• Nov 9, 2005
Ford 3.5L V6

Ford must really like us because not only did the folks there invite us to the announcement of the company's new 3.5L V6 and six-speed automatic transmission, they also gave us directions afterwards to a Panera Bread with free Wi-fi so we could get the news posted. The new DOHC 3.5L V6 features an aluminum block and head  design, produces 250 hp and 240 lb-ft of torque, and employs variable cam timing on its intake (iVCT). Ford's people stated flatly that this engine will power one in five Fords by the end of the decade, and it will begin its tenure in Lincoln's new Aviator and the upcoming Ford Edge. We can expect this engine to eventually power not only the Five-Hundred and Montego, but also the Fusion, Milan, Zephyr, Mustang V6... the list goes on.

More info, pics and full press release after the jump...


Ford 3.5L V6

The new 3.5L is not part of the Duratec family, but rather an all new design. It was engineered from the beginning, however, to have the same height and width dimensions as the current 3.0L Duratec. That means we can reasonably expect anything with the 3.0L now to get the 3.5L at some time down the road. Not only is the engine PZEV capable, it's also been designed to accept future technologies like a hybrid drivetrain, gasoline direct-injection and direct-injection turbocharging. Supercharging wasn't mentioned, but c'mon, this is Ford we're talking about so we'll assume it's compatible with supercharging on a production basis.

The new 3.5L has better fuel efficiency and emissions than most of its competitors thanks to the particular attention Ford paid to cold-start emisisons and getting the cats hot and on-line quicker. This is achieved through the use of low heat-loss exhaust manifolds and a close-coupled pair of catalysts for faster light off during cold starts. The engine also features optimized fuel-injector targeting that helps reduce emissions before the catalysts reach their operating temperature.

The 3.5L V6's 250 hp and 240 hp are a healthy number, but Ford officials indicated this engine was capable of more. That extra oomph could ocme in the form of a hybrid drivetrain, forced induction or even greater displacement. Regardless, this base engine finally gives Ford a competitive large V6 that it will certainly sprinkle liberally across all of its brands.

Ford's new 3.5L V6 was also designed in conjunction with a new six-speed automatic, which we'll talk more about in the next post.

[Source: Ford]

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    * 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

DEARBORN, Mich. Nov. 9, 2005 - Ford today unveiled its new 3.5-liter V-6 engine, a more powerful and cleaner engine that eventually will be under the hood of one in five Ford products in North America, including the new Ford Edge and Lincoln Aviator crossover utility vehicles (CUVs) debuting next year.

"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

Ford deployed extensive CAE modeling to reduce lead-time, optimize die design and simulate critical process parameters to help ensure a consistent, robust casting.

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.


ENGINE SPECS

Type        3.5L DOHC 24-valve V-6

Manufacturing Location    Lima Engine Plant, Ohio

Configuration     60-degree V-6, aluminum block and heads

Intake Manifold     Composite, slit plenum

Exhaust Manifold     Cast iron

Crankshaft     Forged steel

Redline         6700 rpm

Throttle Body     65mm, electronic

Valvetrain     DAMB, 4 valves per cylinder, intake variable camshaft timing

Valve Diameter     Intake: 37mm Exhaust: 31 mm

Pistons       High temperature cast aluminum alloy with low-friction coated skirts, low-tension rings

Connecting Rods     Cracked-powder metal

Ignition         Pencil coil

Bore x Stroke     3.6 x 3.4 in/92.5 x 86.7 mm

Displacement     213 cu in/3.496 cc

Compression Ratio     10:03:01

Horsepower     250 @ 6250 rpm (estimated)

Horsepower per Liter     71.5 (estimated)

Torque         240 lb-ft @ 4500 rpm (estimated)

