The Ford 3.0L V6 engine is one of the most widely used engines in the Ford lineup. There have been various forms of this basic design through the years. When the Ford Taurus made its debut in 1986, it had a newly designed V6 nestled under hood. That V6 was the 3.0L Vulcan. A basic push-rod OHV design, the engine quickly became known for its reliability. Ford took this to heart and started using the 3.0L in any car or truck it would fit into.
Ford 3.0L V6 Problems
A few common problems were associated with the 3.0L Ford V6. In its early years the engine was known to have leaking head gaskets. The normal heating and cooling of the engine block would cause the gaskets to fail, which would in turn cause coolant to be sucked into the combustion chambers. This condition would cause severe engine failure if it was not caught immediately. The problem was addressed and corrected by the time the 1989 models were hitting the showroom floors, and it did not return. Also known to be common with the 3.0L, was a failure of the cooling fan switch. The radiator cooling fan was fitted with an electronic switch that turned it on when it was needed. But that switch would fail and cause the engine to overheat. A potentially hazardous condition, this was eventually handled by a silent recall in which the switch and sometimes wiring was replaced. Perhaps the most dangerous problem related to the Ford 3.0L V6, was failure of the water pump. The problem was known as a silent killer because there were few outward signs that any problem was lurking. The issue revolved around the impellers on the water pump, and their eventual failure. The impellers would become rusted, corroded and would eventually deteriorate to the point that they could no longer circulate the coolant correctly. The coolant would become heavy with metal, stagnate and eventually boil over when the engine got hot. Often times the temperature gauge would not respond because the coolant would boil out the system too quickly for the temperature sensor to read. Catastrophic engine failure was the eventual result of this condition. The only outward sign that something might be wrong with the water pump is rust colored coolant. The normally green liquid would become brown. This is an indication that the water pump impellers are breaking down. Those metal pieces will also eventually clog the heater core, causing a lack of heat in the cabin, and a potentially costly heater core replacement. It is recommended that if the coolant is brown in color that it be changed promptly. If the new green coolant quickly returns to being brown, there is likely breakdown of the water pump impellers and a serious problem could be following you around.
More Articles
The following list will provide you the information on whether your car engine is an interference engine or a non-interference engine. An interference engine is one that has insufficient clearance between the valves and pistons if the cam stops turning due to a broken timing belt. The result is usually catastrophic engine failure. Not so with a non-interference engine. It pays to know.
The video below will also help you determine if your car has a timing belt or chain.
The video below will also help you determine if your car has a timing belt or chain.
Audi
• 1.8L 1.9L Interference
• 2.8L V6 90 100 Quattro A4 A6 Interference
• 2.8L V6 90 100 Quattro A4 A6 Interference
BMW
• 2.5L 325I 525I Interference
• 4.0L 740I Interference
• 4.0L 740I Interference
Acura
• All except SLX Interference
• SLX Non Interference
• SLX Non Interference
Chrysler Deadpool game download for pc setup.
• 1.4L, 1.5L & 1.6L Interference
• 1.7L Non-Interference
• 1.8L Interference
• 2.0L DOHC Interference
• 2.0L SOHC Interference
• 2.2L DOHC Interference
• 2.2L SOHC Non-Interference
• 2.22L SOHC Interference
• 2.3L Diesel Interference
• 2.4L DOHC Non-Interference (Valves may hit if camshafts turn out of time)
• 2.4L SOHC Interference
• 2.5L 4 Cyl. Non-Interference
• 2.5L V6 Interference
2.7L Interference
• 3.0L SOHC 12 Valve Engine Non-Interference
• 3.0L DOHC Interference
• 3.0L SOHC 24 Valve Engine Interference
• 3.2L Interference
3.3L Interference
• 3.5L Interference
3.8L Interference
• 4.0L Interference
5.7 Hemi Intereference
• 1.7L Non-Interference
• 1.8L Interference
• 2.0L DOHC Interference
• 2.0L SOHC Interference
• 2.2L DOHC Interference
• 2.2L SOHC Non-Interference
• 2.22L SOHC Interference
• 2.3L Diesel Interference
• 2.4L DOHC Non-Interference (Valves may hit if camshafts turn out of time)
