Ford Duratec V6 engine

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For other engines marketed as "Duratec", see Duratec.
Duratec V6
Duratec 073.jpg
3.0 L in a Mercury Sable
Overview
Manufacturer Ford
Production 1993-2012[citation needed]
Combustion chamber
Configuration 60° V6
Displacement
  • 2,498 cc (152.4 cu in)
  • 2,544 cc (155.2 cu in)
  • 2,967 cc (181.1 cu in)
Cylinder bore
  • 82.4 mm (3.24 in)
  • 89.0 mm (3.50 in)
Piston stroke
  • 79.5 mm (3.13 in)
Cylinder block alloy Cast iron Aluminum
Cylinder head alloy Cast iron Aluminum
Valvetrain DOHC
Compression ratio
  • 10.0:1
Combustion
Fuel system Sequential multi-port fuel injection
Fuel type Gasoline
Oil system Wet sump
Cooling system Water-cooled
Chronology
Predecessor
Successor Ford Cyclone engine

The Ford Duratec V6, also known as the Mondeo V6 is an aluminum DOHC V6 with a 60° bank angle introduced in 1993 with the Ford Mondeo. The primary engineering input came from Porsche, who were developing a similar V6 before selling the engineering to Ford, and Cosworth, who helped with cylinder head manufacturing.[1] The Jaguar AJ-V6 engine is similar but adds variable valve timing. Mazda's AJ version also has this feature.[citation needed]

Ford Motor Company's modern 2.5 L and 3.0 L V6 automobile engines are evolutions of the same design, first used in the 1995 Ford Contour. This line is sold under the brand name "Duratec", as are many other engines.

2.5 L[edit]

The Duratec 25 is a 2.5 L (2544 cc) 60° V6 and was introduced in 1993. It was developed for the Ford Contour and also used in the Ford Mondeo and others. Bore is 82.4 mm (3.2 in) and stroke is 79.5 mm (3.1 in).

The Duratec 25 was on the Ward's 10 Best Engines list for 1995 and 1996, and the SVT version made the list for 1998 and 1999.

SVT[edit]

An SVT version produced 195 hp (145 kW) and 165 lb·ft (224 N·m) in 1998. It included a larger throttle body from the Duratec 30, a new cone-shaped air filter, and abrasive flow machining processing on the intake manifold. SVT specific cams, a lighter flywheel and low-restriction exhaust complete the picture. Further improvements were made in 1999 that raised power output to 200 hp (149 kW) and 169 lb·ft (229 N·m) and were carried over in the 2000 model. The SVT engine was used in the 1998 to 2000 European Ford Mondeo and called the ST200, it also appeared in the American Ford Contour SVT.

Duratec VE[edit]

The 2.5 L, 170 hp (130 kW) V6 used in the third generation Ford Mondeo is called the Duratec VE. Displacement was decreased from 2544 to 2495 cc. They were also used in the Ford Cougar.

Mazda AJ[edit]

Mazda used the Duratec 25 block and camshaft in their 2000 MPV.[citation needed] However, they reduced the size from 2.54 L to 2.49 L to keep under a 2.5 L tax cap in Japan. This was accomplished with a reduction of the bore from 82.420 mm (3.245 in) to 81.660 mm (3.215 in). The engine produced 170 hp (127 kW) at 6250 rpm and 165 lb·ft (224 N·m) of torque. It was replaced in 2002 with the larger 3.0 L Duratec 30-based Mazda AJ.[citation needed]

3.0 L[edit]

Ford's standard DOHC V6 is known as the Duratec 30. It was introduced in 1996 as a replacement for the 3.8 L Essex engine in the Ford Taurus and Mercury Sable. It has 3.0 L (2967 cc) of displacement and produces between 200 hp (149 kW) and 240 hp (179 kW). The same engine is used by the Jaguar S-Type, Lincoln LS, Mazda MPV, Mazda6, Mondeo ST220 and many other Ford vehicles. It is essentially a bored-out (to 88.9 mm) Duratec 25 and is built in Ford's Cleveland Engine #2 plant. A slightly modified version for the Ford Five Hundred entered production at the Cleveland Engine #1 plant in 2004.

It has an aluminum engine block and aluminum DOHC cylinder heads. The cylinders are lined with cast iron. It uses SFI fuel injection, has 4 valves per cylinder and features fracture-split forged powder metal connecting rods and an assembled cast aluminum intake manifold.

The 3.0 L, 226 hp (169 kW) V6 used in the Mondeo ST220 is called the Duratec ST. The 3.0 L, 204 hp (152 kW) V6 in the Mondeo Titanium is called the Duratec SE.