Recommended Fuel     87 Octane

Fuel Capacity     20 gallons

Fuel Injection     Sequential multiport fuel injection

Oil Capacity     5.5 quarts, with filter

Recommended Oil     GF4, 5W-20



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    • 1 Second Ago
  • 44 Comments
      groy
      • 9 Years Ago
      Hey bgdc, You obviously haven't driven some of Ford english engines,,,, they've been eating your little Toyo's up and down the track and street. I drive em both and we get more power from the Jag 2.5 than the Toylet 3.0, not to mention,,, We can thank Toyota for runing the Champ car series buying rule changing after Cosworth and Honda were eating them to death. Arm chair racers,,, Toyo's are average quality average comfort and average looking,,, but their parts are nearing German pricing!
      • 9 Years Ago
      Too bad this engne doesn't debut until next fall. By the time it's out Toyota's comparable 3.5L V6 (Avalon) and related family will have been on the market for a year and a half. Any word/shots of the Ford Edge, or was press conference just about this powertrain?
      • 9 Years Ago
      Take a step back and look! Ford is into their cars while the trucks are making the bread and butter for them. They are going after the Japanese companies. This is exactly what they and GM are accused of not doing. The Horse power is over rated in the Japanese motor too.
      • 9 Years Ago
      I am sick of SRT4 guys. First off, how do you compare a 2.5 liter turbo 4 to a 3.5 liter NA v6? Please stop thinking the srt4 is the best motor ever created. I can think of a motor that is 20 years older than the srt4, that is only a 2.0 liter turbo that put out more power(in stock form) than an srt4. So give it a rest already!
      • 9 Years Ago
      With most of the gripes on here, it's clear a lot of you didn't read the entire article. Let me guess, you looked for the horsepower/torque numbers, then looked at the pictures and figured "ok, good enough for me". I totally agree that Ford should have launched this years ago, they have been slow to bring stuff out, etc. That's really pointless to go on and on about cuz they are clearly getting the picture now that they can't live off their trucks anymore. Some of your comments like plastic internals, etc. You didn't look at the specs very closely did you? Judging by the parts list, this engine is extremely stout. It looks more like a race engine than anything else with the forged crank, 6 bolt mains, casting techniques, etc. Not to mention they built it with the flexibility to bore it out further, tweak it, add forced induction. I think when this lands in a production car it will be surprisingly powerful and refined as well.
      • 9 Years Ago
      It bares repeating: "It's amazing that people have become so blind that peak horsepower and peak torque are the only things that matter, when in fact they don't matter all that much in 90% of real world driving." Guys, there is so much more to engines than the numbers. For those who actually don't live by quarter mile and 0-60 figures, there is a lot more to consider. I replaced my 115 hp 1.6 liter powered daily driver to a 205 hp turbocharged 2.0 liter. There is no question the latter is by all measurements a faster car, But the 1.6 has much quicker engine response, and it sings smoothly right through its redline while the other doesn't give you any convincing reasons to go past 5000. The 1.6 is a much more enjoyable engine. Why do people sing such praises to the MAZDA3' 2.3 liter? On paper, its 160 hp is respectable but nothing to write home about. But drive one, and you'll find how accessible every of those horses are. Even non speed-freaks are quite happy to redline the thing and keep it's revs high for the quick throttle response. The engine's smoothness encourgages it. Nissan's VQ is damn good at doing the same at the V6 level, and that engine has been a positive attribute to everything they'e dropped it in (which is, pretty much everything) If this is Ford's VQ, more power to them (so to speak). It should make non-gear head cars like the Five Hundred, Freestar, Edge, Fusion as well as their Mercury, Lincoln and hopefully Mazda varients much more enjoyable and competitive. In higher tune, it could result in some very enticing Mustangs, Sport trim Fusions, and MAZDA6s. I'm hoping that Chrysler and GM come down from their V-8 binges and produce V-6s of their own that are just as note-worthy.
      • 9 Years Ago
      The engine in the Toyota makes that much horsepower when 91 octane fuel is used ( http://www.internetautoguide.com/car-specifications/09-int/2006/toyota/avalon ). The Chrysler engine uses 89 octane. I believe the rest of the engines are shown using regular fuel. Since no one actually read the press release from Ford, the new 3.5L V6 runs on regular. Use regular on the two engines I just mentioned and horsepower and torque will drop down to the level of the others.
      • 9 Years Ago
      I love it when people have to take HP numbers from V6 engines that power luxury cars to criticize a Ford. Thats pathetic. You have to compare an engine from a $40K car to that of a $20K car so you can put down Ford and sleep good at night. You people should host Top Gear. They don't have any problem doing that there. I loved it when the old man bashed the Mustang because it didn't measure up to the refinement of cars that cost twice as much.
      • 9 Years Ago
      Love the SRT-4, but this engine isn't meant to compare with that market. Think Accord, Camry, Sonata, etc. Probably geared more towards the mid-size market.
      • 9 Years Ago
      About freaking time! Ford has needed a better V6 for quite some time, the Duratec while reliable just couldn't perform where Ford needs it to (efficiency, emissions) while making decent power. Some observations from the picures: That looks like coil on plug ingition, great! What's with the spin-on oil filter? I thought Ford was at least trying to move to a more modern & eficient cartridge design. I actually see V6's being less common in the future as gybrid or trubo I4's demonstrate that they can deliver equal or better performance than a V6 aand do it wigh greater efficency. Though a Hybrid V6 could go a long ways to replacing large displacement V8s for cars like the Mustang and of course light trucks & SUVs.
      • 9 Years Ago
      Huh, I guess I'm missing something here. If you look at other comparable displacement 6's the only one that stands out from the pack as far as HP is the TL (270). Everyone else from Audi to Toyota range from a low of 221hp (Benz, Ford(3.0), Mazda) to a high of 255hp (Honda, Audi, Caddy). Everyone else (Toyo, BMW, Hyundai, Nissan, DCX)is in between those numbers. And some of those are actually lower under the revised SAE testing procedures. So, I'm not sure where many of you are coming from by saying this engine is outdated/out performed. It's PZEV, hybrid, and turbo compatible and will be mated to a 6sp auto. The numbers listed are their pre-production estimates (running on regular). I've read where it is capable of being bored out to reach 280hp+. It's actually a moot point when it comes to the majority of consumers who have no idea of their engine's HP ratings. Take a minute and ask around the office and see how many co-workers know their hp rating. Heck, many probably won't know if it's a 4, 6 or 8cyl. And I guarantee none of you could tell the difference between a car with 250hp and a 270hp engine.
      • 9 Years Ago
      I've been waiting for a decent V6 from Ford for a long time, ever since the Yamaha sourced 3.0L SHO V6 from back in the day. My wait is over. This engine looks sweet and if dropped in the Fusion would make for a monster. The Fusion is one of the lightest four-door family sedans and this engine is one of the largest in that segment, save for the heavier Altima SE-R maybe. I can't wait...
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