| Ford Cologne V6 | |
| Aka: | Ford Taunus V6 |
| Manufacturer: | Ford Motor Company |
| Configuration: | 60° V6 |
| Production: | 1962–2011 |
| Successor: | Ford Cyclone engine |
| Bore: | 802NaN2 822NaN2 842NaN2 902NaN2 93.032NaN2 962NaN2 1002NaN2 |
| Stroke: | 60.142NaN2 66.82NaN2 68.52NaN2 692NaN2 722NaN2 742NaN2 842NaN2 |
| Displacement: | 1812cc 1998cc 2293cc 2394cc 2550cc 2637cc 2792cc 2995cc 3958cc 4009cc |
| Block: | Cast iron |
| Head: | Aluminium, Cast iron |
| Valvetrain: | OHV or SOHC 12-valve DOHC 24-valve |
| Supercharger: | Eaton M90 Roots-type (on some 2.8 and 2.9 engines) |
| Turbocharger: | Janspeed and Turbo Technics (on some 2.8 and 2.9 engines) |
| Fuelsystem: | Carburettor Mechanical fuel injection Electronic fuel injection |
| Fueltype: | Petrol |
| Coolingsystem: | Water-cooled |
| Power: | NaN0NaN0 |
| Torque: | NaN0NaN0 |
| Timing: | Gears (1.8, 2.0, 2.3, 2.6, 2.8) Chain (2.4, 2.9) Chains (4.0 SOHC) |
| Management: | Bosch K-Jetronic or L-Jetronic (on some versions) |
The Ford Cologne V6 is a series of 60° cast iron block V6 engines produced by the Ford Motor Company from 1962 to 2011 in displacements between 1812cc and 4009cc. Originally, the Cologne V6 was installed in vehicles intended for Germany and Continental Europe, while the unrelated British Essex V6 was used in cars for the British market. Later, the Cologne V6 largely replaced the Essex V6 for British-market vehicles. These engines were also used in the United States, especially in compact trucks.
During its production run the Cologne V6 was offered in displacements of 1.8, 2.0, 2.3, 2.4, 2.6, 2.8, 2.9, and 4.0 litres.[1] All except the Cosworth 24v derivative and later 4.0 litre SOHC engines were pushrod overhead-valve engines, with a single camshaft between the banks.
The Cologne V6 was designed to be compatible in installation with the Ford Taunus V4 engine, having the same transmission bolt pattern, the same engine mounts, and in many versions, a cylinder head featuring "siamesed" exhaust passages, which reduced the three exhaust outlets down to two on each side. The latter feature was great for compatibility, but poor for performance. The 2.4, 2.8 (in U.S.), 2.9, and 4.0 had three exhaust ports, making them preferable.
The engine was available in both carburetted and fuel-injected forms.
The smallest version of the V6 was the 1812cc with a NaN2NaN2 bore and stroke. Its output is 820NaN0 and 1350NaN0. Its only application was the Ford 17M P7 from 1968 to 1971.
The original displacement of the V6 was 1998cc with a NaN2NaN2 bore and stroke. Output is 850NaN0 and 1510NaN0 or 900NaN0 and 1580NaN0.
Applications:
The first enlargement of the V6 appeared in 1967. It was the 2293cc with a NaN2NaN2 bore and stroke. Output was 108/ (black/grey valve cover) and 1760NaN0 or 1250NaN0 and 1870NaN0 in SuperHighCompression
The 2394cc was used only in Europe. Like the 2.9 L version, the camshaft is chain-driven, it has fuel injection system (EFI) and Ford's EEC-IV engine management. Bore and stroke is NaN2NaN2. Power output is 1250NaN0 at 5800 rpm and 1840NaN0 torque at 3500 rpm.
Applications:
The largest first-generation V6 was the 2550cc introduced in 1969. It had a NaN2NaN2 bore and stroke. Output was 1250NaN0 and 2050NaN0.
Applications:
The 2.6 RS was a special high-performance fuel-injected 2637cc version. It had a NaN2NaN2 bore and stroke, and produced 1500NaN0 and 219.50NaN0.
The only fuel injected first-generation engine, its sole application was the 1970-1973 Ford Capri RS 2600. It was replaced with the RS 3100. Weslake developed a racing version of the engine, bored to 96mm to give 2995cc of displacement and producing in excess of 3200NaN0.
The second-generation Cologne V6 was introduced in 1974. It displaced 2792cc with a bore and stroke of NaNmm, and used a geared camshaft design. While based on the 2.6, the larger bore necessitated a different block.[2] The European version used a "siamesed" two-port exhaust manifold, similar to the one used on the V4, while the American version used three-port heads. The European approach was useful in that existing cars with the V4 engine could be upgraded with relative ease. Output was rated at 90to for the US market and 130to for the European market, depending on the model.
In Europe, the 2.8 was produced with carburetor 1320NaN0, mechanical fuel injection (Bosch K-Jetronic, 1600NaN0, and electronic injection (Ford EEC-IV, 1500NaN0). Electronic injection only featured on the 2.8 Granada models for one year before being replaced with the 2.9 unit.
