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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 them 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. 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 them 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 our Ford Power Products page. Ford has also marketed a few diesel engines from their “Transit” production line, but these offerings seem to have disappeared of late.

A Lehman 120 (6D380) based on the Ford of Britain 2715E “Dorset” industrial engine.

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 general background.

Ford Motor Company
A Brief 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 much needed manpower off of the farms to join the war effort. After World war II, Ford started offering diesel engines in their tractors, which were sourced from Perkins. When they proved quite popular, Ford quickly focused on developing their own diesel engine. The “D” Range of diesel engines soon followed, beginning with the four cylinder “4D” E1A in the Fordson New Major tractor below.

1952 Fordson New Major Tractor with Ford’s New 4D E1A 4-Cylinder Agricultural Diesel Engine.

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

Ford’s Engine Plant on the River Thames in Dagenham, England (just east of London)

The 4D was joined by the 6D which was a 6 cylinder derivative pf the 4D, and both were fitted to Fordson lorries. Thus a whole family of very robust “old school” inline 4 & 6 cylinder diesel engines was born that dominated the genre for half a century.

The Ford “4D” & “6D”, which are commonly called the “Dagenham” series engines, and their later offspring, the “Dorset” (2700+ & 2710+), named after a county Southwest of London along the English Channel, West of Southampton, 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 tractors, lorries, generators and of course, vessels.

These engines came in three basic flavors depending on application: Agricultural were set up to provide 1600 RPM (e.g. tractors), Automotive revving up to 2600 RPM (e.g. lorries), and Industrial also set up to rev at up to 2600 RPM (e.g. rock crushers, power generators, and marine propulsion). Power generator engines were usually adjusted to provide continuous power at either 1500 RPM for 50 cycle AC generation or 1800 RPM for 60 cycle AC generation. Ford themselves never produced any marinized versions of these engines, however they did rate some later Dorset and Dover industrial models for marine service. Still, many Ford of Britain engines and a number of Ford licensed EBRO (Spanish) and Ford-Otosan (Turkish) versions of these engines were marinized by third-party companies or by private parties, and installed in various vessels, especially Asian Trawlers. See Primary Marinizers of Ford Diesel Engines.

Few marinizing components were available for the Ford “Dagenham” engines before 1965. Lehman started producing marinizing components for the Ford of Britain diesel engines in 1965^?. They were initially offered to “do-it-yourselfers” who marinized used “take-out engines. This means that most all early “Dagenham” series engines were “used” engines taken out of trucks, tractors, harvesters, rock crushers, generators, etc. Some had accumulated many hours of hard use before they were salvaged, marinized and fitted into vessels. After 1965, Lehman started purchasing brand new Ford 6D  “Dagenham” engines and marinized them in-house for sale as the Lehman 6D330. Lehman later purchased new Ford-Ebro “Dagenham” series 4D engines, and marinized and marketed them as the Lehman 4D220. Lehman went on to sell marinizing components (many in kits) and new marinized engines using various Ford industrial diesel base engines. Over 30 other vendors marketed individual marinizing components, full marinizing kits, and/or new or used marinized engines based on the Ford “Dagenham”, “Dorset” or “Dover” diesel engines. Some vendors marinized engines using components from other vendors such as Lehman resulting in some Lehmans not actually being Lehmans. This is also the case when used engines were marinized. All this can result in several problems when identifying engines. See our very helpful article: Identifying Ford Engines.

This is also the case when a damaged engine was replaced with a used “Take-Out” engine. If you have noticed that some marinized Ford diesel engines seem to wear out much more quickly then others, the real reason could be that they were already nearly worn out when they were taken out of a tractor or lorry, and pressed into marine service. 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 any major work. But beware, the hours shown on an hour-meter may not tell an engine’s true age, especially in the case of these popular Ford based engines. This is why an engine survey by a professional is so important, especially when it may help determine the actual age, condition and remaining service life of an engine. Internal rusting and hydrolocking from a previous rusted through exhaust mixing elbow or engine submersion, and engine overheating are among the most common types of engine damage found during a thorough mechanical survey.

While the different engine applications demand some differences between these Ford engines, the basic design remained very much the same with many of the parts interchangeable throughout the years. This led to the common practice of repairing with parts that were similar, but were for a different model (even much newer or much older) and for a different application. This can lead to a mismatch to the application and/or a mismatch with a partnered engine that can result in engine carbonization and increased wear that can reduce engine service life.

New Ford industrial 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 marinizers, for example: Lehman Red, Mermaid White or Blue, and American Marine metallic green or yellow.

Ford ceased British production of these once popular diesel engines in 1991. Greater restrictions on engine exhaust emissions reduced the market for these “old school” engines as they were unable to meet the restrictions. As a result, EBRO ceased production of the venerable old 4D diesel engine in the late 1990s and Ford-Otosan produced the last of the Ford Dover Series derived engines in 2010, thus ending Ford’s long dominance of the genre.

Trivia

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 entities 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.

Vendor's Contact Information

    ⇒ 
Ford Industrial Power Products ⇒ Ford Power Products
Click our Ford Power Products webpage for Ford’s current Contact Information.
Click our New Holland webpage for their current Contact Information.

Please do not try to contact any of the vendors on this website via our EverythingAboutBoats.org Phone, Email or Comment Systems. Your message will NOT be forwarded to the vendor.
Contact vendors directly (if still active).

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Vendor's Offerings
Products & Services

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Ford Diesel Engine Models

TABLE KEY:
Cylinder Configuration = All models have Inline Cylinders.
CYL = Number of Cylinders - Liner Type: W = Wet, D = Dry & P = Parent Bore.
DISPLACEMENT = Swept Volume: cc = Cubic Centimeters. L = Litres/Liters. ci = Cubic Inches.
ASP = Aspiration: N = Naturally Aspirated, T = Turbocharged.
∧  …a = Aftercooled, …i = Intercooled, …ii = Dual Pass Intercooled.

NOTES: +Production and availability continued years afterwards. Example 1: The production of the Dagenham 4D Mark-2 moved from Ford in Dagenham, UK to EBRO in Spain after 1965 and continued up until the late 1990's. Example 2: The production of the Dagenham 6D Mark-2 Turbo Charged model continued at Dagenham up until July, 1990. Example 3: The production of the 2704ET continued at Dagenham until 1982. Example 4: The production of select Dover models moved to Ford-Otosan in Turkey and continued there after 1991 where they were soon labeled "DoverTech" models.
*2702E was never put into production, however several major components including the cylinder block for the 2703E model engine are identified with the 2702E prefix in their part numbers and raised cast-in "raw" casting numbers. See Ford 2702E for more details.
**2706E, 2708E and 2709E are inclined versions of 2701E. 2703E and 2704E respectively.
***2701C, 2703C and 2704C were produced for only one year (11/1969 thru 10/1970) and were "parent bore" immediate forerunners of the 2711E. 2713E and 2714E engines respectively.

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Which Ford of Britain diesel engines came first?
Dagenham, Dorset, or Dover?