• 2.4L SOHC Interference
• 2.5L 4 Cyl. Non-Interference
• 2.5L V6 Interference
2.7L Interference
• 3.0L SOHC 12 Valve Engine Non-Interference
• 3.0L DOHC Interference
• 3.0L SOHC 24 Valve Engine Interference
• 3.2L Interference
3.3L Interference
• 3.5L Interference
3.8L Interference
• 4.0L Interference
5.7 Hemi Intereference
Fiat
• 1.3L 128 Series Interference
• 1.5L Stranda Interference
• 1.6L 124 Series Interference
• 1.8L 124 Series Interference
• 1.8L 131 Series, Brava Interference
• 2.0L Brava, Spider Interference
• 1.5L Stranda Interference
• 1.6L 124 Series Interference
• 1.8L 124 Series Interference
• 1.8L 131 Series, Brava Interference
• 2.0L Brava, Spider Interference
Ford
• 1.3L Non-Interference
• 1.6L DOHC Non-Interference
• 1.6L SOHC Interference
• 1.8L Non-Interference
• 1.9L Non-Interference
• 2.0L DOHC (Contour, Escape, Focus, Mystique, ZX2 & 1999-2002 Cougar) Non-Interference
• 2.0L DOHC (Probe) Interference
• 2.0L Diesel Interference
• 2.0L SOHC Gasoline (Escort, Focus & Tracer) Non-Interference
• 2.0L SOHC Gasoline (Capri, Pinto & Ranger) Non-Interference
• 2.2L Interference
• 2.3L Diesel Interference
• 2.3L SOHC Gasoline Non-Interference
• 2.4L Diesel Interference
• 2.5L SOHC 4 Cyl. Non-Interference
• 2.5L V6 Non-Interference
• 3.0L SOHC Interference
• 3.0L & 3.2L SHO Non-Interference
• 3.3L Interference
• 1.6L DOHC Non-Interference
• 1.6L SOHC Interference
• 1.8L Non-Interference
• 1.9L Non-Interference
• 2.0L DOHC (Contour, Escape, Focus, Mystique, ZX2 & 1999-2002 Cougar) Non-Interference
• 2.0L DOHC (Probe) Interference
• 2.0L Diesel Interference
• 2.0L SOHC Gasoline (Escort, Focus & Tracer) Non-Interference
• 2.0L SOHC Gasoline (Capri, Pinto & Ranger) Non-Interference
• 2.2L Interference
• 2.3L Diesel Interference
• 2.3L SOHC Gasoline Non-Interference
• 2.4L Diesel Interference
• 2.5L SOHC 4 Cyl. Non-Interference
• 2.5L V6 Non-Interference
• 3.0L SOHC Interference
• 3.0L & 3.2L SHO Non-Interference
• 3.3L Interference
GM and Saturn
• 1.0L Interference
• 1.3L Interference
• 1.4L Non-Interference
• 1.5L Interference
• 1.6L (Chevette & 1000) Non-Interference
• 1.6L (LeMans) Non-Interference
• 1.6L (Tracker 16 Valve) Interference
• 1.6L DOHC (Aveo) Interference
• 1.6L DOHC (Nova) Non-Interference
• 1.6L SOHC (Nova) Non-Interference
• 1.8L Diesel Interference
• 1.8L Gasoline Non-Interference
1.9L Ecotec SOHC Intereference
1.9L Ecotec DOHC Intereference
• 2.0L Non-Interference
• 2.2L Diesel Interference
• 2.3L Non-Interference
• 3.0L Interference
• 3.2L Interference
• 3.4L Non-Interference
• 3.5L Non-Interference
3.6L Intereference
• 1.3L Interference
• 1.4L Non-Interference
• 1.5L Interference
• 1.6L (Chevette & 1000) Non-Interference
• 1.6L (LeMans) Non-Interference
• 1.6L (Tracker 16 Valve) Interference
• 1.6L DOHC (Aveo) Interference
• 1.6L DOHC (Nova) Non-Interference
• 1.6L SOHC (Nova) Non-Interference
• 1.8L Diesel Interference
• 1.8L Gasoline Non-Interference
1.9L Ecotec SOHC Intereference
1.9L Ecotec DOHC Intereference
• 2.0L Non-Interference
• 2.2L Diesel Interference
• 2.3L Non-Interference
• 3.0L Interference
• 3.2L Interference
• 3.4L Non-Interference
• 3.5L Non-Interference
3.6L Intereference
GEO
• 1.0L Interference
• 1.3L Interference
• 1.5L Interference
• 1.6L DOHC (1989-92 Prizm GSI) Non-Interference
• 1.6L DOHC (1989-97 Prizm Except 1989-92 GSI) Interference
• 1.6L DOHC (Storm) Interference
• 1.6L SOHC (Prizm) Non-Interference
• 1.6L SOHC (Storm) Non-Interference
• 1.6L SOHC 8 Valve Engine (Tracker) Non-Interference
• 1.6L SOHC 16 Valve Engine (Tracker) Interference
• 1.8L DOHC (Prizm) Interference
• 1.8L DOHC (Storm) Interference
• 1.3L Interference
• 1.5L Interference
• 1.6L DOHC (1989-92 Prizm GSI) Non-Interference
• 1.6L DOHC (1989-97 Prizm Except 1989-92 GSI) Interference
• 1.6L DOHC (Storm) Interference
• 1.6L SOHC (Prizm) Non-Interference
• 1.6L SOHC (Storm) Non-Interference
• 1.6L SOHC 8 Valve Engine (Tracker) Non-Interference
• 1.6L SOHC 16 Valve Engine (Tracker) Interference
• 1.8L DOHC (Prizm) Interference
• 1.8L DOHC (Storm) Interference
3.0l Duratec Engine Belot Or Chain Driven Oil
Honda
• All Honda engines are interference except 3.0L & 3.2 which are Non-interference
Hyundai
• All Interference
Infinity
• 3.0L & 3.3L Interference
Isuzu
• 1.5L Interference
• 1.6L DOHC Interference
• 1.6L SOHC Non-Interference
• 1.8L Diesel Interference
• 1.8L DOHC Gasoline Interference
• 2.0L Interference
• 2.2L Diesel Interference
• n2.2L Gasoline Interference
• 2.3L Interference
• 2.6L Interference
• 3.2L Interference
• 3.5L Non-Interference
