The CVH was produced in capacities from 1.1 to 2.0 L, with the smallest version offered exclusively in continental Europe, and the largest only in North America.

Although the European and North American Escorts ended up being substantially different from each other in execution, the CVH engine was the one major common part shared between them.

[2] As indicated by the name, the valves in original versions are mounted at a compound angle in order to allow for a hemispherical combustion chamber, but without the need for dual camshafts (or an elaborate rocker system) which a "hemi" engine normally requires.

The later "lean burn" versions of the engine launched in 1986 had reshaped combustion chambers to improve swirl, and were strictly speaking no longer hemi-headed at all.

The 1.1 L CVH offered negligible improvements in economy or performance over the older Valencia unit, which was simpler and cheaper to manufacture, and hence was dropped in 1982.

The 1.3 L was to be offered in the North American Escort, but testing found it to be unacceptably underpowered while Ford was unable to make it meet emissions requirements.

In South Africa, the 1.4 L CVH was fitted to the Ford Laser and Meteor, which were rebadged Mazda Familias.

A 115 hp (85 kW) version was offered in the Escort RS1600i, developed by Ford Motorsport Germany for FIA Group A homologation.

European versions of the carbureted 1.6 L engine from the 1986 model year on were revised and, like the new 1.4 L, benefit from cylinder heads with a heart-shaped lean-burn combustion chambers and a slightly raised piston crown.

The early North American engines are built with cast pistons and connecting rods, a low-flow version of the CVH head, flat hydraulic lifters, a 0.229" lift camshaft, 32/32 Weber-licensed carburetor, cast exhaust manifold, and low-dome pistons.

It had all the features of the HO (Higher Output) motor but had a totally different intake system to allow for multi-point EFI running on Ford's EEC-IV ECU.

The 1.6 turbocharged Fords came standard with a TRX package that included upgraded suspension and specialty Michelin tires.

Utilises an ESC Hybrid management system, and a Pierburg 2E3 carburettor or single point fuel injection on later models.

The long stroke necessitated a raised engine block deck, a design also shared with later units.

Multi-point fuel injection and hemispherical combustion chambers are features of the 1986 Escort GT's EFI HO engine, raising output to 108 hp (81 kW) and 114 lb⋅ft (155 N⋅m).

The 90 hp (67 kW) 1.9 L CFI engine of the late 1980s, particularly when equipped with either the four- or five-speed manual transaxle, was noted for delivering outstanding fuel economy.

The second generation American Escort received sequential electronic fuel injection (SEFI) for 1991–1996 (sharing the same head as the 1.9 CFI), but power and torque are little changed at 88 hp (66 kW) and 108 lb⋅ft (146 N⋅m) respectively.

The secondary passage contains an intake manifold runner control (IMRC) deactivation valve which opens for high speed and wide-open throttle (WOT) situations to provide a minimally restricted path for additional air to maximize volumetric efficiency and power.

Applications Throughout its 20-year production life, the CVH had a reputation for excessive noise, vibration, and harshness (NVH).

[citation needed] At 220 lb (100 kg) at full lift, the valve springs in the CVH are considerably stiffer than is typical in other engines.

The stiff springs are needed to overcome the weight of the rocker arms and hydraulic self-adjusting tappets used and thereby prevent valve float, which they do up to around 6700 rpm.

The cause is the design of the crankcase ventilation circuit, which Ford revised several times over the engine's lifetime but never completely cured.

[8] A common problem with later CVHs is their tendency to drop a valve seat,[9] which happens most often in VIN number P engines.

Apart from Ford's own models, the CVH engine was used in a number of vehicles built by small volume manufacturers, and was offered as an option in some owner-assembled cars.

Several companies also began supplying performance parts and complete engines for CVH owners in search of more power.