| Ford Duratec V6 | |
| Manufacturer: | Ford |
| Aka: | Mondeo V6 |
| Production: | 1993-2012 |
| Successor: | Ford Cyclone engine (Upper size: Duratec 35) Ford EcoBoost engine (Mazda MZI 35, Mazda GY) |
| Configuration: | 60° V6 |
| Block: | Aluminum |
| Head: | Aluminum |
| Valvetrain: | DOHC 4 valves x cyl. with VVT |
| Timing: | Chain |
| Compression: | 9.7:1-10.0:1 |
| Fuelsystem: | Sequential multi-port fuel injection |
| Turbocharger: | Twin-turbo (on Noble M400 and Rossion Q1) |
| Fueltype: | Gasoline |
| Oilsystem: | Wet sump |
| Coolingsystem: | Water-cooled |
| Management: | BorgWarner |
| Redline: | 6500 |
The Ford Duratec V6, is an aluminum DOHC V6 engine with a 60° bank angle introduced in 1993 with the Ford Mondeo. The primary engineering came from Porsche,[1] who was developing this engine 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.
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 Mk 1 and others. Bore and stroke is .
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.
An SVT version produced and 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 (mostly improved intake porting of the heads) were made in 1999 that raised power output to and and were carried over in the 2000 model. The SVT engine was used in the 1998 to 2001 European Ford Mondeo Mk 2, Ford Cougar and called the ST200, it also appeared in the American Ford Contour SVT.
The Duratec 2.5 L aka Mondeo V6 not the four cylinder (L5VE with joint Mazda 2.5) DOHC 24 valve engine had at 6,250 rpm and of torque at 4250 rpm. Used in the Ford Mondeo Mk 3 and last generation Ford/Mercury Cougar (1999-2002). The Displacement of the 2.5 L VE was decreased from .
Mazda used the Duratec 25 block and camshafts in their 2000 MPV. However, they reduced the size from to keep under a 2.5 L tax cap in Japan. This was accomplished with a reduction of the bore from to . The engine produced at 6250 rpm and of torque. It was replaced in 2002 with the larger 3.0 L Duratec 30-based Mazda AJ.
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 of displacement and produces between and . 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 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, V6 used in the Mondeo ST220 is called the Duratec ST. The, V6 in the Mondeo Titanium is called the Duratec SE.
There are two key versions of the Duratec 30:
Applications:
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.
The engine has an output of at 6250 rpm, and of torque at 4800 rpm.
In second generation of the engine, it is updated to run on E85. This version of the engine has an output of at 6550 rpm and at 4300 rpm while running on 87 octane gasoline, and at 6250 rpm and at 4150 rpm whilst running on E85. To achieve this, the 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
Second generation
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 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.
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 at 6500 rpm, with a torque figure of at 5000 rpm. Noble has used forged pistons, an oil cooler, a larger baffled oil sump and extra cooling ducts to maintain its durability. .
The 2015 Rossion Q1 is also powered by the Duratec V6, developing a maximum power of at 4700 rpm, with a torque figure of at 4700 rpm.[4] [5] It has a weight-to-power ratio of /hp. As with the Noble M400, the Q1 uses a transversely-mounted, rear mid-engine, rear-wheel drive layout, twin-turbocharged engine.[6] [4] [7]
Mazda's MZI version 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, V6 used in the Mondeo ST220 is called Duratec ST. V6 in the Mondeo Titanium is called Duratec SE.
A racing version of this engine exists and is used on mini prototypes like the Juno SS3 V6. It is a naturally aspirated non variable timing engines producing between 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 29671NaN1 V6 since it is built and mostly sold in the U.K.
See main article: Ford SHO V8 engine.
Ford's 3.4 L SHO V8 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.
See main article: Aston Martin V12 engine. Ford's 5.9 L V12 version of its Duratec engine is used in the present Aston Martin lineup. It is best thought of as two Duratec V6s mated end to end, albeit with slightly larger main journals. The engine has also received extensive crankshaft modifications, giving the engine uneven firing intervals. The regular Aston Martin V12 uses roller rockers (RFF),[9] and was designed by Ford and Cosworth.[10] [11] [12] Cosworth assembled the V12 engines for a year before Aston Martin took over production.[13] [14] However, Cosworth still casts the heads and blocks.[15] [16] The variant used in the Aston Martin One-77 uses (DLC coated) DAMB cam followers like the later Duratec engines,[17] and is built by Cosworth.[18] [19]