• 1.6L DOHC Interference
• 1.6L SOHC Non-Interference
• 1.8L Diesel Interference
• 1.8L DOHC Gasoline Interference
• 2.0L Interference
• 2.2L Diesel Interference
• n2.2L Gasoline Interference
• 2.3L Interference
• 2.6L Interference
• 3.2L Interference
• 3.5L Non-Interference
Jeep
• 2.0L Non-Interference
• 2.1L Diesel Interference
• 2.4L DOHC Interference
• 2.8L Diesel Interference
• 2.1L Diesel Interference
• 2.4L DOHC Interference
• 2.8L Diesel Interference
Kia
• 1.5L DOHC Interference
• 1.6L DOHC Interference
• 1.6L SOHC Non-Interference
• 1.8L DOHC Interference
• 2.0L DOHC Interference
• 2.0L SOHC Non-Interference
• 2.4L DOHC Interference
• 2.5L DOHC Interference
• 2.7L DOHC Interference
• 3.5L DOHC Interference
• 1.6L DOHC Interference
• 1.6L SOHC Non-Interference
• 1.8L DOHC Interference
• 2.0L DOHC Interference
• 2.0L SOHC Non-Interference
• 2.4L DOHC Interference
• 2.5L DOHC Interference
• 2.7L DOHC Interference
• 3.5L DOHC Interference
Lexus
• 2.5L Non-Interference
• 3.0L V6 Non-Interference
• 3.3L V6 Non-Interference
• 3.0L Inline 6 (1992-97) Non-Interference
• 3.0L Inline 6 VVT-i (1998-2006) Interference
• 4.0L Interference
• 4.3L Interference
• 4.7L Interference
• 3.0L V6 Non-Interference
• 3.3L V6 Non-Interference
• 3.0L Inline 6 (1992-97) Non-Interference
• 3.0L Inline 6 VVT-i (1998-2006) Interference
• 4.0L Interference
• 4.3L Interference
• 4.7L Interference
Mazda
• 1.5L Non-Interference
• 1.6L Non-Interference
• 1.8L 4 Cyl. Non-Interference
• 1.8L V6 Non-Interference
• 2.0L Diesel Interference
• 2.0L DOHC (626, MX-6 & Protege) Non- Interference
• 2.0L DOHC (Tribute) Non-Interference
• 2.0L SOHC Non-Interference
• 2.2L Interference
• 2.3L 4 Cyl. (B2300) Non-Interference
• 2.3L V6 Non-Interference
• 2.5L 4 Cyl. (B2500) Non-Interference
• 2.5L V6 Non-Interference
• 3.0L DOHC Interference
• 3.0L SOHC Interference
• 1.6L Non-Interference
• 1.8L 4 Cyl. Non-Interference
• 1.8L V6 Non-Interference
• 2.0L Diesel Interference
• 2.0L DOHC (626, MX-6 & Protege) Non- Interference
• 2.0L DOHC (Tribute) Non-Interference
• 2.0L SOHC Non-Interference
• 2.2L Interference
• 2.3L 4 Cyl. (B2300) Non-Interference
• 2.3L V6 Non-Interference
• 2.5L 4 Cyl. (B2500) Non-Interference
• 2.5L V6 Non-Interference
• 3.0L DOHC Interference
• 3.0L SOHC Interference
Mercury
Villager 3.0 Non-Intereference
Villager 3.3 Non-Interference
Villager 3.3 Non-Interference
Mitsubishi
• 1.5L Interference
• 1.6L DOHC Interference
• 1.6L SOHC Interference
• 1.8L Interference
• 2.0L DOHC Interference
• 2.0L SOHC Interference
• 2.3L Diesel Interference
• 2.4L DOHC Interference
• 2.4L SOHC Interference
• 3.0L DOHC Interference
• 3.0L SOHC 12 Valve Engine Non-Interference
• 3.0L SOHC 24 Valve Engine Interference
• 3.5L DOHC Interference
• 3.5L SOHC Interference
• 3.8L Interference
• 1.6L DOHC Interference
• 1.6L SOHC Interference
• 1.8L Interference
• 2.0L DOHC Interference
• 2.0L SOHC Interference
• 2.3L Diesel Interference
• 2.4L DOHC Interference
• 2.4L SOHC Interference
• 3.0L DOHC Interference
• 3.0L SOHC 12 Valve Engine Non-Interference
• 3.0L SOHC 24 Valve Engine Interference
• 3.5L DOHC Interference
• 3.5L SOHC Interference
• 3.8L Interference
Nissan
• All Interference
Porsche
2.0L 924 Turbo Interference
2.5L 944 Interference
2.7L 944 Interference
3.0L 944 Interference
4.5L 928 Interference
4.7L 928 Interference
5.0L 928 Interference
5.4L 928 Interference
2.5L 944 Interference
2.7L 944 Interference
3.0L 944 Interference
4.5L 928 Interference
4.7L 928 Interference
5.0L 928 Interference
5.4L 928 Interference
Subaru
• DOHC Interference
• SOHC Non-Interference
• SOHC Non-Interference
Suzuki
• 1.3L DOHC Interference
• 1.3L SOHC Interference
• 1.6L 8 Valve Engine Non-Interference
• 1.6L 16 Valve Engine Interference
• 2.0L DOHC Interference
• 1.3L SOHC Interference
• 1.6L 8 Valve Engine Non-Interference
• 1.6L 16 Valve Engine Interference
• 2.0L DOHC Interference
Toyota
1.5L (1A-C, 3A-C & 3E) Interference
• 1.5L (3E-E & 5E-FE) Non-Interference
• 1.6L DOHC (4A-F & 4A-FE) Non-Interference
• 1.6L DOHC (4A-GE & 4A-GZE) Non-Interference
• 1.6L SOHC Non-Interference
• 1.8L Diesel Interference
• 1.8L DOHC Gasoline Interference
1.8L 7AFE, 4AFE, 4AF – Non Interference
• 2.0L Non-Interference
• 2.2L Diesel Interference
• 2.2L Gasoline Non-Interference
• 2.4L Diesel Interference
• 2.5L Non-Interference
• 2.8L Non-Interference
• 3.0L Inline 6 (Except 1998 2JZ-GE) Non-Interference
• 3.0L Inline 6 VVT-i (1998 2JZ-GE) Interference
• 3.0L V6 Non-Interference
• 3.3L 3MZ-FE V6 W/ V VTi – Interference
