The Endura-E

1: Coolant Expansion

2: Brake & Clutch Fluid Reservoir

3: Idle Air Control Valve

4: HT Leads

5: Oil filler cap

6: Spark Plug

7: Oxygen sensor

8: Airbox

9: Battery

10: Air Intake Tube

The Ford Ka uses the humble 1·3 litre Endura-E engine, which is similar to the HCS unit as used in the preceding Fiesta and Escort platforms for many years. There’s more about the Endura-E below. So what is it doing under the Ka’s bonnet?

The Endura-E is controlled by Ford’s sophisticated EEC V electronic control unit. This computer is fed information from a number of sensors dotted around the vehicle, including (but not limited to) the accelerator and clutch pedals, the steering system, the coolant temperature, the air intake temperature, the road speed, the engine speed, and the oxygen sensor. It uses the information in order to compute the precise quantity of petrol to squirt into each cylinder. The system puts emission control as the first priority.

You can listen to Kermit’s Endura-E here, if you really want to.

Endura-E Data

The Endura-E is a derivative of the original Kent, being most closely related to the 1·3 HCS. The Endura-E was introduced in 1995 and was used in the mark four Fiesta and all Kas sold in Europe until 2002 (although early Ka brochures show that it is powered by the 1·3 litre HCS CFI engine).

Variants

There is just one variant of the Endura-E sold in the United Kingdom, the 60 PS version. In Continental Europe, Ford also sold a 50 PS version. As an aside, the current (2003 onwards) 60 PS 1·3 Duratec 8v sold in Europe is a badge engineered Endura-E.

Mechanical Reliability

Early Endura-E engines can suffer with premature camshaft wear, a problem which was resolved by late 1997. The problem manifests itself by the tappets needing almost constant adjustment, the engine making a racket, losing compression, power and an increase in fuel consumption.

Later engines have an improved, toughened camshaft. They benefit from regular oil changes at twice Ford’s servicing schedule (every 5,000 miles rather than every 10,000 miles), but the same can probably be said for all engines.

Tuning

The standard 60 PS Endura-E is mainly about torque. The engine produces plenty of it low down in the rev range, Ford’s official information shows that the 60 PS Endura-E produces peak torque at 2,500 rpm and that the 50 PS version produces peak torque at 2,000 rpm. Kermit benefits from the Bluefin device, which improves output and peak torque is at 2,300 rpm. The engine produces at least 90% of peak torque from 1,500 rpm all the way until 4,500 rpm – click here for an image of his power and torque curves.

For tuning purposes, the Endura-E makes an ideal case. It’s much easier to improve power at the top end of the rev range than it is at the bottom, and since the Endura-E has a lot to start off with, this is good news. Using an optimised flow manifold design and dumping the catalytic converter can liberate around ten percent for not very much cash at all.

Endura-E Valve Clearances

It’s quite normal for the Endura-E to sound a bit “tappy” in use - but not too tappy! The valve clearances require regular adjustment for the Ka. If the clearance is too big, the engine will sound tappy or rattly, and the engine will be rather thirsty and not perform well. If the clearance is set too low, this can cause burnt valves and other rather more serious effects (although the engine will be very quiet).

It is important that the valve clearances are checked every 10,000 miles, with the engine cold. The inlet valve clearance should be set to be 0·20mm and the exhaust valve to be 0·50mm (with the exception of some of the very early Endura-E, which has an exhaust valve clearance of 0·30mm).