The details are just coming out now, and there are two surprises in the engines:
1st, the EcoBoost 2 cylinder, makes 237 HP and 250 torque. This is not the 274 HP the Explorer American show car demonstrated, but it’s clearly a good blend of performance and economy. Speaking of which, the front wheel drive Explorer does 30% better than last years base Explorer with ye olde 4 liter V-6.
2nd: the 3.5 liter V-6 takes a jump up to 290 HP with 255 torque. This is the improved version of the 3.5, which started life with 263 HP and 249 torque. When the Taurus version of this engine will get a bump to this spec remains to be seen. 290 is also competitive with Chrysler’s new V-6. The Explorer with this engine improves fuel economy over the old Explorer by 20%.
And, finally, no surprise, but there is no EcoBoost V-6 announcement - at least yet.
Very impressive final EPA numbers. Both the new V-6 engine and the Coyote 5 liter are (nearly) up-to-date engines (missing direct injection) and are exactly what the Mustang needed. And kudos to their engineering teams, who instead of doing “just enough to get by” showed instead what they and Ford are capable of doing given the proper focus and leadership.
The V-6 engine also shows that Ford finally “gets it” – that the base Mustang need not be so dull and pedestrian. There hasn’t been any focus on making the base-engine car fun to drive and respectable since the original car in the ’60s.
The problem is that these two new engines show by contrast what basic issues remain. History too-often repeats repeats itself at Ford:
- only enough funds were allocated to bring out the new engines 6 model years after the chassis was delivered (2005). This is even worse than 1996, when the mod V-8 engines finally replaced the antiquated pushrod 4.9 liter V-8 of the new 1994 models. And it took until 1999 to get a small improvement in the V-6 engine as well as a serious (and successful) attempt to improve the chassis with the Cobra IRS.
- other vehicle lines continue to pay the basic bills for the development of the engines. The 5 liter is being paid for by the truck line, and the V-6 by several vehicle lines. The Ti-VCT heads are becoming standard across the board on the 3.5 liter engine, the 3.7 liter displacement was first seen in a Mazda, and the complete Ti-VCT 3.7 is slowly being delivered across the lineup, most recently in the Edge.
We frankly don’t see these two engines as being a true indication of a “continuous improvement” philosophy at Ford. The S197 Mustang was originally engineered for a Duratec V-6, which became an early victim of the cost-cutting and back-pedalling (and lack of leadership in the Little Billy Ford “I think I can run a global corporation” years) that also killed the IRS and the real Cobra (not to be confused with the watered-down Shelby) as well as an update to and further usage of the DEW98 platform. And remember that the Coyote is nothing more than an architectural bump over the mod-motors – an engine that was first conceived in the very late eighties. Most other manufacturers would have taken their engines thru at least two improvement cycles since then, if not a complete architectural replacement.
So while the engines are again hand-me-downs from other vehicle lines, at least they are good ones this time. The problem now is the Mustang platform. The current platform is a bastardization of the DEW98, when the original intent was to attempt was to use the full DEW98 architecture (internal studies went back and forth and ended up delaying the final decision several times). What started out as Ford’s own analogy to the world-class Nissan/Infiniti “FM” chassis was instead dumbed-down by the mindset of a prior century. What might have made a great Lincoln (as the Z chassis is shared across most of the Infiniti lineup) is instead an even lower life form than the very dated Falcon chassis. And it’s also an orphan – and orphans have zero place in the “One Ford” program.
What will happen in the next several years (perhaps as late as 2016), is that either this platform will be slightly updated (“Fox” style - a small budget ”good enough”/”band-aid” of the type that once absurdly stretched the life of a former Mustang platform to 17 years), or the type of effort that created these two new engines will applied into engineering a platform that will be used across several vehicles, Falcon and Lincoln included. That platform will need to last a long time for Ford: it will have to go all-out in reducing weight gram-by-gram, it will have to accommodate future powertrain requirements (providing enough room for a hybrid transmission and battery), and – hopefully – it will also offer state-of-the-art architecture (lightweight SLA and IRS). Costs will have to be split across vehicle lines, with economy of volume paying the costs. It can’t be an orphan platform, and it will have to be flexible enough to serve everything from a somewhat smaller Mustang thru a comparatively much larger Lincoln. It will be a basis for continued evolution and improvements, rather than a throw-away. Everything Ford has learned about global engineering and platform sharing can be applied here to make this work.
But will Ford actually step up to the challenge, or will the ”just good enough” plan be used again? Will we see what this company is actually capable of accomplishing, or will we get another series of band-aids and lost potential?