• 3.4L Non-Interference
* 3.5L V-6 Non-Interference
• 4.7L Interference
• 1.5L (3E-E & 5E-FE) Non-Interference
• 1.6L DOHC (4A-F & 4A-FE) Non-Interference
• 1.6L DOHC (4A-GE & 4A-GZE) Non-Interference
• 1.6L SOHC Non-Interference
• 1.8L Diesel Interference
• 1.8L DOHC Gasoline Interference
1.8L 7AFE, 4AFE, 4AF – Non Interference
• 2.0L Non-Interference
• 2.2L Diesel Interference
• 2.2L Gasoline Non-Interference
• 2.4L Diesel Interference
• 2.5L Non-Interference
• 2.8L Non-Interference
• 3.0L Inline 6 (Except 1998 2JZ-GE) Non-Interference
• 3.0L Inline 6 VVT-i (1998 2JZ-GE) Interference
• 3.0L V6 Non-Interference
• 3.3L 3MZ-FE V6 W/ V VTi – Interference
• 3.4L Non-Interference
* 3.5L V-6 Non-Interference
• 4.7L Interference
Volkswagen
TDI 1.8L – 8 valve Non-Interference
2.0L – 8 valve Non-Interference (However there have been instances of bent valves)
16 valve diesels Interference
VR6 Interference
2.0L – 8 valve Non-Interference (However there have been instances of bent valves)
16 valve diesels Interference
VR6 Interference
Volvo
B200 (E, F, G, GT, FT) Interference
B204 (E, F, GT, FT) Interference
B230E (high-compression) Interference
B230 Non American – Interference
B234 (F, G) Intereference
240DL 2.3 Non-Interference
B5XXX five-cylinder inline engines -Interference
6XXX six-cylinder engines Interference
FK Non-Interference engine
240 SOHC Non-interference
740 SOHC Non-interference
940 SOHC Non-interference
The 16 Valve Volvo engines are all Interference
850 Interference
960 Interference
S40 Interference
S/V/C 70 Interference
S60 Interference
S80 Interference
XC90’s Interference
B204 (E, F, GT, FT) Interference
B230E (high-compression) Interference
B230 Non American – Interference
B234 (F, G) Intereference
240DL 2.3 Non-Interference
B5XXX five-cylinder inline engines -Interference
6XXX six-cylinder engines Interference
FK Non-Interference engine
240 SOHC Non-interference
740 SOHC Non-interference
940 SOHC Non-interference
The 16 Valve Volvo engines are all Interference
850 Interference
960 Interference
S40 Interference
S/V/C 70 Interference
S60 Interference
S80 Interference
XC90’s Interference
Greg Macke- Your Car Angel
Greg Macke is a car blogger and author of “My 7 Secrets to Buying a High Quality Used Car”. He is a professional car buyer and consumer advocate working closely in the industry to improve the buyer’s experience. His high quality car buying tutorials offer help to the car buying public. – See more at: https://carbuyingsupport.com/
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Duratec V6 | |
---|---|
Overview | |
Manufacturer | Ford |
Also called | Mondeo V6 |
Production | 1993-2012[citation needed] |
Layout | |
Configuration | 60° V6 |
Displacement |
|
Cylinder bore | |
Piston stroke | 79.5 mm (3.13 in) |
Block material | Aluminum |
Head material | Aluminum |
Valvetrain | DOHC4 valves x cyl. with VVT |
Compression ratio | 9.7:1-10.0:1 |
RPM range | |
Redline | 8700 |
Combustion | |
Turbocharger | Twin-turbo (on Noble M400 and Rossion Q1) |
Fuel system | Sequential multi-port fuel injection |
Management | BorgWarner |
Fuel type | Gasoline |
Oil system | Wet sump |
Cooling system | Water-cooled |
Output | |
Power output | 170–508 hp (127–379 kW) |
Torque output | 165–521 lb⋅ft (224–706 N⋅m) |
Chronology | |
Predecessor | |
Successor | Ford Cyclone engine |
The Ford Duratec V6, also known as the Mondeo V6, is an aluminum DOHCV6 engine with a 60° bank angle introduced in 1993 with the Ford Mondeo. The primary engineering input came from Porsche[1], who were developing a similar V6 before selling the engineering to Ford, and Cosworth, who helped with cylinder head manufacturing.[2] The Jaguar AJ-V6 engine is similar but adds variable valve timing. Mazda's AJ version also has this feature.[citation needed]
- 12.5 L
- 23.0 L
2.5 L[edit]
The Duratec 25 is a 2.5 L (2544 cc) 60° V6 and was introduced in 1994. It was developed for the Ford Contour and also used in the Ford Mondeo and others. Bore and stroke is 82.4 mm × 79.5 mm (3.24 in × 3.13 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 EuropeanFord Mondeo and called the ST200, it also appeared in the AmericanFord ContourSVT.
Duratec 2.5l[edit]
The Duratec 2.5L V6 DOHC 24 valve engine had 170 hp (127 kW) at 6,250 rpm and 165 lb⋅ft (224 N⋅m) of torque at 4250 rpm. Used in the third generation Ford Mondeo and last generation Mercury Cougar (1999-2002). The Displacement of the 2.5l VE was decreased from 2.5 to 2.5 L (2,544 to 2,495 cc). Compression ratio in the Cougar however was 9.7:1.