Tuning options are very limited with the Bosch K-Jetronic models. The siamesed inlet and exhaust ports of the 2.8 only respond well to forced induction or an overbore; normal tuning will yield only minor power results. The MFI 2.8 Cologne (Capri/Sierra 2.8i) uses a very restricted induction setup, and no open air kit is available due to this.
Ford offered a limited run of approximately 150 "Capri turbos" with turbocharged 2.8 engines. These engines displayed RS badging and used a productionized version of an existing aftermarket kit offered by a Ford dealer in Germany.
TVR Tasmin/280i used the Cologne 2.8 with Bosch K-Jetronic fuel injection, as did the early TVR 'S' series in 2.8 and revised 2.9 efi injection form.
Applications:
The 2.9 L shares the same basic design as the 2.8 L model, bar a few subtle differences. The camshaft is chain-driven rather than gear driven, so it rotates in the same direction as the crankshaft. The arrangement of the exhaust valves is different, eliminating the "hot-spot" that existed on the 2.8 L model. The cylinder heads also sport a more conventional three-port exhaust manifold. Output was rated at 1400NaN0 at 4600 rpm and 170lbft at 2600 rpm for the light trucks (1986–92 Ranger and 1986–90 Bronco II) and 1440NaN0 at 4800 rpm for the Merkur Scorpio in the US market and 150to for the European market. Bore and stroke was NaN2NaN2 for a total displacement of 2935cc.
In Europe, this engine was commonly fitted with the Bosch L-Jetronic fuel-injection system, married to Ford's EEC-IV engine management. Because of this difference over the 2.8 L model, this version was a more popular candidate for aftermarket modification (typically turbocharging) from companies such as Janspeed and Turbo Technics.
Applications:
A special twin DOHC (QUAD CAM) version of the 2.9 was created by Cosworth Engineering in 1991. Although it shared the same block as the standard 2.9, power output was up to 1950NaN0 and torque was boosted to 2030NaN0 at 4500 rpm. This engine (code BOA) was used in the Ford Scorpio Cosworth 24V. This engine configuration was only paired with an improved A4LDe automatic gearbox with partial electronic shift control. No manual gearbox was offered from the factory.
The standard Ford-issued block was machined differently to improve strength. In place of the single-cam arrangement, an endless duplex hydraulically tensioned timing chain was used to drive the overhead cams. The chain measured 2.2m (07.2feet).[3] The casting and bearings for the standard underhead cam were repurposed for a shaft which drove the oil pump. Ignition was controlled by an EDIS-6 system, which would become a standard feature.
The engine was known for its substantial increase in power delivery above 4000 rpm relative to the unmodified version; in recent years, the engine has become a popular choice as a replacement engine for the Ford Sierra XR4x4 and XR4i.
An improved version of this engine (code BOB) was available in the restyled 1995 Ford Scorpio. Differences included two simplex chains with two hydraulic tensioners and the addition of a variable-length intake system called VIS. Power output was increased to 2100NaN0. This was mated to a fully electronically controlled A4LDE automatic transmission.
The pushrod 3958/, with a bore and stroke NaN2NaN2 version, although produced in Cologne, Germany, was only fitted to American vehicles.[4] The OHV engine was produced until 2000 and was used in the Ford Explorer, Ford Aerostar, Mazda B4000, and Ford Ranger. Output was 1600NaN0 and 3050NaN0. Though some variation exists, typically 1550NaN0 is quoted as horsepower for 1990–92 applications.
Applications:
The SOHC version was introduced in 1997 in the Ford Explorer, alongside the original pushrod version. It features a variable length intake manifold and produces 2100NaN0 and 2540NaN0f. (The variable length intake manifold was discontinued in 1998, replaced by a standard intake.) It uses a jackshaft in place of a camshaft to drive a timing chain to each cylinder head. Three timing chains are used, one from the crank to the jackshaft, one in the front of the engine to drive the cam for the left bank, and one on the back of the engine to drive the cam for the right bank. In addition, the 4WD Ranger with the SOHC 4.0 had a 4th timing chain driving what Ford called a balance shaft. Ford has since phased out the engine in favor of the more powerful and efficient Duratec 37.[5]
The 4.0 SOHC engine was notorious for the OEM timing chain guides and tensioners breaking, resulting in timing chain rattle or "death rattle". This problem can occur as early as 45000miles in some vehicles. Due to the SOHC engine's unique design involving both front and rear timing chains, the repair of the timing guides would often require complete engine removal depending on the severity of the problem. When the engine is run for an extended period of time with this issue the engine can jump timing, damaging the heads and valves.
Timing chain rattle was mitigated in later years of the SOHC (in most vehicles, after 2002) with updated cassettes and tensioners. This problem occurs with varying frequency among some Ford vehicles equipped with the SOHC engine including the Ford Mustang, Ford Explorer, and Ford Ranger. The 4.0 OHV was not affected by this issue.[6]
A version of the engine is used in the Land Rover Discovery 3 / LR3 in Australia/North America and Ford Courier in Australia, producing 2160NaN0 and 2500NaN0 of torque at 3,000 rpm for the Land Rover version. The Ford Courier version produces 154 kW (209 PS; 207 hp) of power and 323 N⋅m (32.9 kg⋅m; 238 lb⋅ft) of torque. The Land Rover version of the engine became unavailable in the United States for the 2008 model year.[7]
Applications: