Ford Unveils Next-Generation V-6 Engine
11/9/05, 08:40 AM
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This is promising!
“Our new 3.5-liter V-6 is a key component in Ford’s global powertrain strategy, which is to provide what customers want, when they want it,” says Barb Samardzich, Ford vice president of Powertrain Operations. “This powertrain is an innovative solution to answering the call for better fuel efficiency, more refinement, more power and clean emissions, without any sacrifices.”
The new engine will be mated to a new 6-speed automatic transaxle in the Ford Edge and Lincoln Aviator. The combination will deliver improved fuel economy of up to 7 percent and improved sustained acceleration compared with a typical 4-speed automatic.
Power in a Compact, Modern Package
Ford’s new V-6 produces 250 horsepower and 240 pound-feet of torque with a 3.5-liter displacement unit with a height and width that is the same as Ford’s smaller Duratec 30 V-6. This enables Ford to install the engine in a wide variety of current and future products.
In developing the new engine, Ford engineers targeted excellent performance, fuel economy and low exhaust emissions. In addition, engineers designed the engine to work together in harmony with Ford’s new 6F 6-speed automatic. By analyzing the transaxle and engine together, noise, vibration and harshness characteristics of the powertrain were optimized to ensure a quiet, trouble-free driving experience.
The all-new 3.5-liter V-6 architecture provides significant flexibility to incorporate additional engine technologies. The 3.5-liter engineering team included extra provisions to make upgrades relatively simple. These upgrades include such potential features as hybrid capability, gasoline direct injection and direct-injection turbo charging.
A Solid Foundation – Durability and NVH
Every world-class engine starts with a solid foundation. To optimize the base engine structure to provide outstanding durability and NVH, the lower-end design of the 3.5-liter engine features a forged-steel, fully counterweighted crankshaft with induction-hardened journals, fractured-split, powder metal-forged connecting rods and high-temperature alloy, cast aluminum pistons. These components are housed in a High Pressure Diecast (HPDC) aluminum cylinder block featuring six-bolt mains with cast in cast-over iron liners.
The engine’s cylinder block design represents the first application of a high-pressure die-cast block for a V-configuration engine for Ford Motor Company. Ford chose HPDC over more conventional semi-permanent and sand casting processes because:
High Airflow, Optimized Combustion – Performance, Fuel Economy and Emissions
The 3.5-liter V-6’s upper-end was designed as a system, all the way from the throttle body to the exhaust manifolds, to create the optimum flow for peak power and a broad torque curve. CAE analysis was used to fine-tune each component to deliver the required airflow without the need for intake flaps or butterfly valves in the system. Advanced throttle-control software enables precise tuning of engine response to fit the character of each vehicle application while setting the engine to run at its peak efficiency for optimal fuel economy.
The 3.5-liter V-6 uses a compact, lightweight dual-overhead cam valvetrain for peak power capability and smooth operation at high RPMs. The engine also incorporates intake variable cam timing (iVCT) to optimize valve timing for a smooth idle, optimal part-load driving and an impressively broad torque curve with good power. The iVCT system uses a hydraulically actuated spool valve that can rotate the intake camshafts up to 40 degrees within a half-second. A low-friction, roller-chain cam drive contributes to fuel efficiency.
Optimized Cylinder Head Produced with Flexible Machining
The aluminum cylinder heads in Ford’s new V-6 are designed for high airflow and optimized combustion to support performance, fuel economy and low emissions. CAE was used extensively to develop the airflow and combustion system performance for this cylinder head design. This efficient combustion is enhanced by incorporating a centrally located spark plug and a high 10.3:1 compression ratio. The cylinder heads also were designed to accommodate fuel-efficient technology upgrades such as gasoline direct injection.
Low Emissions Capability
Ford’s new 3.5-liter engine is PZEV capable right out of the box. Careful design consideration for the combustion system and catalysts create an engine that can meet stringent emissions standards without the need for expensive add-on technology.
“The 3.5-liter V-6 is capable of achieving PZEV certification by delivering low cold-start emissions and enabling rapid catalyst light-off, which is a significant accomplishment for a larger displacement V-6 engine,” says Tom McCarthy, engine systems manager for the 3.5-liter V-6 engine program. This is accomplished with low heat-loss exhaust manifolds and close-coupled catalysts for fast light off during cold start. Optimized fuel injector targeting minimizes cold-start emissions before the catalysts reach operating temperature.