Mazda GY[edit]
Mazda used the Duratec 25 block and camshaft in their 2000 MPV.[citation needed] However, they reduced the size from 2.54 to 2.50 L (2,544 to 2,495 cc) to keep under a 2.5 L tax cap in Japan. This was accomplished with a reduction of the bore from 82.42 mm (3.245 in) to 81.66 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 (2,967 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 (3.50 in) 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 Sequential 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 (2,967 cc), 226 hp (169 kW) V6 used in the Mondeo ST220 is called the Duratec ST. The 3.0 L (2,967 cc), 204 hp (152 kW) V6 in the Mondeo Titanium is called the Duratec SE.
There are two key versions of the Duratec 30:
3.0l Duratec Engine Belot Or Chain Driven Cars
- 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 (298 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:
- 205 hp (153 kW)
- 1996-2005 Ford Taurus/Mercury Sable
- 2001-2005 Ford Escape/Mercury Mariner/Mazda Tribute
- 2005-2007 Ford Five Hundred, Mercury Montego and Ford Freestyle
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 lb⋅ft (278 N⋅m) 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 BorgWarner. Fuel saving features include adaptive knock control and aggressive deceleration fuel cutoff.[3]
First generation
- 2006-2009 Ford Fusion
- 2006-2009 Mercury Milan
- 2006 Lincoln Zephyr
Second generation
- 2010-2012 Ford Fusion
- 2010-2011 Mercury Milan
- 2009-2012 Ford Escape
Replacement[edit]
The Fusion later received the all new Duratec 35 V6 as an option to remain competitive with the Toyota Camry and Honda Accord. The older Duratec 30 remained as a step up from the base I4 in the Fusion, but the Milan kept the 3.0 L (2,967 cc) as its sole V6 until it was discontinued for the 2011 model year. Eventually, the Duratec 30 was discontinued in favor of the newer Duratec 35 and its variants.
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; 9.7 mpg‑imp).
The 2015 Rossion Q1 is also powered by the Duratec V6, developing a maximum power of 508 bhp (515 PS; 379 kW) at 4700 rpm, with a torque figure of 521 lb⋅ft (706 N⋅m) at 4700 rpm.[4][5] It has a weight-to-power ratio of 4.5 lb (2.0 kg)/hp. As with the Noble M400, the Q1 uses a 3.0 L; 181.1 cu in (2,967 cc) transversely-mounted, rear mid-engine, rear-wheel drive layout, twin-turbocharged engine.[6][4][7]
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 SigmaI4. The 3.0 L (2,967 cc), 220.71 hp (165 kW) V6 used in the Mondeo ST220 is called Duratec ST. 3.0 L (2,967 cc) 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 L (2,967 cc) naturally aspirated non variable timing engines producing between 350 and 400 hp (261 and 298 kW) with a redline 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 litres (2,967 cc) V6 since it is built and mostly sold in the U.K.
3.4 L SHO V8[edit]
Ford's 3.4 L SHOV8 is related to the 2.5 L Duratec V6.[8] 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.
5.9 L V12[edit]
Ford's 5.9 L V12 version of its Duratec engine is used in the present Aston Martin lineup.[9] It is best thought of as two 3.0 L (2,967 cc) Duratec V6s mated end to end, albeit with slightly larger main journals. The regular Aston Martin V12 uses roller rockers (RFF),[10] and was designed by Ford and Cosworth.[11][12][13] Cosworth assembled the V12 engines for a year before Aston Martin took over production.[14][15] However, Cosworth still casts the heads and blocks.[16][17] The variant used in the Aston Martin One-77 uses (DLC coated) DAMB cam followers like the later Duratec engines,[18] and is built by Cosworth.[19][20]
See also[edit]
Wikimedia Commons has media related to Ford Duratec engine. |
References[edit]
- ^'Ford Racing Engine History'(PDF). July 2018.
- ^'Rebuilding the Ford 3.0L'. Enginebuildermag.com. September 2005.
- ^Sam Abuelsamid RSS feed. 'Tech Analysis: 2010 Ford Fusion/Mercury Milan powertrains, 38 mpg hybrid!'. Autobloggreen.com. Retrieved 2012-02-03.
- ^ ab'Rossion Cars'. Rossion Automotive. Retrieved February 27, 2014.(Q1 Specs)
- ^'2015 Rossion Q1'. Myautoworld.com. January 13, 2015. Retrieved September 24, 2018.
- ^Lieberman, Jonny (August 27, 2009). 'First Drive: Rossion Q1 is a supercar for the slightly rich'. Autoblog. Weblogs, Inc. Retrieved November 10, 2009.
- ^'Rossion Q1: New U.S. Supercar Comes From Noble Stock'. Edmunds Inc. 2007-07-12. Archived from the original on 2008-06-06. Retrieved 2008-08-06.
- ^'Ford Taurus SHO (1997)'. Theautochannel.com. Retrieved 2012-01-27.
- ^'New Mercedes V12 engine will power S-Class and Aston Martin Rapide'. Indianautosblog.com. Retrieved 2012-01-27.
