Editing Ford Kent engine (section)

==Valencia==
A redesigned version of the Kent engine was conceived to suit [[transverse engine|transverse]] installation in 1976, primarily for the Mk1 [[Ford Fiesta]], although entry level versions of the [[Ford Escort (Europe)|Escort Mk3]] also used the engine. This derivative went through two major revisions in 1988 and 1995, detailed below, and was a mainstay of Ford's entry level compact range for nearly 25 years.

===Original Valencia (1976–1988)===
[[File:Ford Valencia 1100 X series engine.jpg|thumb|Valencia 1100 engine with RS Twin Weber DCNF conversion in a [[Ford Fiesta (first generation)|Mk1 Fiesta]]]]

The Valencia was initially available in {{cvt|957|cc|L|1|order=flip}} (in both high compression and low compression versions ) and a high compression {{cvt|1117|cc|L|1|order=flip}} version.

To adapt the Kent Crossflow for front wheel drive the ancillaries were repositioned, and the cylinder block shortened by {{cvt|30|mm}}. This allowed the engine to fit transversely across the Fiesta engine bay, while still allowing the transmission unit to be comfortably removed for clutch replacement. However, this difference means that very few parts of the Valencia engine are interchangeable with a Crossflow. (Ford ended up installing the Crossflow engine into the Fiesta anyway, when the market demanded a 1.3L capacity, and later a 1.6L version for the North American market models – ultimately the 1.6L Crossflow also was used in the Mk1 Fiesta XR2 when the North American market Fiesta ceased production in 1980). The bore diameter was reduced to 74mm (from 81mm on the full-size Kent), and was standard across both the 957 and 1117 versions; the extra capacity was achieved by varying the stroke.

In addition to these changes, the Valencia featured a new transmission flange to suit the BC4/5 transaxle and the cylinder head was redesigned using flat-top pistons and the traditional combustion chamber in the head. Another key difference from the 711M Crossflow block is the absence of mounting spigots cast into the faces; therefore the Valencia (and the later HCS and Endura-E versions) cannot be mounted in a longitudinal application: when installed in a Fiesta/Escort III/Orion the engine relies on the transaxle mountings for lateral location in the vehicle.

Because of these differences, Ford officially regarded the Valencia as a completely new engine despite being derived from the Kent/Crossflow family and initially dubbed it as the "L-Series" or "Valencia-L" engine ("VL" is cast into the cylinder head and block), however it became better known as the '''Valencia''' to the wider world, after the [[Ford Valencia Body and Assembly|Valencia plant]] where it was manufactured, but eventually the name was officially adopted by Ford as well – although in sales literature it was always called simply '''OHV'''. Although the engines were assembled at Amulssafes, the blocks and heads were in fact cast in Dagenham alongside the full-size Crossflow and shipped to Spain for assembly.

A five bearing {{cvt|1297|cc|L|1|order=flip}} version of the Valencia became available in 1986 for the facelift "Erika-86" version of the Escort and Orion, replacing the similarly sized [[Ford CVH|CVH]] unit, which increased to {{cvt|1392|cc|L|1|order=flip}} for higher specification models. The cylinder heads and pistons were modified in 1986 for unleaded fuel and the cams changed to meet the new [[European emissions standards]] along with the addition of electronic ignition.

