even own a boat. And I wouldn't have a boat even if someone gave me one. Boats are a waste of money and time and energy and money! They're just a hole in the water you pour money into. If you gave me a boat, I'd sell it quicker then you could say Baggywrinkle. Then I'd lock up the cash with all my other money so I could keep my eye on it and count it every day. Bah humbug."

FROM Daisy: "I'm just so glad that Donald got the boat so we and the boys could enjoy boating — together. And of course all of the girls, April, May, and June, love to be on the water too, especially when that is where the boys are. Oh poor Scrooge, boating is more fun then you could possibly imagine."

FROM Editor: "For those of you that have stayed with us this far, Thanks. You inspire us to keep working on this labor of love. We know that we have a lot more to do. Ultimately, we hope that we can help you enjoy the wonder filled world of boating as much as we do. We are all waiting to see what you have to say about this webpage article. And we assure you, your corrections, updates, additions and suggestions are welcomed. Let's work together on this." ♥

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Academy Members' Comments & Reviews
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