FORD UNVEILS NEXT-GENERATION V-6 ENGINE TO POWER ONE IN FIVE VEHICLES BY END OF DECADE
- New 250 hp 3.5-liter V-6 key to Ford’s future, powering one in five of the company’s North American products by the end of the decade
- New engine offers better performance, fuel economy and emissions
New V-6 debuts next year on the Ford Edge and Lincoln Aviator crossover utility vehicles - Mated to new 6-speed automatic for up to a 7 percent improvement in highway fuel economy
- Engine designed with the future in mind – capable of super-clean PZEV emissions, hybrids, direct-injection and turbocharging
“Our new 3.5-liter V-6 is a key component in Ford’s global powertrain strategy, which is to provide what customers want, when they want it,” says Barb Samardzich, Ford vice president of Powertrain Operations. “This powertrain is an innovative solution to answering the call for better fuel efficiency, more refinement, more power and clean emissions, without any sacrifices.”
The new engine will be mated to a new 6-speed automatic transaxle in the Ford Edge and Lincoln Aviator. The combination will deliver improved fuel economy of up to 7 percent and improved sustained acceleration compared with a typical 4-speed automatic.
Power in a Compact, Modern Package
Ford’s new V-6 produces 250 horsepower and 240 pound-feet of torque with a 3.5-liter displacement unit with a height and width that is the same as Ford’s smaller Duratec 30 V-6. This enables Ford to install the engine in a wide variety of current and future products.
In developing the new engine, Ford engineers targeted excellent performance, fuel economy and low exhaust emissions. In addition, engineers designed the engine to work together in harmony with Ford’s new 6F 6-speed automatic. By analyzing the transaxle and engine together, noise, vibration and harshness characteristics of the powertrain were optimized to ensure a quiet, trouble-free driving experience.
The all-new 3.5-liter V-6 architecture provides significant flexibility to incorporate additional engine technologies. The 3.5-liter engineering team included extra provisions to make upgrades relatively simple. These upgrades include such potential features as hybrid capability, gasoline direct injection and direct-injection turbo charging.
A Solid Foundation – Durability and NVH
Every world-class engine starts with a solid foundation. To optimize the base engine structure to provide outstanding durability and NVH, the lower-end design of the 3.5-liter engine features a forged-steel, fully counterweighted crankshaft with induction-hardened journals, fractured-split, powder metal-forged connecting rods and high-temperature alloy, cast aluminum pistons. These components are housed in a High Pressure Diecast (HPDC) aluminum cylinder block featuring six-bolt mains with cast in cast-over iron liners.
The engine’s cylinder block design represents the first application of a high-pressure die-cast block for a V-configuration engine for Ford Motor Company. Ford chose HPDC over more conventional semi-permanent and sand casting processes because:
- Reduced raw material requirements (lower weight than if designed for conventional sand casting)
- Tighter casting process control capability
- Better and more consistent casting qualities
- Elimination of reliance on casting processes that have byproducts requiring strict environmental controls
- Reduction of expensive post-casting processing (cleaning, heat treating, machining and assembly) requirements
High Airflow, Optimized Combustion – Performance, Fuel Economy and Emissions
The 3.5-liter V-6’s upper-end was designed as a system, all the way from the throttle body to the exhaust manifolds, to create the optimum flow for peak power and a broad torque curve. CAE analysis was used to fine-tune each component to deliver the required airflow without the need for intake flaps or butterfly valves in the system. Advanced throttle-control software enables precise tuning of engine response to fit the character of each vehicle application while setting the engine to run at its peak efficiency for optimal fuel economy.
The 3.5-liter V-6 uses a compact, lightweight dual-overhead cam valvetrain for peak power capability and smooth operation at high RPMs. The engine also incorporates intake variable cam timing (iVCT) to optimize valve timing for a smooth idle, optimal part-load driving and an impressively broad torque curve with good power. The iVCT system uses a hydraulically actuated spool valve that can rotate the intake camshafts up to 40 degrees within a half-second. A low-friction, roller-chain cam drive contributes to fuel efficiency.
Optimized Cylinder Head Produced with Flexible Machining
The aluminum cylinder heads in Ford’s new V-6 are designed for high airflow and optimized combustion to support performance, fuel economy and low emissions. CAE was used extensively to develop the airflow and combustion system performance for this cylinder head design. This efficient combustion is enhanced by incorporating a centrally located spark plug and a high 10.3:1 compression ratio. The cylinder heads also were designed to accommodate fuel-efficient technology upgrades such as gasoline direct injection.
Low Emissions Capability
Ford’s new 3.5-liter engine is PZEV capable right out of the box. Careful design consideration for the combustion system and catalysts create an engine that can meet stringent emissions standards without the need for expensive add-on technology.