===HCS (1988–1996)===
[[File:Ford HCS engine.jpg|left|300px|thumb|Valencia-HCS engine installed in a 1989 [[Ford Fiesta (third generation)|Ford Fiesta Mk3]] ]]
In 1988 the second generation of the Valencia unit was launched to meet with tightening European emissions legislation.<ref name=QR399200>{{cite magazine | ref = QR399 | magazine = Quattroruote | title = Magro è Meglio | trans-title = Leaner and better | language = it | date = January 1989 | volume = 34 | issue = 399 | publisher = Editoriale Domus | location = Milan, Italy | editor-first = Raffaele | editor-last = Mastrostefano | page = 200 }}</ref> The substantial redesign of the engine included an all-new cylinder head with reshaped combustion chambers and inlet ports for 'lean-burn' operation, hardened valve seats and valves for operation on unleaded fuel, and the [[Ford EDIS]] fully electronic ignition system, with the option of single-point fuel injection for use with a [[catalytic converter]] - Weber carburettors were specified to replace the unreliable Ford Variable Venturi (VV) unit. The engine was renamed the Ford '''HCS''' (standing for ''High Compression Swirl''), although some internal Ford service publications call it the '''Valencia-HCS''' in reference to its heritage. This engine used a much leaner fuel-to-air mix than a typical engine, at a 1:19 ratio.<ref name=QR399203>[[#QR399|Mastrostefano (Ed.)]], p. 203</ref> In addition to lowered emissions, Ford claimed that fuel economy increased by 11 to 18 percent while power was up from 5 to 8 percent, depending on the model.<ref name=QR399203/>

It first appeared in {{cvt|1118|and|1297|cc|L|1|order=flip}} guises on the Ford Escort and Orion for the 1989 model year, and on the then-new Ford Fiesta Mark III the same year, which also offered a smaller {{cvt|999|cc|L|1|order=flip}} version to replace the older {{cvt|957|cc|L|1|order=flip}} Valencia.

The HCS engine is easily distinguishable from the original Valencia by the rocker cover, head and block being painted grey instead of black, the presence of a crankshaft position sensor adjacent to the starter motor, and the absence of a distributor drive on the rear face of the cylinder block. The mechanical fuel pump also has a return line to tank, whereas the original Valencia did not. The HCS also has a "mirrored" spark plug arrangement where the plug leads appear to be splayed outwards: on the original Valencia they are all at the same angle.

==={{anchor|Endura-E}} Endura-E (1995–2002)===
The final redesign came in 1995 with the launch of the fourth-generation [[Ford Fiesta]]. This edition was effectively another redesign of the Valencia/HCS derivative, known as the '''Endura-E''', and featured many revisions to combat noise and harshness, including a thickened cylinder block and a cast aluminium sump. The RH engine mount position was changed to the top of the cylinder block. Multipoint fuel injection was now standard. This engine was used in the [[Ford Ka|Ka]] until 2002 where it was replaced by the Duratec and the 1.3 Escort until 2002, as well as in [[Ford Ikon]].

This type of engine still has tappet noise even after adjustment. This noise is said to come from the cams due to incorrect valve setup (when setting valve clearance each cylinder must be set to TDC) or from age and use of incorrect oil grade. The correct oil grade is 5W-30 semi-synthetic oil. Another reason is the large tappet clearance on the exhaust valve. This could be reduced to lower the noise level but the engine would then suffer from a rough idle and usually stall.

Despite Ford's engines being well regarded for their ease of service, the Endura-E has a very awkward placing for its oil filter, at the back of the engine and facing from left to right rather than pointing downwards or out, this being a leftover from the original Kent which was normally mounted longitudinally for rear-wheel drive. This mounting position makes it very difficult to access from underneath the car (without a mechanic's ramp), and despite being very short, the can-type oil filter still manages to protrude past the tip of the adjacent starter motor, meaning it is very difficult to remove using chain-type grips.

{{Table alignment}}
{| class="wikitable defaultcenter"
|+ Endura-E engine specs (Ka):
|-
! Displacement!!Power!!Torque!!Bore!!Stroke!!Compression ratio!!Redline
|-
|998&nbsp;cc || {{cvt|53|PS|kW hp|0}} at 5250&nbsp;rpm || {{cvt|77|Nm|lbft|0}} at 4000&nbsp;rpm || {{cvt|68.68|mm|in}} || {{cvt|67.4|mm|in}} || 9.2:1 || rowspan=2|5450&nbsp;rpm
|-
|1297&nbsp;cc || {{cvt|60|PS|kW hp|0}} at 5000&nbsp;rpm || {{cvt|104|Nm|lbft|0}} at 3500&nbsp;rpm || {{cvt|73.94|mm|in}} || {{cvt|75.5|mm|in}} || 8.8:1
|}