There seems to be some confusion about which engine family came first, especially when it comes to the Dagenham, Dorset and Dover engines. The Model Chart below should help clarify this issue. Fortunately, the Ford, Lehman and Mermaid specsheets and Manuals properly identify the engine families.

One reason for this confusion is that the production of engines families often overlapped with some models of Dagenham engines being produced simultaneously with some models of Dorset engines and some models of Dorset engines being produced simultaneously with some models of Dover engines, etc. Sometimes engine production moved to a different location and continued for some time. For example, when the Dagenham 4D Mark-2 592E production was transferred to EBRO, production continued in Spain into the late 1990's, long after Dorset engine production ceased all together in 1981.

A more 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.  Also remember that many used engines taken out of tractors, lorries, generators, etc. were marinized and fitted in boats, confusing matters worse.

One must be very careful when identifying an engine in order to ensure that the proper components are fitted to avoid serious consequences in terms of carbonization, excessive wear and reduced service life. This is especially significant in cases where vessels are fitted with twin engines. Even mixing a 2715E with its slightly lower power rated brother, the 2714E can cause the more powerful engine to carry more of the load, burn more fuel, run internally hotter and experience more carbonization and wear. In such cases, the engines may be off-balance enough to require the throttle control to be set higher on the lower powered engine and the control on the higher powered engine set lower in order to run straight without fuel wasting rudder deflection.

It is always wise to consult a knowledgeable expert such as Brian Smith at American Diesel to ensure that you achieve the best results.

See "How to Identify Ford Diesel Engines" for more details.

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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 eLIBRARY Section for links and Instructions.

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Primary Commercial Marinizers of British Ford Diesel Engines
(Including marinizing component and "Kit" suppliers)

Some marinizers marinized only "brand new" engines from Ford Power Products while others marinized only "used take-out" engines, while still others marinized both new and used engines. Most marinizing component suppliers made their components available to other commercial marinizers, repair shops and individual private parties who used them to marinize new and/or used engines or maintain/repair existing marinized engines.

Many Ford of Britain diesels began their service life as low RPM, agricultural workhorses driving tractors, harvesters and other farm equipment. Many more began their service life as high RPM automotive engines driving lorries and other vehicles. Others were marketed by Ford Industrial Power Products for industrial applications such as off-road and military vehicles, farm and forest equipment, pumps and power generation. Duty ratings ranged from continuous to intermittent and from 1250 to 2700 RPMs. Those that realized that these engines would be ideal for marine propulsion began cobbling together cooling systems and exhaust systems so they could be used in boats. Enterprises like Lehman, Bowman, Thorneycroft, and Mermaid quickly geared up to produce quality components, available Individually and in kits so that marinizers could adapt both brand new and used "take-out" engines. Many component producers became marinizers themselves. Lehman was one of several that started buying brand new Ford industrial base engines from Ford Industrial Power Products, marinizing them "in-house" and marketing them as complete, ready to install units. Most of the Ford diesel engine marinizing component producers and engine marinizers are listed below. If you know of any more that should be listed, please email us at: editor♥EverythingAboutBoats.com (Replace "♥" with "@")

The very popular 6.22L Lehman 120 (6D380) using the Ford 2715E Base Engine.

Unfortunately, many of the commercial marinizers and component suppliers (like Lehman) are no longer in business (those listed below in bold font are still in business and most still support the Ford engines). Fortunately, enterprises like American Diesel Corporation (listed below) still offer valuable information and quality replacement parts for these engines.

• Albacore Marine Engines (AU)
• American Diesel Corporation (Bob Smith*) (US).
• American Marine Ltd. (Mfr. of Grand Banks - Branded as AmMarine) (SG).
• Barr Marine (US).
• Beta Marine Ltd. (UK).
• Bomac Marine Power Corp. (US).
• Bowman Ltd. (UK)
• C-Power (Marine) Ltd. (UK).
• C/T Marine Ltd. (UK).
• Chingford Boat Centre (UK).-
• Couach (FR)
• Diesel Conversion Products (UK).-
• Diesel Power (UK).-
• DNT ().
• Econ-O-Power (Lehman's early branding).
• E. H. Hewitt and Co Ltd. (UK).-
• Fenwick Groupe (FR).
• Hawker Siddeley (Lister Petter) (UK).
• Highpower Marine Ltd. (UK).-
• J.G.M. Marine (UK).-
• Lancing Marine (UK).
• Lees Marine Group (NZ)
• Lehman Mfg Co. (US).
• Mermaid Marine Engines Ltd. (UK).
• M.I.T. Marine (UK).-
• Nils Gustavson (SE)
• Northeast Ford Engines Inc. (US).
• Parsons Mathway Marine (acquired by Coupland Bell Ltd. in 2013) (UK).
• Powermarine Engines Ltd. (UK).
• Renault Marine + Couach (FR).
• Sabb (UK).
• Sabre. (eg Ford-Sabre & Sabre-Lehman) (UK).
• Seapower ().
• Stratos (IT^? & CZ^?).
• T. Norris (Industries) Ltd. (UK).-
• Tempest ().
• Thornycroft Marine Engines (UK).
• Vetus (NL).
• Volvo Penta (SE & US).
• Watermota Ltd. (UK).
• Westerbeke Corp. (US).
• Wortham Blake and Co Ltd. (UK).

*In 1981, Bob Smith, who was the former managing director of Lehman Power, founded American Diesel Corporation 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). 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" 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. Bob was well known for his Lehman Workshops. We are saddened to have to report that Bob has passed away. See Passagemaker's heartfelt and informative obituary. Bob's very capable and diesel-experienced son, Brian, will carry on the good work that would make his father proud.

The Late Bob Smith (right) presenting his Lehman Workshop at Trawlerfest in Anacortes, WA. in 2013.

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Ford & Lehman "Fixes" that need to be accomplished before the engine suffers damage:

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

• American Diesel Corp: Ford Marinizer, Parts,+. (Kilmarnock, VA, USA)
• Bepco: Tractor Parts. (South Africa)
• Bomac: Ford Marinizer, Parts,+. (100 miles north of Atlanta, Georgia in Blairsville, Ga, USA)
• Emmark UK Ltd: Ford Tractor Engines Parts. (Pudsey, UK)
• Harbor Marine: Ford Repair, Parts,+. Velvet Drive Repair, Parts,+. (Everett, WA, USA)
• Lancing Marine: Ford Repair, Parts,+. (Portslade, Sussex, UK)
• Logan Diesel: Ford Repair, Parts,+. (14 miles north of Jackson, Michigan in Leslie, MI, USA)
• Mermaid Marine: Ford+ Engine Repair, Parts. (Coventry, UK)
• Timik Marine Engines: Ford+, Engine Repair, Overhaul, Repower,+. (Southampton, UK)

If you know of a vendor that should be added to this list, email the info/links To:
Editor♥EverythingAboutBoats.org (Replace "♥" with "@")

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Quick Reference Guide
Ford of Britain "Dagenham", "Dorset" and "Dover" Diesel Engines

All these diesel engines have the following features in common: Reciprocating Pistons with Connecting Rods and a Horizontal Crankshaft, Inline Cylinders, a Reverse Flow (Not a Crossflow) Head, Overhead Valves actuated by a low block fitted Camshaft through Flat-Tappet Mechanical Lifters, Push Rods and Rocker Arms, a 115mm (4.524in) Piston Stroke, Internal Combustion, Compression Ignition, Mechanical Direct Injection, and of course they are all Diesel Fueled. Spark ignition, petrol and vapor fueled versions of Dagenham engines were also produced.