- ^http://www.motoiq.com/magazine_articles/id/2684/nerds-eye-view-2014-aston-martin-vanquish.aspx
- ^'Archived copy'. Archived from the original on 2006-05-07. Retrieved 2014-09-26.CS1 maint: Archived copy as title (link)
- ^http://www.astonmartins.com/db7/db7_v12_vantage.htm
- ^http://www.astonmartins.com/vanquish/index.html
- ^http://www.astonmartins.com/factory/db9_production.htm
- ^http://media.ford.com/article_download.cfm?article_id=15421[permanent dead link]
- ^http://www.mahle-powertrain.com/C1257126002DFC22/vwContentByUNID/C807923162DF211EC12578CD00529814/$FILE/Castings%20Flyer%20EN.pdf[permanent dead link]
- ^'Archived copy'(PDF). Archived from the original(PDF) on 2011-06-30. Retrieved 2014-09-26.CS1 maint: Archived copy as title (link)
- ^http://www.enginetechnologyinternational.com/downloads/Aston_Martin.pdf
- ^http://www.themanufacturer.com/articles/cosworth-engine-of-growth/
- ^'Archived copy'. Archived from the original on 2014-07-27. Retrieved 2014-09-26.CS1 maint: Archived copy as title (link)
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I3 | EcoBoost I3 | ||||||||||||||||||||||||||||||||||||||||
I4 | Lima/OHC I4 | ||||||||||||||||||||||||||||||||||||||||
CVH I4 | |||||||||||||||||||||||||||||||||||||||||
HSC I4 | Zetec I4 | ||||||||||||||||||||||||||||||||||||||||
Duratec 2.0/2.3/2.5 I4 (Mazda L) | |||||||||||||||||||||||||||||||||||||||||
EcoBoost 2.0L I4 (Mazda L) | |||||||||||||||||||||||||||||||||||||||||
I6 | Thriftpower Six I6 | ||||||||||||||||||||||||||||||||||||||||
300/4.9L Truck Six | |||||||||||||||||||||||||||||||||||||||||
V6 | Cologne V6 | Cologne V6 | SOHC V6 | ||||||||||||||||||||||||||||||||||||||
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Vulcan V6 | |||||||||||||||||||||||||||||||||||||||||
SHO V6 | |||||||||||||||||||||||||||||||||||||||||
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Cyclone/Duratec/EcoBoost V6 | |||||||||||||||||||||||||||||||||||||||||
V8 | SHO V8 | ||||||||||||||||||||||||||||||||||||||||
Windsor V8 | |||||||||||||||||||||||||||||||||||||||||
335/Modified V8 | Modular/Triton/InTech/Coyote V8 | ||||||||||||||||||||||||||||||||||||||||
385 V8 | Boss V8 | ||||||||||||||||||||||||||||||||||||||||
Super Duty V8 | |||||||||||||||||||||||||||||||||||||||||
V10 | Triton V10 | ||||||||||||||||||||||||||||||||||||||||
Diesel engines | |||||||||||||||||||||||||||||||||||||||||
I4 | 2.2L I4 (Ford Duratorq) | ||||||||||||||||||||||||||||||||||||||||
2.0L I4 (Ford EcoBlue) | |||||||||||||||||||||||||||||||||||||||||
I5 | 3.2L I5 (Ford Duratorq) | ||||||||||||||||||||||||||||||||||||||||
V6 | 3.0L V6 | ||||||||||||||||||||||||||||||||||||||||
V8 | 6.9L/7.3L V8 (International Harvester IDI) | 7.3L V8 (Navistar T444E) | 6.0L V8 (Navistar VT365) | 6.4L V8 (MaxxForce 7) | 6.7L V8 |
Retrieved from 'https://en.wikipedia.org/w/index.php?title=Ford_Duratec_V6_engine&oldid=902968663'
The 3.0L Duratec V6 was introduced in 1996 to replace the aging 3.8L V6 in the Ford Taurus and Mercury Sable. Unlike its conventional pushrod predecessor, the 3.0L V6 has dual overhead cams, four valves per cylinder and an aluminum block with cast-iron cylinder liners.
It is essentially a larger version of the 2.5L Duratec 60° V6 that was introduced in the 1994 Ford Contour and Jaguar X-Type. Both engines have the same 79.5 mm stroke crankshaft, but the 3.0L engine has larger cylinder bores (89 mm versus 82.4 mm in the 2.5L Duratec).
The 3.0L Duratec engine has Sequential Multiport Fuel Injection (SFI), and an upper and lower intake manifold with electronically controlled Intake Manifold Runner Control (IMRC) that varies intake air velocity for improved low-end torque, and a single coil distributorless ignition system (DIS) that fires two spark plugs simultaneously (waster spark).
The coil is mounted on the front valve cover, and the firing order is 1-4-2-5-3-6. The plugs are gapped at 1.3-1.4 mm (0.052-0.56”).
The dual overhead cams on the Duratec engine are chain driven, so there’s no timing belt to replace.
Over the years, this engine has undergone continual evolution and has been produced in several variations, including:
• A 208 horsepower version with roller finger followers for the Taurus and Sable, and the 2001 and later Ford Escape and Mazda Tribute.
Over the years, this engine has undergone continual evolution and has been produced in several variations, including:
• A 208 horsepower version with roller finger followers for the Taurus and Sable, and the 2001 and later Ford Escape and Mazda Tribute.
• A more powerful 232 hp version for the 2000-’05 Lincoln LS, Jaguar AJ30 and S-Type, Mazda 6 and MPV, and 2005 Ford Five Hundred, Mercury Montego and Ford Freestyle with direct-acting mechanical bucket tappets.