There are two key versions of the Duratec 30:

  • DAMB - The Jaguar AJ30 versions have direct-acting mechanical bucket (DAMB) tappets. Output is 232 hp (173 kW) at 6750 rpm with 220 lb·ft (300 N·m) of torque at 4500 rpm.
  • RFF - The Taurus/Sable/Escape version used roller finger followers (RFF) instead and produced 201 hp (150 kW) at 5900 rpm with 207 lb·ft (281 N·m) of torque at 4400 rpm.
RFF engine in a 2006 Mercury Montego

Applications:

VVT[edit]

VVT engine in a 2006 Mercury Milan

The 2006 Ford Fusion, Mercury Milan, and Lincoln Zephyr feature a version of the Duratec 30 utilizing variable valve timing. The VVT is a RFF engine derived from the Mazda MZI and does not have the mechanical buckets as on the Lincoln LS version.[citation needed]

The engine has an output of 221 bhp (165 kW; 224 PS) at 6250 rpm, and 205 lbft of torque at 4800 rpm.

In second generation of the engine, it is updated to run on E85. Engine has an output of 240 bhp (179 kW; 243 PS) at 6550 rpm and 223 lb·ft (302 N·m) at 4300 rpm. Engine now includes Cam Torque Actuated Variable Cam Timing developed with Borg-Warner. Fuel saving features include adaptive knock control and aggressive deceleration fuel cutoff.[2]

First generation

Second generation

Replacement[edit]

The 3.0 L delivered ample power in the midsize sedan segment, however the Fusion later received the Duratec 35 V6 as a top-tier "Sport" option to remain competitive with larger V6 offerings in the Toyota Camry and Honda Accord. The Duratec 30 remained as a step up from the base I4 in the Fusion, but the Milan kept the 3.0L as its sole V6 until it was discontinued for the 2011 model year. The 3.0L has the potential to deliver more power, but it is believed to be nearing the end of its development; Ford will begin to phase it out in favor of newer engine lines. The Duratec 30 will be dropped as the higher-end powerplant in the 2013 Escape in favor of the 2.0L EcoBoost I4, which produces similar power, more torque, and better fuel economy. As shown in the 2013 Ford Fusion, the Duratec 30 will also be replaced by the EcoBoost 2.0L. It is unlikely that another revision of the engine will appear in any future Ford vehicles, and will be replaced by the EcoBoost 2.0L I4, and Cyclone 35 V6. The original version of the engine without iVCT is available as a crate engine from Ford Power Products, producing 232 bhp (173 kW; 235 PS).

Other applications[edit]

A Twin-turbocharged version of this engine is used in the Noble M400, a British sports car. The engine is rebuilt and tuned to a max power of 425 bhp (317 kW) at 6500 rpm, with a torque figure of 390 lb·ft (529 N·m) at 5000 rpm. Noble has used forged pistons, an oil cooler, a larger baffled oil sump and extra cooling ducts to maintain its durability. 29 L/100 km (8.1 mpg-US)

Mazda's MZI version[citation needed] adds variable valve timing, as does Jaguar's AJ30. Note that the MZI name is also used in Europe on Mazda's version of the Ford Sigma I4. The 3.0 L, 226 hp (169 kW) V6 used in the Mondeo ST220 is called Duratec ST. The 3.0 L 204 hp (152 kW) V6 in the Mondeo Titanium is called Duratec SE. 28.1 mpg-US (8.4 L/100 km; 33.7 mpg-imp)

A racing version of this engine exists and is used on mini prototypes like the Juno SS3 V6. It is a 3.0-liter naturally aspirated non variable timing engines producing between 350 and 400 horsepower with a red line of around 8700 rpm. The engine has a 40 hour racing life span before it needs to be rebuilt with rings and bearings, and has proven very reliable and competitive. The engine has a Jaguar badge, and is branded as a Jaguar 3.0-liter V6 since it is built and mostly sold in the U.K.

3.4 L SHO V8[edit]

Main article: Ford SHO V8 engine

Ford's 3.4 L SHO V8 is related to the 2.5 L Duratec V6.[3] Each cylinder uses the same bore and stroke as the 2.5 L, but this engine was never officially referred to with the Duratec name.

6.0 L V12[edit]

Ford's 6.0 L V12 version of its Duratec engine is used in the present Aston Martin lineup.[4] It is best thought of as two 3.0 L Duratec V6s mated end to end, albeit with slightly larger main journals.[5] The regular Aston Martin V12 uses roller rockers (RFF),[6] and was designed by Ford and Cosworth.[7] [8] [9] Cosworth assembled the V12 engines for a year before Aston Martin took over production.[10] [11] However, Cosworth still casts the heads and blocks.[12] [13] The variant used in the Aston Martin One-77 uses (DLC coated) DAMB cam followers like the later Duratec engines,[14] and is built by Cosworth.[15][16]

See also[edit]

References[edit]