TABLE KEY:
FAMILY/MODEL = Base Engine "Family" and Model.
CYL = Cylinder Quantity: 4 Cylinder or 6 Cylinder.
^ Cylinder Liner/Bore: W = "Wet". D = "Dry". P = Parent/Native Bore (Cast-in-Block).
BORE = Cylinder Bore Diameter: mm = Millimeters. in = Inches.
DISPLACEMENT = Swept Volume: cc = Cubic Centimeters. L = Litres/Liters. ci = Cubic Inches.
ASP = Aspiration: N= Naturally Aspirated. T = Turbocharged.

NOTES: +Production and availability continued years afterwards. Example 1: The production of the Dagenham 4D Mark-2 moved from Ford in Dagenham, UK to EBRO in Spain after 1965 and continued up until the late 1990's. Example 2: The production of the Dagenham 6D Mark-2 Turbo Charged model continued at Dagenham up until July, 1967. Example 3: The production of the 2704ET continued at Dagenham until 1982. Example 4: The production of select Dover models moved to Ford-Otosan in Turkey and continued there after 1991 into the new century where they were soon labeled "DoverTech" models.
*2702E was never put into production, however several major components including the cylinder block for the 2703E model engine are identified with the 2702E prefix in their part numbers and raised cast-in "raw" casting numbers. See Ford 2702E for more details.
**2706E, 2708E and 2709E are inclined versions of 2701E. 2703E and 2704E respectively.
***2701C, 2703C and 2704C were produced for only one year (11/1969 thru 10/1970) and were "parent bore" immediate forerunners of the 2711E. 2713E and 2714E engines respectively.

See "How to Identify Ford Diesel Engines" for more details.

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Ford "Dagenham" (4D, 4D Mark-2 & 6D Mark-2) Diesel Engines
(E1A, ET^?, 954E, 562E, 530E, 592E, 510E, 510ET, 590E & 590ET)
(1952~1964+)
and EBRO of Spain (4D Mark-2) Diesel Engines
(E1A & 592E)
(1965~1999±)

In 1952, Ford of Britain launched the E1A Fordson New Major tractor with a new overhead valve 4 cylinder inline 220 cubic inch diesel engine built at Ford's Dagenham Engine Plant just east of London. This engine became known as the "Dagenham 4D" and featured "wet" cylinder liners, direct fuel injection, and an exposed fuel injection pump drive (see picture below).

Ford 4D E1A Diesel Engine in a 1952 Fordson New Major Tractor.

There was also a concurrently developed petrol version of this engine (shown in a cutaway view below) that utilized the same cylinder block and retained the same dimensions including the bore, stroke and displacement. The later improved Mark-2 version of this petrol engine had a slightly smaller bore and therefore had a displacement of only 198.9 cubic inches. It also shared some of its basic parts with its sister diesel engine such as the cylinder block. See Ford's "D" & "D Mark-2" Ranges OpManual for more information.

Fordson 4 Cylinder Petrol Engine

Shortly thereafter, the "4D" was made into a higher revving automotive version and fitted into the Fordson Thames ET range of lorries as shown below. Note the "4D" grill emblem.

Fordson Thames ET6 lorry with "4D" diesel engine emblem on the grill.

Fordson Thames ET6 lorry with the '4D' diesel engine emblem on the grill.

1956 Fordson Thames ET6. Note that this lorry is powered by the petrol engine and lacks the "4D" emblem.

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 shown below outfitted as a firetruck.

1964 Ford of Britain Thames Trader. Note the "Step Ring" attached to the front wheel to aid boarding.

This high cabbed monster was offered with either an improved "4D" 4-cylinder engine called the "4D Mark-2" or a brand new 6-cylinder engine called the "6D Mark-2" depending on the vehicle's payload. Either engine was mounted at an incline, that is to say it was tipped to one side at about a 45° slant to reduce its height under the cab. To illustrate this configuration, a later, but similar Ford 2706E inclined engine (which succeeded the inclined 4D Mark-2), is shown below.

The Ford 2706E is the Inclined Version of the Ford 2701E

Inclined engines can be found in marine service especially when vessels have limited engine space height. On rare occasion, an inclined engine has found it's way into marine service as an upright standing engine, but with the inclined oil pan still fitted. This suggests that the engine was a used lorry "take-out" that was marinized by an uninformed private party. Unless the oil pan for an upright standing engine is fitted with the proper oil pickup deep in the oil sump, this engine is likely to suffer serious damage from aerated oil being pumped to the moving parts, especially during operation in heavy seas (see bearing damage and timing gear failure).

The "6D Mark-2" was basically a 6 cylinder version of the "4D Mark-2" with the same bore and stroke, and therefore had a displacement of 330 cubic inches. It shared some of its parts with the 4D & 4D Mark-2 such as pistons, rings, liners, connecting rods and valve train components.

Cutaway View of the Ford 6D Mark-2 diesel engine as shown on page 23 of Ford's 4D/6D Service Manual.

There was also a petrol version of this 6 cylinder engine fashioned after the 4 cylinder petrol engine displacing 298.4 cubic inches. It shared some of its parts with the 4 cylinder petrol engine such as pistons, rings, liners and connecting rods. It also shared some of its parts with the 6 cylinder diesel engine including the block castings and oil sump. The pistons, rings, valve train and cylinder head were unique to the 4 cylinder and 6 cylinder petrol engines.

From here on, in this article, the 4D & 4D Mark-2 will be grouped together with and addressed as a 4D, and the 6D Mark-2 will be addressed as the 6D.

Ford’s massive Engine Plant on the River Thames in Dagenham, UK (just east of London)

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" liner cylinders. 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 crankcase and engine 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 more rapid hardening due to excessive heat. It is important therefore to keep the engine's cooling system in good condition and routinely flush out any obstructions in the block around the bottom of the liners' water jackets and use anti-freeze with corrosion inhibitors to prevent corrosion of the iron and consequent leakage. Liner seal leakage should be expected to develop in older engines, especially if lugged as lugging can shake the cylinder liners. If the engine is overheated, leakage due to heat damaged liner seals should be expected soon after. Engine Coolant "Stop Leak" and such treatments have not proven effective at preventing such leaks especially on the long term. The possibility of seal leakage was eliminated in the 2700+ range "Dorset" and "Dover" engines with the introduction of "dry" liner cylinders and "parent bore" cylinders which don't require these "leakage prone" liner seals. The 4D engines produced in Spain by EBRO into the late 1990's continued to have "wet" liner cylinders, howbeit with somewhat improved liner seals.