• A Variable Valve Timing (VVT) with electronic throttle control for the 2003-’06 Lincoln LS, 2003-’06 Jaguar X-Type applications, 2006 Ford Fusion, Mercury Milan and Lincoln Zephyr, and 2009 Ford Escape. On the 2009 Fusion, a new type of VVT system called “Cam Torque Actuated” (CTA) is used to advance cam timing. The cam phaser generates its own internal pressure rather than relying on oil pump pressure to move the cams. The result is more advance (47°) and better fuel economy.
Though the 3.0L Duratec V6 has had a relatively long production run, its successor is the larger displacement 265 hp 3.5L Duratec V6, which powers the 2007 Ford Edge, Lincoln MKX and MKZ, and 2008 and later Taurus and Sable, and 2009 Ford Flex. An even larger 275 hp 3.7L Duratec V6 with a 95.5 mm bore is used in the 2008 Mazda CX-9 and Lincoln MKS, and 2009 Mazda 6. Ford says it will continue making the 3.0L V6 for several more years with additional improvements to reduce emissions and improve fuel economy.
3.0L Variants
The first-generation 3.0L Duratec blocks produced from 1996 through 1998 can be identified by the “F5DE” casting number on the engine block. In 1999, Ford changed to a slightly different casting (XW4E) which has different coolant passages on the right side that require a different head gasket. Install an old style head gasket on this engine and it will leak coolant.
The first-generation 3.0L Duratec blocks produced from 1996 through 1998 can be identified by the “F5DE” casting number on the engine block. In 1999, Ford changed to a slightly different casting (XW4E) which has different coolant passages on the right side that require a different head gasket. Install an old style head gasket on this engine and it will leak coolant.
The following year, Ford revised the block casting slightly and reduced the size of the knock sensor threads from 12 mm to 8 mm. Other than that, the 1999 and newer blocks are interchangeable. The 2000-’04 blocks use casting number XW4E-BA.
The cast iron liners in the aluminum block can be bored to oversize if the cylinders are worn or tapered. Flat-top pistons with a slight dome are used without valve reliefs in the older 3.0L Duratec engines that do not have variable valve timing, but pistons with four valve reliefs are required for additional valve clearance in the newer versions with VVT. The compression ratio is the same, so the newer pistons can be used in the older applications.
All the Duratec engines use powder metal connecting rods with cracked (fracture-split) caps. Rod lengths and weights are all the same, and can be interchanged from one year to the next. If the big end of the rod is worn or stretched, though, the rod has to be replaced because cracked caps cannot be ground to resize the bearing opening.
The most variation in these engines is found in the cylinder heads and front timing cover. The right and left heads are different on all the engines, and are identified by different part numbers. So if you need to replace a head, make sure you get correct side.
The heads on the early 1996-’98 engines have six round intake ports and have a casting number F5DE. The 1999 model year heads (F7DE) also have six round intake ports, but the right head has a protrusion to cover an oiling port in the block (which is used in later engines to pressurize the variable valve timing system).
In 2000, the design of the heads changed significantly, going to three oval intake ports. The 2000 castings are YF1E for the right head, and YL8E for the left head.
In 2001, the heads changed again when Ford moved the water pump from the right front side of the engine (as viewed from the front) to the left side. This also required a change in the location of the serpentine belt tensioner from the left side of the timing cover to the right side (as viewed from the front).
The 2000-’01 Lincoln and Jaguar 3.0L Duratec engines use a slightly different head casting (XW4E). In 2002, the head castings numbers changed (1X4E) on these engines, but the heads appear to be identical.
The front timing cover on the 3.0L Duratec has undergone various changes to accommodate changes in the valvetrain. From 1996 to 2000, the front covers on Taurus/Sable models have a fitting at the top right for the camshaft position sensor, and a fitting at the lower left next to the crank for the crank position sensor. The belt tensioner is located on the left side of the cover. In 2001, Ford changed the location of the belt tensioner from the left side of the cover to the right to facilitate the relocation of the water pump.
If you have a noisy serpentine belt on one of these engines, be sure to check the serpentine belt tensioner as a weak spring may be allowing the belt to slip. And, if you replace the belt on high-mileage engines, it’s a good idea to replace the tensioner, too.
On 2001-’04 Escape/Tribute engines, the crank sensor is relocated to the right side of the crank (as viewed from the front). On the 2000-’03 Lincoln/Jaguar engines, the crank sensor is to the left of the crank, and it is a different sensor with a different angled exciter ring on the crank.
On the 2003-’06 Lincoln and 2003-’04 Jaguar engines with VVT, the front timing cover mounts two camshaft position sensors (one for each intake cam).
Ford has used two basic camshaft variations in the 3.0L Duratec. The early style cams were all the same from 1996 through 2000. But mid-year 2000, Ford changed from a 36-tooth cam sprocket to a 42-tooth gear. The early and late cam gears with different numbers of teeth are not interchangeable.
Timing Chain Service
If you have to remove or replace a cylinder head for any reason, or replace the timing chain on a 3.0L Duratec, it can be a bit of a challenge because Ford doesn’t provide a Top Dead Center (TDC) timing reference mark on the crankshaft. You have to use a dial indicator to find the TDC position of the number one cylinder to make sure the crank and camshafts are all properly aligned.
If you have to remove or replace a cylinder head for any reason, or replace the timing chain on a 3.0L Duratec, it can be a bit of a challenge because Ford doesn’t provide a Top Dead Center (TDC) timing reference mark on the crankshaft. You have to use a dial indicator to find the TDC position of the number one cylinder to make sure the crank and camshafts are all properly aligned.