“The 3.5-liter V-6 is capable of achieving PZEV certification by delivering low cold-start emissions and enabling rapid catalyst light-off, which is a significant accomplishment for a larger displacement V-6 engine,” says Tom McCarthy, engine systems manager for the 3.5-liter V-6 engine program. This is accomplished with low heat-loss exhaust manifolds and close-coupled catalysts for fast light off during cold start. Optimized fuel injector targeting minimizes cold-start emissions before the catalysts reach operating temperature.
11/9/05, 08:44 AM
#2
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Yes, that does sound promising.
"V-6 produces 250 horsepower and 240 pound-feet of torque"
That'd make for a fun V6 Mustang.
Heck, that'd make a fun Fusion!
"V-6 produces 250 horsepower and 240 pound-feet of torque"
That'd make for a fun V6 Mustang.
Heck, that'd make a fun Fusion!
11/9/05, 08:53 AM
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That does sound very promising.. So do you guys think this new 3.5L V6 with 250HP and 240Ft. pounds will be targeted by aftermarket performance parts producers for upgrades? I mean there are several things which come to mind.. A Turbo version of this engine, or even a S/C Mustang using this setup at some point..
It would be nice if we could get our hands on whats inside this motor.. All Forged internals, compression, piston type used.. There seems to be alot of potential for the lil guy..
Would anyone venture to guess whether they would use forged internals on this new product, being that it will make its appearance quite robust? I mean, if the motor is supposed to make into 1 out of every 5 vehicles, wouldnt make sense maintanence wise for Ford to make it all forged to start out with..?
Reading closer, I have found some answers.. Very nice!
High compression though.. Does this mean no boost?
It would be nice if we could get our hands on whats inside this motor.. All Forged internals, compression, piston type used.. There seems to be alot of potential for the lil guy..
Would anyone venture to guess whether they would use forged internals on this new product, being that it will make its appearance quite robust? I mean, if the motor is supposed to make into 1 out of every 5 vehicles, wouldnt make sense maintanence wise for Ford to make it all forged to start out with..?
Reading closer, I have found some answers.. Very nice!
High compression though.. Does this mean no boost?
11/9/05, 09:03 AM
#4
I Have No Life
I take it this was the 'Cyclone' engine.... or now 'Duractec35' talked about a while ago....
At least its a great option for future V6 stangs....
Even if they bump the power down a bit to make some more low end torque....
SOunds like a great engine...
At least its a great option for future V6 stangs....
Even if they bump the power down a bit to make some more low end torque....
SOunds like a great engine...
11/9/05, 09:09 AM
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Originally posted by TheMustangSource@November 9, 2005, 8:07 AM
It wasn't too long ago that the SVT Cobras weren't making that much power...
It wasn't too long ago that the SVT Cobras weren't making that much power...
11/9/05, 09:34 AM
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About 3 years late Ford; better late than never. I am a bit disppointed that the engine isn't a bit more powerful. The 3.5 VQ is more powerful and it has been around since 2002 in the Maxima. Otherwise, this engine sounds like a step in the right direction. Put this engine in the Fusion GT and Ford 500 Stat!!
11/9/05, 10:07 AM
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Sounds like a completely new engine, not simply a warmed over Duratec. Specs sound very promising, especially the aspects relating to future developments (turbo, direct fuel injection). Certainly a massive step up from the current old 4.0. While not quite a powerhouse, yet, it does look like it has tons of development room and could readily match the ~300hp the Nissan VQ motor is putting out. Basic architecture seems quite stout and well designed for hi-po apps.
Now, how many eons before we see Ford's sportiest V6 in its sportiest mass production car?
Now, how many eons before we see Ford's sportiest V6 in its sportiest mass production car?
11/9/05, 10:11 AM
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Looking at some options in terms of Boost which can be applied, it would appear its real tight.. Unless all internals combined, along with the new pressureized block design and heads can handle it..
Example
4 psi of boost = effective compression ratio= 10.90:1
5 psi of boost = effective compression ratio= 11.48:1
6 psi of boost = effective compression ratio= 12.07:1
8 psi of boost = effective compression ratio= 13.23:1
So this means, with a 10.3:1 ratio, very little boost will be needed for this motor.. I would think 3 to 5 PSI kits will be sufficient, but how the motor will respond to it is up in the air..
Looking at 3PSI of boost gives us 10.32:1.. With all things being considered, what will this do in terms of HP/TQ, based on whats available to the engine.. I guess this engine is the ideal canidate for a Turbo.. But 2 to 3psi Superchargers would easily get this motor over 300HP for sure..
Any thoughts?