During Ford's production run of these engines (the naturally aspirated 4D from 1952 to 1964, the naturally aspirated 6D from 1957 to 1965, and the turbocharged 6DT from 1957^?> to 1967) 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 engines which amongst other changes had "high crown" pistons, and a thicker head gasket. Production began 4/57 (Ford 4D/6D OpManual).
• 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. Service letter number 16, Dated 11th July 1962. THAMES TRADER FC MK II Engine Modifications (Diesel Engine). Cylinder Head: 1) Hardened valve caps on inlet valves. 2) Hardened inlet valve spring retainers. 3) Larger valve rockers. 4) Thicker Push Rods. 5) Inlet ports have been modified to give greater swirl and turbulence to air entering the cylinders. This modification, together with a different type of injector ensures better fuel combustion throughout the engine speed range and reduces any tendency to produce exhaust gas smoke. 6) Increased clearance for the push rod holes is provided. The cylinder head Part No 510E-6052-C can be identified by the letters "FL" embossed on the right hand side between Nos. 1 and 2 injectors. 7) New cylinder head gasket. The cylinder Block was also modified to accommodate the 'Minimec' Injection pump; The exhauster front mounting pad was lengthened and incorporates two tapped holes for the injection pump rear mounting bolts.
• 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). Also see the "Notes" section under 4D Mark-2 Specifications and 6D Mark-2 Specifications later in this article. Also see How To Identify Ford Diesel Engines.
• In March, 1964 the engine castings for all tractor, truck and industrial engines ceased to be sourced from the Dagenham foundry and were instead supplied by Sterling Metals Ltd of Nuneaton, UK. All engine castings for the old range of engines up until April 1970 came from Sterling. [J#].

There were effectively three flavors of the 4D engine: Agricultural, Automotive & Industrial. The agricultural version didn't rev as high as the automotive version - 1600 rpm verses 2400 rpm. The industrial version had slight differences like a decompressor for starting with a handle (See Ford 592E Instruction Book Page 13, and Ford 4D Engine Service Manual Section 1 page 1+). The Fordson Major (E1A) 4D tractor engine also was designated the E1A. The early 4D automotive engine was designated the ET^? and the industrial engine was designated the 954E, and then the 562E. The later 4D Mark-2 automotive engine was designated the 530E and the industrial engine was designated the 592E.

The 6D engines were produced in only two flavors: Automotive & Industrial. A small 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 typically Industrial engines being used for agriculture. Sometimes these engines' maximum revs were reset to a lower RPM (1600-1800) like the agricultural versions of the 4D engine or to 1500 RPM or 1800 RPM to drive 50 cycle or 60 cycle AC (Alternating Current) generators respectively. Ford themselves never developed an agricultural version of the 6D engine, and never built a 6 cylinder Fordson Major, although many Ford tractors were later converted to 6 cylinder engines using longer frame rails and engine bonnets.

The 4D & 6D industrial engines were designated 589E, 590E, 591E, 592E for the 6 cylinder petrol, 6 cylinder diesel, 4 cylinder petrol, 4 cylinder diesel respectively. The Thames Trader 5 ton diesel (RHD) was denoted 510E, and the Thames Trader 5 ton petrol (RHD) was denoted 508E. The 6D became available with an optional turbocharger.

The turbocharged automotive engine was labeled the 510T (later 510ET) and the turbocharged industrial engine was labeled the 590T (later 590ET).  The turbocharged 6D engines continued in production after the Dorset 2700 series engines entered production in 1965 and continued up until the release of the beefed-up and turbocharged 2704ET in 1968. See the engine specifications tables later in this webpage article for more details.

After Ford reportedly 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 (J# indicates that some production of the 592E industrial version of the 4D continued at Dagenham until April of 1970). The EBRO built Ford 592E industrial engines were supplied with a proper S industrial ford serial number until 1974 after which it became a purely EBRO engine with no Ford logo or Ford serial number. Most of the parts for these engines are interchangeable with the earlier Ford 4D and to some extent, with the 6D. Lehman marinized the EBRO built engines into the 1990s as the Lehman 4D220. Lehman's numbering scheme was as follows: 4 = 4 cylinder. D = Diesel. 220 = 220 cubic inch displacement. Hence, the 6D330 = 6 cylinder diesel with 330 cubic inch displacement. All the Dorset based Lehman models also followed the same numbering scheme.

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 (EBRO never produced the 6D). It should be easy to get hold of Valves, Valve guides, Pistons, Liners, Conn Rod small end bearings and 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 usually don'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 cylinder petrol engine eg. crankshaft), 510E (in the case of parts specific to the 6 cylinder diesel), or E1A (E1ADDN / E1ADKN) in the case of parts common with the 4 cylinder diesel. Avoid parts that begin with 2700E numbers (eg. 2702E, 2703E, 2704E, etc.), since these apply to the later D-series & Cargo lorry type engines. See article on Ford diesel engine identification and the ford parts numbering system titled "How to Identify Ford Diesel Engines".

The European "Fordson" tractor brand and US "Ford" tractor 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 entered production thereafter.

The easiest way to identify the "4D" & "6D" engines from the later Ford 2700+ 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 (shown here to the left) end of the fuel injection pump to drive the raw water pump.

Ford 4D diesel engine with exposed fuel injection pump drive.

On the 4D & 6D engines, either a nylon or a hard rubber coupling will be found as an injection pump drive shaft coupling. The 4D injection pump drive exits the block from the timing gears, through the aforementioned coupling to the injection pump as shown in the picture below.

1963 Fordson Tractor with Ford 4D Mark-2 Diesel Engine

On the 6D engine, a drive shaft of approximately 6 inches in length is used to connect the fuel injection pump to the engine's auxiliary drive shaft 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. Longer frame rails and engine bonnet have been fitted to accommodate the longer length of the 6 cylinder engine. These extended components were available aftermarket.

1955 Fordson Tractor repowered with Ford 6D Mark-2 Diesel 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, especially if wearing a necktie or anything with long loose sleeves.

Ford 6D with Lehman Marinization, Velvet Drive Gear and Walters V-Drive. Note chromed valve cover.

A feature evident on some Lehman marinized 4D and 6D engines is the location of the raw water pump at the aft end of the inline "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 mechanical tachometer drive was originally designed to be connected. However, other marinized Dagenham engines had belt driven raw water pumps located at the front of the engine.

More from Diesel Engine trader Forum Post by Arthur Ford.

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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 the exposed shafts and couplings used on "Dagenham" models.

Lehman marinized FORD 2701E Dorset base engine.
The directly driven fuel injection pump caused more rapid wear of the engine's helical cut timing gears.
The "Two Shaft" Raw Water Pump has yet to be replaced with "Single Shaft" Pump to avoid shaft failure.
Also note the remote oil filter, which had been inverted to fit into the shipping crate is now righted.
See other "Fixes" listed in this article that need to be accomplished to prevent engine damage.

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 4 cylinder 2701E and 2706E (an inclined 2701E), the 6 cylinder 2703E, 2704E, 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 earlier Dagenham series 4D & 6D 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, like the Dagenham series. They had pressed steel timing gear covers and angle cut timing gears.