Ford says that when the crankshaft keyway is positioned at roughly the 11 o’clock position, the number one cylinder should be at TDC.
Before you can remove the timing chain, the front cover has to come off the engine. Then you have to remove the crank sensor pulse wheel. Note the sensor wheel’s location before you remove it.
Rotating the crank until the keyway is at the 3 o’clock position will move the right cylinder head camshafts to the neutral position. The timing mark on the intake cam should be pointing to the right when viewed from the front, and the timing mark on the exhaust cam should be pointing straight up if both cams are in the correct position.
You can now remove the chain tensioner arm, chain guide and right timing chain.
To remove the left timing chain, rotate the crank clockwise 600° (1-2/3rds turn) until the keyway is again at the 11 o’clock position. This will position the left cylinder head cams in the neutral position. This time, the timing mark on the intake cam should be pointing to the left when viewed from the front, and the mark on the exhaust cam should be pointing straight up. As before, you can now remove the chain tensioner arm, chain guide and left timing chain.
Before you can reinstall the timing chains, you need to compress the left and right chain tensioners in a vice. Compress the piston until it is fully bottomed, then temporarily lock it in place with a pin or paper clip.
If the replacement timing chain does not have timing marks for aligning with the cam gears, you’ll have to mark the left and right side chains. Start with the left chain, and mark one link as the starting crankshaft timing mark. Then count 29 links and make a second mark (for the exhaust cam). Continue counting to link number 42 and make a third mark (for the intake cam). The second and third marks should align with the timing marks on the intake and exhaust cams when the chain is slipped into place. The chain tensioner and arm can now be installed.
Next, you do the same procedure for the right cam. But first, you need to rotate the crankshaft 120° clockwise so the crankshaft keyway is at the 3 o’clock position. Mark the right timing chain and install it the same as before.
Once both chains are in place, remove the locking pin or paper clip from the left and right chain tensioners.
Once both chains are in place, remove the locking pin or paper clip from the left and right chain tensioners.
Rotate the crankshaft 120° counterclockwise so the keyway is back at the 11 o’clock position and number one piston is at TDC. Check to make sure all the timing marks are aligned as shown in the illustration on page 26.
There should be 12 chain links between the right and left intake and exhaust cam sprocket marks, 27 chain links between the cam gears and crank on the non-tensioned side of each chain, and 30 links between the cam gears and crank on the tensioned side of each chain.
Driveability Issues
If the check engine light is on and you find a code P1518, it means the intake manifold runner control (IMRC) system has a problem. Most likely, the runner control is stuck in the open position. Sludge can build up in the IMRC causing it to stick. Ford also offers a PCM reprogramming fix in TSB 02-15-3 that causes the IMRC to cycle at speeds over 40 mph so sludge doesn’t build up on the runner plates.
If the check engine light is on and you find a code P1518, it means the intake manifold runner control (IMRC) system has a problem. Most likely, the runner control is stuck in the open position. Sludge can build up in the IMRC causing it to stick. Ford also offers a PCM reprogramming fix in TSB 02-15-3 that causes the IMRC to cycle at speeds over 40 mph so sludge doesn’t build up on the runner plates.
If you run into an engine in a 1996-’98 Taurus or Sable that cranks and has spark, but won’t start, the fault may be a dead fuel pump because of shorted wiring. TSB 98-25-1 covers the installation of protective plastic tubing on the fuel pump wires to prevent chaffing on these vehicles.
Hard starting and long cranking times on 1996-’98 Taurus and Sable may be caused by bad fuel, wet spark plug wires or a sticking idle air control valve. TSB 98-21-12 covers the diagnosis of this condition, and TSB 97-9-5 covers replacing the IAC valve.
P0171 and P0174 lean codes are common faults on many Ford, including the 3.0L Duratec. The lean fuel condition is often caused by a dirty mass airflow sensor, vacuum leaks in the intake manifold or vacuum connections, or a defective DPFE sensor. The fix may require cleaning or replacing the MAF sensor, or using a smoke machine to find elusive vacuum leaks in the intake plumbing.
If you find a 1996-2003 Taurus or Sable with a rolling idle or surge problem, poor fuel economy, or codes P1336, P1309 or P0340, the cause may be a misaligned camshaft position sensor. TSB 02-22-1 covers diagnosis of the cam sensor and aligning the cam sensor with a special installation tool.
Cooling System Service
One common problem we’ve seen in high-mileage Taurus/Sable vehicles with the Duratec engine is coolant contamination caused by rust and corrosion in the coolant pipes that snake around the engine. This is often the result of coolant neglect. Cleaning and flushing the system can get rid of the gunk, but it won’t stop the corrosion inside the steel pipes. Replacing the pipes is recommended to halt the rusting problem.
One common problem we’ve seen in high-mileage Taurus/Sable vehicles with the Duratec engine is coolant contamination caused by rust and corrosion in the coolant pipes that snake around the engine. This is often the result of coolant neglect. Cleaning and flushing the system can get rid of the gunk, but it won’t stop the corrosion inside the steel pipes. Replacing the pipes is recommended to halt the rusting problem.
Electrolysis that eats through the heater core also can be caused by missing, loose or broken engine ground straps. You can use a voltmeter to check for electrolysis in the coolant. Remove both cables from the battery, then touch the negative test lead to the negative battery post, and the positive lead to the coolant in the radiator or coolant reservoir.
A reading of more than 0.4 volts indicates trouble. Check the engine ground straps. Ford says not to ground the heater core as this will make the electrolysis problem worse. Be sure to drain and refill the cooling system with new coolant.