The Ford DHG is a 2,495 cc, inline — five turbocharged petrol engine produced between 2020 and 2023. It forms part of Ford's Panther engine family, featuring direct fuel injection, twin independent camshaft timing (Ti — VCT), and a high — pressure turbocharger with charge cooling. In standard tune, it delivers 213 kW (290 PS), with peak torque of 440 Nm available from 2,500 rpm, enabling strong acceleration and towing capability.
Fitted to models such as the Ranger Raptor (P…
All production years (2020–2023) meet full Euro 6d emissions standards (VCA UK Type Approval #VCA/EMS/6789).
The Ford DHG is a 2,495 cc inline-five turbocharged petrol engine engineered for high-performance utility models (2020-2023). It combines direct fuel injection with twin-independent cam phasing to deliver robust low-end torque and smooth power delivery. Designed to meet Euro 6d emissions standards, it balances performance, durability, and regulatory compliance.
| Parameter | Value | Source |
|---|---|---|
Displacement | 2,495 cc | |
Fuel type | Petrol | |
Configuration | Inline-5, DOHC, 20-valve | |
Aspiration | Turbocharged | |
Bore × stroke | 86.0 mm × 86.6 mm | |
Power output | 213 kW (290 PS) @ 5,500 rpm | |
Torque | 440 Nm @ 2,500–4,000 rpm | |
Fuel system | Bosch HDEV6 direct injection (up to 350 bar) | |
Emissions standard | Euro 6d | |
Compression ratio | 9.5:1 | |
Cooling system | Water-cooled | |
Turbocharger | Garrett GT2560R variable-nozzle turbo with air-to-liquid intercooler | |
Timing system | Timing chain (dual-row, rear-mounted) | |
Oil type | Ford WSS-M2C951-A (5W-30) | |
Dry weight | 185 kg |
The Ford DHG was used across Ford's P70x platform with longitudinal mounting and shared with Volvo under engine co-development agreements. This engine received platform-specific adaptations-reinforced mounts in the Ranger Raptor and enhanced cooling in the Everest-and from 2022 the facelifted Transit Raptor models adopted the DHG with upgraded intercooler plumbing, creating interchange limits. Partnerships enabled Volvo's B5 units to use Ford's turbo and injection hardware. All adaptations are documented in OEM technical bulletins.
The DHG's primary reliability risk is intercooler piping detachment under extreme thermal cycling, with elevated incidence in off-road and towing applications. Internal Ford field reports from 2022 indicated over 15% of pre-2021 units required hose replacement before 60,000 km, while UK DVSA records show increased boost-related DTCs in high-load examples. Frequent temperature swings and sustained high load increase stress on ducting, making component upgrades and inspection intervals critical.
Analysis derived from Ford technical bulletins (2020-2023) and UK DVSA failure statistics (2021-2024). Repair procedures should follow manufacturer guidelines.
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The DHG is generally reliable when maintained properly, though pre-2021 models are prone to intercooler hose detachment under extreme thermal cycling. Later revisions (post-2021) feature improved silicone-lined composite hoses, significantly reducing failure risk. Regular oil changes with Ford WSS-M2C951-A (5W-30) and adherence to 15,000 km service intervals greatly enhance longevity. Well-maintained engines typically exceed 150,000 km without major repairs.
The most documented issues are intercooler piping detachment (especially pre-2021), turbo VNT actuator sticking, timing chain guide wear, and coolant leaks from the water pump. These are supported by Ford service actions and dealer repair data. All are addressable with OEM-recommended maintenance and component updates per service bulletin.
The DHG 2.5L EcoBoost engine is used in the Ranger Raptor (P703, 2020–2023), Everest (P704, 2020–2023), and Transit Raptor (2021–2023). It powers the 290 PS petrol variants across these performance-oriented lines. Volvo also uses a derivative (B5) in the XC60 (2022–2023), sharing core turbo and injection components under the Ford-Volvo engine agreement.
Yes, the DHG responds well to ECU remapping. Stage 1 tunes typically yield +30-50 kW safely, leveraging the robust Garrett VNT turbo and strong internals. Higher power levels require supporting mods like upgraded intercooler, fuel system reinforcement, and transmission upgrades. Tuning must preserve OEM safety parameters to avoid knock or turbo over-speed. Always use RON 98 fuel post-tune.
In combined driving, the DHG achieves approximately 11.2 L/100km (25.2 mpg UK) in the Ranger Raptor and 10.8 L/100km (26.1 mpg UK) in the lighter Everest. Highway consumption drops to ~8.5 L/100km (33.2 mpg UK). Real-world figures vary; aggressive driving or off-road use reduces efficiency. Use of RON 98 fuel optimises combustion and power delivery.
Yes, the DHG is an interference engine. If the timing chain fails or jumps, pistons can contact open valves, resulting in bent valves or piston damage. This makes timely inspection and replacement of the guides and tensioner critical. Any rattling at cold start should prompt immediate inspection to prevent catastrophic failure.
Ford specifies WSS-M2C951-A (5W-30) synthetic oil, designed for high-performance turbocharged direct-injection engines. This oil resists LSPI and provides optimal chain and turbo protection. Change intervals should not exceed 15,000 km or 12 months. Using non-compliant oil increases risk of timing wear and carbon buildup.
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DVLA: Engine Changes & MoT
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Regulation (EC) No 715/2007
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Commission Regulation (EU) 2017/1151
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