The turbocharged Dagenham 6D Mark-2 six cylinder 330 cubic inch 510ET (automotive) and 590ET (Industrial) engines were carried over until late 1968, after the turbocharged 2407ET Dorset engine was released and the 6D engine stocks were exhausted.

The Lehman marinized versions of the Dorset 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 Helical (curved) gears failed, the engine would suffer significant internal damage. The earlier 4D and 6D engines did not experience 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 directly driven Dorset Series engines. The Dover 2720+ models introduced in 1982 were fitted with the more robust, but noisier, straight cut gears. See How To Identify Ford Diesel Engines.

In April 1965 Ford launched the "D-Series" lorry (pictured above) to replace the Thames Trader. These vehicles were fitted with automotive versions of the new 2700 series engines which were fitted into the lorries at a 45° slant (incline) to the left. These engines were offered in 254, 330 & 363 cubic inch displacements with "dry" cylinder liners as the upright 2701E, 2703E, and 2704E respectively, and the corresponding inclined versions as 2706E, 2708E and 2709E respectively.

Ford 2706E Inclined (slanted 45° left) version of 2701E Diesel Engine.

If an inclined version of this engine is un-slanted to an upright configuration, the oil pan sump and oil pickup must be replaced with the upright engine's type of sump and pickup to prevent aeriation and interruption of adequate engine oil flow to the engine's shafts, bearings, etc. 

In 1968, The turbocharged Dagenham 6D Mark-2 six cylinder 330 cubic inch 510ET (automotive) and 590ET (Industrial) engines were succeeded by the new turbocharged 363ci Dorset 2704ET which stayed in production until the turbocharged Dover engines went into production in 1982.

In 1968, CAV bought out SIMMS, Ford's supplier of fuel system components including filters, injectors and injection pumps. CAV retained the SIMMS brand name on the later production.

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 nearly identical to, except that they had different pistons with a slightly lower compression ratio (15.5:1 vs 16.0:1).

In late 1970, Ford introduced the Late Dorset Series 2710 Range engines which were produced from 11/1970 to 1982. This range included the 4 cylinder 2711E and 2712E, and 6 cylinder 2713E, 2714E, and 2715E, all of which featured boreable "Parent Bore" cylinders. Like the 2700 Range engines, the 2710 Range engines were fitted into the D series lorries on a slant (inclined). The 2704ET Turbocharged "Dry" Liner engine was carried over from before and continued in production until 1982. Ford first published a marine duty rating for the 2704ET in 1970.

The 4-cylinder 2712E was soon marinized into the popular Lehman 80, and the 6-cylinder 2715E into the even more popular Lehman 120. Most all the Dorset Series engine models were eventually marinized by Commercial Marinizers or other third-parties using marinization "Kits". While most of these engines were marinized "brand new" from Ford, some were used "high time" engines approaching the end of their service life when salvaged out of lorries or from rock crushers, generators and farm equipment, then marinized and put into marine service. That is why it is always wise to determine their true condition before purchasing a vessel so equipped. by conducting a thorough engine survey with sea trial, fluid analysis, etc.

In 1977, Ford of Britain licensed Ford-Otosan in Turkey to start producing Ford 2710 Range Dorset engines, primarily the 2715E. New Ford-Otosan built Dorset engines were supplied through Ford Industrial Power Products to marinizers including Lehman. Used Ford-Otosan built engines were later marinized by individuals using the various marinizing components and kits available at the time. The Ford-Otosan built engines were indistinguishable from the British built engines and had Ford serial numbers that began with "S". Later Ford-Otosan built Dover engines were identified by a raised "OTOSAN" cast in the engine block and Ford-Otosan serial numbers that started with the engine model number.

More from Diesel Engine trader Forum Post by Arthur Ford.
More from How To Identify Ford Diesel 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 2722, 2723, 2724, and 2725 which featured "Parent Bore" cylinders, and the 2726T and 2728T (both Turbocharged) which featured "Dry" liner cylinders. The model numbers of the naturally aspirated engines are typically found to be followed by an "E" on the engines ID Plate (i.e. 2722E), but not in Ford's documentation. The 2722 was marinized by Lehman as the Super 90, and the 2725 as the Super 135. 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 aftermarket chrome valve covers, so don't depend on this feature alone to identify Dover engines. 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.

The most significant change in the Dover engines over the Dorset engines was larger intake and exhaust ports in the cylinder heads as shown below allowing higher horsepower ratings. The larger ported intake and exhaust manifolds used by the Lehman Super 135 can be seen above.

ΞPIXΞ ΞPIXΞ
Compare larger port size of Dover head (Left) to the older Dorset head (Right).

In 1983, the Ford Cargo lorry (pictured below) replaced the D-Series lorry. 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 labeled "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 Otosan in Turkey. Later Ford-Otosan built Dover engines were identified by a raised "OTOSAN" cast in the engine block and Ford-Otosan serial numbers that started with the engine model number.

1986 Ford (Iveco) Cargo Lorry.

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. These engines became known as "DoverTech" engines. They were identified by a raised "OTOSAN" cast in the engine block and Ford-Otosan serial numbers that started with the engine model number. 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 to 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, the prices are climbing rapidly.

More from Diesel Engine trader Forum Post by Arthur Ford.

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Ford-Otosan "EcoTorq" Series 7.3L, 9.0L & 12.7L Diesel Engines
(Ford-Otosan Cargo Trucks,+)Ford EcoTorq Diesel Cargo Engine with Exhaust Treatment.

Developed entirely by Turkish engineers in as little as four years, the new generation Ecotorq Eu6 engine family won the Grand Prize at the Technology Awards organized by Turkish Scientific and Technological Research Council (TUBITAK), the Technology Development Foundation of Turkey (TTGV), and the Turkish Industry and Business Association (TUSIAD).

"The New generation Ecotorq family, launched with an investment of more than $100 million, as the first and only truck engine developed from scratch and made in Turkey, is proof of our technological and R&D strength. The Ecotorq Engine and ATS family – with all intellectual and industrial property rights owned by us – developed to meet the Euro-6 emission norms and to comply with Euro-7, can generate 330, 420 and 480 PS power. The Ecotorq Engine and ATS family tailored for the demands of different export markets have been designed to meet the Euro-3, Euro-5 and Euro-6 emission norms."

Ford Cargo Trucks, equipped with new generation Ecotorq engines, compliant with Euro 7 emission standards have been manufactured in the Eskişehir Plant since 2016.

Marinized versions of the Ecotorq family have been rapidly gaining favor.

Ford-Otosan EcoTorq Diesel Marine Engine.

From FordOtosan.
From Wikipedia..

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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 extra thick 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" oversized, 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 capability of replacing the repair sleeves when needed gave this engine the potential of being rebuilt over and over again indefinitely. The exhaust manifold was located on the opposite side of the engine to the intake manifold. This is called a crossflow 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's New Holland of Brazil 7.8 Litre Inline 6.

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, UK (see Fordson in Wikipedia).

Ford's New Holland Tractor Plant in Basildon, UK.

After Ford acquired New Holland in 1985, Ford offered turbocharged versions of the New Holland 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.