Example
4 psi of boost = effective compression ratio= 10.90:1
5 psi of boost = effective compression ratio= 11.48:1
6 psi of boost = effective compression ratio= 12.07:1
8 psi of boost = effective compression ratio= 13.23:1
So this means, with a 10.3:1 ratio, very little boost will be needed for this motor.. I would think 3 to 5 PSI kits will be sufficient, but how the motor will respond to it is up in the air..
Looking at 3PSI of boost gives us 10.32:1.. With all things being considered, what will this do in terms of HP/TQ, based on whats available to the engine.. I guess this engine is the ideal canidate for a Turbo.. But 2 to 3psi Superchargers would easily get this motor over 300HP for sure..
Any thoughts?
11/9/05, 10:15 AM
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Bear in mind, regarding CR and boost levels, that direct fuel inject has a significant cooling effect on the intake charge, allow higher CRs and/or boost levels. Look at what VW/Audi are running with their DFI motors.
11/9/05, 10:20 AM
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Originally posted by rhumb@November 9, 2005, 9:18 AM
Bear in mind, regarding CR and boost levels, that direct fuel inject has a significant cooling effect on the intake charge, allow higher CRs and/or boost levels. Look at what VW/Audi are running with their DFI motors.
Bear in mind, regarding CR and boost levels, that direct fuel inject has a significant cooling effect on the intake charge, allow higher CRs and/or boost levels. Look at what VW/Audi are running with their DFI motors.
11/9/05, 10:21 AM
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Don't you think FORD will have to up the HP on the GT then. You can't have a V6 and a GT model only 50 hp apart. Let's see a GT at 350. That may be something for me to trade the car that I don't even have yet, in.
11/9/05, 10:22 AM
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While most of us here would like to see more HP out of the engine, I must congratulate Ford on taking the time to design a totally new V6. Based on the specs it should be a real winner with lots of upside potential.
I find it most interesting that Ford designed the engine with such flexibility. Obviously the primary motivation was cost reduction but given the wide range of potential applications bodes well from both an efficiency and performance stand point.
I could see Ford offering a turbo version in some specific SVT applications such as an SVT Fusion.
I find it most interesting that Ford designed the engine with such flexibility. Obviously the primary motivation was cost reduction but given the wide range of potential applications bodes well from both an efficiency and performance stand point.
I could see Ford offering a turbo version in some specific SVT applications such as an SVT Fusion.
11/9/05, 10:35 AM
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Originally posted by Route 66@November 9, 2005, 9:24 AM
Don't you think FORD will have to up the HP on the GT then. You can't have a V6 and a GT model only 50 hp apart. Let's see a GT at 350. That may be something for me to trade the car that I don't even have yet, in.
Don't you think FORD will have to up the HP on the GT then. You can't have a V6 and a GT model only 50 hp apart. Let's see a GT at 350. That may be something for me to trade the car that I don't even have yet, in.
LOL! My thoughts exactly.. Hopefully, they have a new V8 on tap for the GT's.. Basing some of the designs of this motor, for a V8 is most likley the next upgrade plan.. I think the GT should be put to 375HP stock.. 350 only gives about 300HP to the rear wheels.. I would like to see GT's with about 320RWHP from the factory.. 375 to 380HP does this.. This makes for a very nice performance Mustang GT, once rolled of the dealers parking lot.. 380HP gives a GT 323RWHP.. Nice and snappy, with a very happy and proud GT owner!
11/9/05, 10:42 AM
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Originally posted by 06VistaPony@November 9, 2005, 10:54 AM
6-bolt main bearing caps? I wonder what the red-line's going to be!
6-bolt main bearing caps? I wonder what the red-line's going to be!
Specs
Remember that this thing is making 250 HP and 240 ft-lbs out of the box. Let Mazda add VVT to it and you'll be seeing more like 270 or 280 HP. I wouldn't be surprised to see Jaguar versions producing closer to 300 HP either.
11/9/05, 11:04 AM
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Not too shabby for a workhorse engine!
11/9/05, 11:06 AM
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Originally posted by baggs32@November 9, 2005, 9:45 AM
Here are the motor and tranny specs. 6700 RPM to answer your question.
Specs
Remember that this thing is making 250 HP and 240 ft-lbs out of the box. Let Mazda add VVT to it and you'll be seeing more like 270 or 280 HP. I wouldn't be surprised to see Jaguar versions producing closer to 300 HP either.
Here are the motor and tranny specs. 6700 RPM to answer your question.
Specs
Remember that this thing is making 250 HP and 240 ft-lbs out of the box. Let Mazda add VVT to it and you'll be seeing more like 270 or 280 HP. I wouldn't be surprised to see Jaguar versions producing closer to 300 HP either.