It's unfortunate that these New Holland engines were never developed to their full potential. The Cummins engines were simply cheaper and Ford could make more profit reselling them then marketing the more expensive, much heavier and more robust New Holland engines. Maybe, they were too good, to reliable, too expensive (initially), and ultimately too rebuildable to exist in our profit driven throw-away world.

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∼2003^?)

The Ford-Case-New Holland "Genesis" Series diesel engines were a North American tractor engine developed at the Ford Tractor facility in Troy, Michigan. Shortly after Ford purchased New Holland from Sperry Corporation, all tractor-related activities moved from Michigan to New Holland, PA. The Genesis engines were produced at ΞPlantΞ between 1991 and 2003. From 1991^? to 2003^? they were sourced by Ford Power Products from Ford Case New Holland and marketed to other parties for other applications. They were 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 primarily by Mermaid Marine and offered in several versions up to 400 horsepower for marine propulsion.

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Ford "Kent" Petrol Engine Dieselized by Watermota
(Sea Panther)
(1975^?∼1978^?)

The robust Ford "Kent" petrol engine had been the bases for the petrol racing engines made famous by Cosworth and Lotus. (Ford restarted production of the "Kent" A711M cylinder block in 2010 due to the extraordinary demand from the auto racing community).

More from Wikipedia.

Through the 60's and 70's, Watermota had been marinizing 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, Sea Tiger and Sea Leopard as shown below:

Pre-Crossflow Petrol Engine:
^ Sea Wolf Mk1 - Ford 997cc (?ci) 105E
^ Sea Otter - Ford ?cc (?ci) 115E
^ Sea Tiger Mk1 - Ford 1500cc (?ci) 122E
Crossflow Petrol Engine:
^ Sea Wolf Mk2 - Ford 1100cc (67ci) 2261 KSG-411^?.
^ Sea Tiger Mk2 - Ford 1600cc (98ci) 2264 KSG-416.
^ Sea Leopard - Ford ?cc (?ci) 2265 KSG-4??.

Watermota also marinized the Ford side valve based 93A and 100E petrol engines.

By the mid 70's, Watermota had, in collaboration with Ford and Essex University, developed the cylinder head, pistons, fuel injectors, diesel injection pump, pump drive, etc. to convert the Ford 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 dieselized engine from Watermota and marketed it as the Westerbeke L-25.

Watermota Sea Panther Diesel Engine (Dieselized from Ford Kent Petrol Engine).

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 in automotive use without overhaul. The industrial (FSD 425, also called FSD425) 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)

XLD-416

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.

XLD-418

The Endura-DE was Originally branded "Lynx" and had "1.8 DIESEL" stamped on its rocker cover, it is an engine which has been 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 Groupe'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 and resold to mainly new boat builders.

Lehman 4D61 marinized from PSA (Peugeot) XD90 diesel engine like used in the Peugeot 504 automobile.

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.

From Wikipedia/Groupe PSA.
From Wikipedia/List of PSA Engines.

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

The PSA XUD is a diesel engine designed and built by PSA - Peugeot and Citroën. It is an Indirect injection (IDI) engine, that uses a version of the Ricardo Consulting Engineers Ricardo Comet  V prechamber cylinder head design. The engine comes in 1.8 L (1,769 cc), 1.9 L (1,905 cc), and 2.1-liter displacments. The 2.1 has 12 valves, all displacements were built either naturally aspirated or turbocharged. The XUD was the predecessor to the HDI range of engines. Early HDi Engines were a PSA design, later 16-valve engines were jointly developed with Ford.

The XUD was available with either SOHC 8-valve or 12-valve heads. It was mainly applied transversally in front wheel drive vehicles, tilted by 30°. However, some applications in non-PSA vehicles had the engine installed longitudinally, with rear-wheel drive. The XUD is built in Citroën's plant in Trémery, near Metz.

Displacement ranges between 1.8 and 2.1 L (1,769 and 2,138 cc), and all XU diesel engines have a stroke of either 88 or 92 mm (3.46 or 3.62 in). The former was shared with the XU9. Bore sizes range from 80 to 86 mm (3.15 to 3.39 in), some of which are shared with other XU engines.

Upon its release the engine was noted as one of the best diesel engines (for cars and light vans) in the world with its high power output and refinement it made all other diesel engines seem agricultural. It was also particularly light, with a ready-to-run XUD9 weighing 157 kg (346 lb), 15% less than a comparable diesel of the previous generation.

Vegetable oil fuel: 
The engine, because it is indirect injection, with a slower combustion burn time than direct injection, is suitable to run on SVO (pure vegetable oil). A feature of the Ricardo Comet pre-chamber design is that it makes the engine tolerant of low Cetane value fuels such as SVO. The viscosity of vegetable oil when cold is too great for rotary injection pumps, (in particular the weaker Lucas CAV pump, the Bosch VE fuel pump is superior), preventing it from acting as a lubricant and increasing the workload on the distributor/rotary injection pump and damaging it. The Lucas EPIC pump fitted to the 2.1 L 12 valve turbo-diesel engine after 1995 is the weakest pump of all.

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.

From Wikipedia/PSA_XUD_Engine.
From Wikipedia/List of PSA Engines.

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Ford "DuraTorq" Series (1999∼?) ZSD & TDCi Ranges
(Puma+) — (Ford Transit)

Ford Duratorq Diesel Engine.

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, In the Ford-Otosan plant in Turkey and the 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, 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 PT22, PT24 and PT32 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 (2006^?-) 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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Specifications for Ford
Agricultural, Automotive, & Industrial Diesel Engines
And Popular Marinized Versions of These Engines

TABLE KEY:
Types of Engine Vendors: Engine design owners may produce the engines in-house as manufacturers.
^ Licensees are licensed by engine design owners to produce base engines and/or marine engines.
^ Marinizers buy base engines from the producers at wholesale, marinize them for marine service,
^ ^ and then sell them to boat builders, resellers, etc. at wholesale or to end users at retail.
^ Resellers buy marine engines at wholesale and resell them at a markup or at retail.
BASE ENGINE: Manufacturer/Vendor & Model of Base Engine followed by Specifications.
^ CYL: Cylinder Orientation & Configuration - (Dash w/no spaces) Number of Cylinders: (example: "V-8")
^ ^ Cylinder Orientation: No Code = u… = Upright (Vertical). s… = Slanted (Inclined). h… = Horizontal (Flat). 
^ ^ Cylinder Configuration: I = In-Line.
^ BORE & STROKE: …mm = Millimeters. …in = …" = Inches.
^ DISPLACEMENT = Swept Volume: …cc = Cubic Centimeters (cm³). …L = Liters. …ci = Cubic Inches (in³).
MODEL RATINGS: Base Engine Model, Vendor Rating Code, Duty Ratings, Power Ratings, etc.
^ A-F: Aspiration-Fueling: Intake Air uncharged or charged (with or w/o cooling) - Diesel Fueling Type.
^ ^ Aspiration: N = Naturally Aspirated. T = Turbocharged. …i = Intercooled. …a = Aftercooled.
^ ^ Diesel Fueling: M = Mechanical Injection. …d = Distributor Injection Pump. …I = In-line Injection Pump.
^ ^ ^ …ii = II = Integral Injector. C = Common Rail. E = …e = Electronic Injection.
^ ^ ^ …d = Direct Injection (into combustion chamber). …i = Indirect Injection (pre-combustion chamber).
^ DR = Duty Ratings: See the Engine Duty Ratings Description at the end of the Table.
^ ^ ♦♦ = Highest Power Rating from Data Sources.
^ POWER: kW = Kilowatts. HP = Horsepower. BHP = Brake Horsepower. SHP = SAE Horsepower.
^ ^ sHP = Shaft Horsepower. MHP = Metric Horsepower. PS = Pferdestärke (Metric Horsepower).
^ RPM = Power Ratings @ Revolutions Per Minute.
^ YEARS: Beginning∼Ending. Trailing "–" or "∼" without an Ending Date = Still in Production/Available.
^ ^ YYYY usually = Model Year. MM/YY = actual Month/Year.
^ ^ Vendors typically market products after production ceases, often until stockpiles are exhausted.
^ DS = Data Source: Click DS Link to view DS. ♦♦♦ = Summary of Data Compiled from Multiple Sources.
^ ^ DS's 1st Letter = Vendor's 1st Letter (example: F = Ford). Wik = Wikipedia. BD = BoatDiesel.com.
^ ^ DS's 2nd Letter:  ...d = Directory. ...w = Webpage. ...c = Catalog. ...b = Brochure. ...s = SpecSheet.
^ ^ ^ ...o = Owner's/Operator's Manual. ...m = Service/Repair/Technical/Workshop/Shop Manual.
^ ^ ^ ...p = Parts Catalog. …# = Serial # List ...h = History. ...y = Years Vended (History). ...f = Forum.
^ ^ DS's Last Digits: ...1,2,3,A,B,C,etc = Source #, Version, Revision (example: Fc1 = Ford Catalog #1).
Data: ⊗ = Data Not Available from Data Source. ¿... = ...? = Data Unconfirmed/in Question.

Clicking a Vendor Link in the table will open a new window displaying our webpage for that Vendor containing details about that vendor and their products. Clicking a Model Link in the table will open a new window displaying our webpage for that Model.

HOW TO READ THIS TABLE

Each line displays the data available from the identified Data Source (DS). The data is displayed according to the Table Key above. Clicking on the Data Source Link will open a new window displaying that Data Source. Data Sources include Catalogs, Brochures, Ads, SpecSheets, Owners/OpManuals, Parts Catalogs, Shop Manuals and Articles. The Triple Diamond "♦♦♦" = Summary of data compiled from multiple Data Sources.

Keep in mind that Data can be inaccurate in the source material and sometimes, the source material may be illegible. We try to obtain the best source material available and we make corrections to the tables when needed. If you wish to point out an error or you can help us obtain good source materials, please let us know via email To: Editor♥EverythingAboutBoats.org (Replace "♥" with "@")

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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 (Fs-NM) tractors and then Thames ET series lorries. Shortly thereafter, Industrial versions of the 4D engine were developed for powering combines, rock crushers, pumps, generators, etc. The engines driving AC generators were usually set to 1500 RPM for 50 cycle and 1800 RPM for 60 cycle AC current. Lehman had not developed the marinizing components for the Ford 4D base engine when it was in production. Much later, Lehman and others developed the marinizing components for the Ford 4D, 4D Mark-2 (and later EBRO built 4D Mark-2) and Ford 2700+ models. Many of the later components could retrofit to the earlier 4D engines. Consequently, any marinized Ford built 4D you find is unlikely to have been marinized when it was brand new, but rather was a used 4D engine taken out of a tractor, lorry, generator, etc. All new Lehman 4D220 engines were Lehman marinized Ford 4D Mark-2 (592E Industrial) base engines built under license by EBRO in Spain.

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). Industrial versions of the 4D Mark-2 engine were developed for powering combines, rock crushers, pumps, generators, etc. The engines driving AC generators were set to 1500 RPM for 50 cycle and 1800 RPM for 60 cycle AC current. *In 1963, the 4D Mark-2 engine got a high air flow cylinder head which was identified by a raised cast-in "FL" similar to the 510E-6052-E head shown under 6D Mark-2 Notes. This identifier followed the head's raised cast-in part number on the right side of the head. This high flow head was often back-fitted to earlier 4D and 4D Mark-2 engines as replacement heads and/or to increase performance. . 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. Lehman had not developed the marinizing components for the Ford 4D Mark-2 base engine when it was in production. Much later, Lehman and others developed the marinizing components for the Ford 4D, 4D Mark-2 (and later EBRO built 4D Mark-2) and Ford 2700+ models. Many of the later components could retrofit to the earlier 4D and 4D mark-2 engines. Consequently, any marinized Ford built 4D Mark-2 you find is unlikely to have been marinized when it was brand new, but rather was a used 4D Mark-2 engine taken out of a tractor, lorry, generator, etc. All new Lehman 4D220 engines were Lehman marinized Ford 4D Mark-2 (592E Industrial) base engines built under license by EBRO in Spain.

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. Industrial versions of the 4D engine were developed for powering combines, rock crushers, pumps, generators, etc. The engines driving AC generators were usually set to 1500 RPM for 50 cycle and 1800 RPM for 60 cycle AC current. Lehman had not developed the marinizing components for the Ford 6D base engine when it was in production. Much later, Lehman developed the marinizing components for the later Ford 2700+ models, some of which could retrofit to this earlier 6D engine. Consequently, any marinized Ford built 6D you find is unlikely to have been marinized when it was brand new, but rather was a used 6D engine taken out of a tractor, lorry, generator, etc. *In 1962, the 6D got a high air flow “FL” cylinder head which was identified by a raised cast-in "FL" as shown in the pictures below. This identifier followed the head's raised cast-in part number "510E-6050-E" on the right side of the head. The "FL" head was often back-fitted to earlier engines as replacement heads and/or to increase performance. (Also see How to Identify Ford Engines).

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Ford Early "Dorset" Series (3/1965~11/1969) 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: Produced 3/1965~11/1969 (See Ford Industrial Engine Production Dates by Serial Numbers by Jimcdbts). Various data sources list slightly different B&S, Displacement, etc. Cylinder Block Part Number 683F-6010AAB. These engines were fitted into D Series Ford Lorries. The 2701E is not to be confused with the slightly larger parent bore 2701C which was the immediate forerunner of the 2711E.

NOTES: *Ford apparently never put an engine with the model number "2702E" into production, however several major castings including certain 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 by the "2702E 6015" part number as shown below were ultimately utilized to build the Ford 2703E model engines. See How to Identify Ford Diesel Engines and our webpage for the Ford 2702E.

NOTES:

NOTES:

NOTES: Produced 7/1968~?/1981^? (See Ford Industrial Engine Production Dates by Serial Numbers by Jimcdbts). Data from Ford 2700 Series Service Manual (Dated 6/79) & Sabre Lehman OpManual & FordsonTractorPages. 6D363T-W HP data from BoatDiesel, TC-C&P HP data from OpManual. Various data sources list slightly different B&S, Displacement, etc. It had chromed cylinder liners, stronger head bolts and connecting rods.
Marinized engines available after 1982 may be Ford Dover 2728T base engines.

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.

This is the inclined (Slanted) Version of the Ford 2701E

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 parent bore 2701C which was the immediate forerunner of the 2711E. The 2701C was nearly identical to the 2711E, however, the 2701C had a 15.5:1 Compression Ratio and the 2711E had a 16.0:1 Compression Ratio.
*Marinizers may have used the 2701C as the Base Engine for their marine engines (like the Lehman 6D254) until the 2712E went into production in 11/1970 (see Lo2 and J#).

NOTES: The earlier 2703E is not to be confused with the slightly larger parent bore 2703C which was the immediate forerunner of the 2713E. The 2703C was nearly identical to the 2713E, however, the 2703C had a 15.5:1 Compression Ratio and the 2713E had a 16.0:1 Compression Ratio.

NOTES: The earlier 2704E is not to be confused with the slightly larger parent bore 2704C which was the immediate forerunner of the 2714E. The 2704C was nearly identical to the 2714E, however, the 2704C had a 15.5:1 Compression Ratio and the 2714E had a 16.0:1 Compression Ratio.
*Marinizers may have used the 2704C as the Base Engine for their marine engines (like the Lehman 6D380) until the 2715E went into production in 11/1970 (see Lo2 and J#).

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Ford Late "Dorset" Series (10/1970∼?/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.
*Marinizers may have used the 2701C as the Base Engine for their marine engines until the 2711E went into production in 11/1970 (see Lo2 and J#).

NOTES: This is the popular engine marinized by Lehman and known as the Lehman 80 (Leh-80).
*Marinizers may have used the 2701C as the Base Engine for their marine engines (like the Lehman 6D254) until the 2712E went into production in 11/1970 (see Lo2 and J#). For Generator rated engines, see next Item below.

The Engine Identification Plate below identifies this particular engine as a Ford model 2712E, which was the 4.15L (254ci) "Dorset" base engine marinized into the popular Lehman 80. This engine was rated at a Maximum 80 horsepower in "Overload" at 2500 RPM. See Ford Duty Ratings for the explanation of the "Overload" rating.

The Engine Identification Plate below identifies this particular engine as a Ford model 2712E that has been set-up to drive a 60-cycle alternating current generator at 1800 RPM and could produce a continuous 59 horsepower (according to Mermaid specs).

The Engine Identification Plate below identifies this particular engine as a Ford model 2712E that has been set-up to drive a 50-cycle alternating current generator at 1500 RPM and could produce a continuous 50 horsepower (according to Mermaid specs).

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

NOTES: The 2704C was the immediate forerunner of the 2714E.
*Marinizers may have used the 2704C as the Base Engine for their marine engines until the 2714E went into production in 11/1970 (see Lo2 and J#).

While this engine (2714E) is similar to the popular 6 cylinder 2715E (Lehman 120), it is actually the "Econo" reduced horsepower version of the 2715E 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 where they were usually painted AmMarine metallic gold or yellowish metallic green.

NOTES: This is the popular engine marinized by Lehman and known as the Lehman 120 (Leh-120). *Marinizers may have used the 2704C as the Base Engine for their marine engines (like the Lehman 6D380) until the 2715E went into production in 11/1970 (see Lo2 and J#).

   

*This engine is equipped with a Simms Minimec mechanically governed mechanical jerk-type fuel injection pump. The 120 BHP output rating @ 2500 rpm is achieved when the engine is at full throttle and overloaded enough that the injection pump rack is fully advanced to maximum spray duration (i.e. when at WOT and under full overload while accelerating, climbing ocean swells, on a dyno or over-propped). This output rating is intended to provide the intermittent power needed during acceleration and when climbing ocean swells. If the propeller is properly pitched for the vessel, the engine may come close to this output during full throttle acceleration or when climbing ocean swells at WOT, but the engine was not intended to be operated under such overload for very long as this lugging of the engine is detrimental to the engine from overloading, hot-spots, over-fueling, incomplete combustion, and carbon buildup and wear. The vessel’s propeller pitch should be selected to allow the governor to draw back the injection rack to the ideal spray duration as the engine approaches 2500 rpm (which should produce roughly 114.5 BHP for this particular engine). The Mermaid Power Curve shown below is misleading as Ford says that the 120 HP is achieved only in 'Overload'. IMPORTANT NOTE: The service life of an overloaded diesel engine will suffer considerably due to over-fueling, incomplete combustion, etc. Likewise the life of an under-worked diesel engine will also suffer, but in this case mainly from incomplete combustion that results from low combustion temperatures. The size and power output of any diesel engine and the propeller pitch must be matched to the vessel’s use, speed, hull type, and weight in order to maximize the engine's service life. See Selecting the Right Diesel Engine for a Boat. See Ford Duty Rating for more about Ford's "Overload" rating.

Mermaid Flat-Six Duty Rating

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

NOTES: Features Integral Cast-In Block "Parent Bore" Cylinders. *Mermaid SpecSheets show Turbocharged models having 15.5:1 compression ratio vs 16:1 for naturally aspirated models.

NOTES: Features Integral Cast-In Block "Parent Bore" Cylinders.

NOTES: Features Integral Cast-In Block "Parent Bore" Cylinders.

NOTES: Features "Dry Liner" Cylinders. Sometimes shown as 360 cubic inch displacement.
M = Marine Rated model.
G = Generator Rated model.
*Danish Version of OpManual.

NOTES: Features "Dry Liner" Cylinders. Sometimes shown as 360 cubic inch displacement.

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Ford-Otosan "EcoTorq" Series 7.3L, 9.0L & 12.7L Diesel Engines
Features: Horizontal Crankshaft, OHV (1st Gen - 7.3L & 9.0L), OHC (2nd Gen - 12.7L).

NOTES:

NOTES:

NOTES: Chain Driven OHC (Over-Head-Cam) Engine

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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:

Ford New Holland of Brazil based Lehman Super SP355.

NOTES: Twin Intercooled. The SP355 workboat rating is sometimes shown as 300 BHP at 2600 rpm. W&P data from BoatDiesel.com.

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Ford Case New Holland "Genesis" Series (1991^?∼2003^?) TA Range
Features: Horizontal Crankshaft and Boreable "Parent Bore" Cylinders.

NOTES: *Mermaid's Melody-II SpecSheet shows the Displacement "Capacity" of 363ci (5950cc) in ERROR near top of Specification section on page 2. "Capacity" should read 304ci (4987cc).

NOTES: *Years Manufactured from TractorData.com.

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Ford "Kent" Petrol Engine Dieselized by Watermota
(1975^?∼1978^?)

NOTES: *Through the 60's and 70's, Watermota had been marinizing 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 (eg 2274E, KSG-416) 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.

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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.
*FSD 425 is also called FSD425. Used Ford FSD 425 base engine marinized by Lancing Marine.
**Power Take Off Rating

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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:

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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 "squar