Ford Press Release follows:
NEW MUSTANG V-6 WITH 305 HP CERTIFIED AT 31 MPG HIGHWAY; MAKES HISTORY AS FIRST CAR WITH 300+ HP AND 30+ MPG
- New 2011 Ford Mustang V-6 final fuel economy certified by EPA this week at 31 mpg on the highway and 19 mpg in the city
- On sale this spring, Mustang with new 3.7-liter V-6 achieves 305 hp with available six-speed automatic transmission; first car ever to achieve 300-plus horsepower and 30-plus mpg
- New Mustang already has more than 11,000 orders, half for the new V-6
- New Electric Power Assist Steering (EPAS) system eliminates the drag of an engine-operated hydraulic power steering pump
- Six-speed manual and automatic transmissions allow lower cruising revs without sacrificing off-the-line performance
- Aerodynamic changes include improvements like a new front fascia, tire spats on the rear wheels, modified underbody shields, a taller air dam and an added rear decklid seal
In our Ford engine section, we now have super high res pictures of the 2011 Mustang – both V-6 and V-8 “Coyote”.
Click here, and follow the links to the complete collection. Our collection on this site includes hundreds of engine images, saved permanently on the site to benefit engine enthusiasts and for the sake of posterity. The engine section includes most of the performance engines from the last ten years, as well as some unusual engines such as the Ford T-Drive. This collection is just one part of the site, which consists of over >24,000 files.
Re-read this blog for discussion of the individual engine components: http://www.drivingenthusiast.net/sec-blog/?p=4024
Representative thumbnails are below (click to view). Images are as high as >4000 pixels wide. You’ll need a high-res monitor and a fast connection to best view these images, and make sure your browser doesn’t automatically re-size them to fit the viewing window.
Ford announced it’s roadmap for upcoming new engines today, in preparation for NAIAS in Detroit. It’s an amazing roadmap, one their engineers can be proud of, and it shows the benefit of Mulally’s leadership.
Several applications are not announced at this time – for example the 3.7 liter DOHC Ti-VCT engine that will be available (and has already been photographed) in the all-new Explorer. This would suggest that the Explorer would to be announced in February in Chicago or April in New York. A thought: will the new Ti-VCT 3.7 liter engine be available in the MKX (being announced on Tuesday) and the Fusion Sport (making it a true SHO at last)?
A pleasant surprise is the Direct Injection on the new Focus. Direct Injection is one of those technologies which does it all: better drivability, reduced emissions, increased performance. It is more expensive, but it is without a doubt a major benefit for the future for all Ford gasoline engines. And note the dual-clutch transmissions for the Fiesta and Focus.
Our highlights in dark red.
Ford Press Release follows:
FORD LAUNCHES UNPRECEDENTED NINE NEW ENGINES, SIX NEW TRANSMISSIONS IN NORTH AMERICA IN 2010
- Ford will introduce nine new or upgraded engines and six new transmissions in North America this year as part of a five-year effort to overhaul its entire global powertrain portfolio, which totals 60 new powertrains
- Ford’s all-new normally aspirated 2.0-liter direct injection engine will power the 2012 Focus in North America
- Ford will bring state-of-the-art fuel-saving technology, including twin independent variable cam timing (Ti-VCT), direct injection, six-speed and dual clutch transmissions to its smallest and most affordable cars
- Ford improved fleet-wide fuel economy and reduced CO2 emissions more than any
other automaker in the last five years
DETROIT, Jan. 8, 2010 – Ford Motor Company will introduce nine new or upgraded engines and six new transmissions in North America in 2010 as part of a five-year effort to overhaul its entire global powertrain portfolio.
The push began in 2008 and continues through 2013 and includes 60 new or significantly upgraded engines, transmissions and transaxles globally over the five year period.
One of the advanced and fuel-efficient North American powertrains is the 2012 Ford Focus’ all-new normally aspirated 2.0-liter direct fuel injection engine, the first of its kind in a Ford vehicle in North America.
“Ford is delivering on our commitment to lower emissions, improve fuel economy and deliver the highest quality powertrains in the industry,” said Barb Samardzich, Ford vice president, Powertrain Engineering. “We are making this happen with one of the most ambitious powertrain upgrades ever undertaken by Ford. By the end of 2010, nearly all of Ford’s North American engines will have been upgraded or replaced since 2008.”
North American launches
In 2010, Ford will launch new engines and transmissions in Fiesta, Mustang, Super Duty and F-150. These new powertrains are expected to propel each vehicle to best-in-segment in fuel economy.
Fiesta’s Ti-VCT 1.6-liter engine and PowerShift dual clutch transmissionwill deliver an estimated 40 mpg on the highway, topping both Honda Fit and Toyota Yaris.
Mustang’s new Ti-VCT 305-horsepower, 3.7-liter V-6 delivers the class-leading performance and fuel economy Mustang buyers expect. The 2011 Mustang V-6 with six-speed automatic will deliver at least 30 mpg on the highway. No other V-6 powered sports coupe in the world delivers this level of performance and fuel economy, regardless of price.
Mustang GT gets a new 5.0-liter V-8 that cranks out a 412 total horsepower and 390 ft.-lb. of torque yet delivers at least 25 mpg on the highway – better than any competitor.
Both versions of the Mustang get all new fuel-saving manual and automatic six-speed transmissions.
Spring also marks the arrival of an all-new Ford-designed-and-built Super Duty diesel truck engine. The 6.7-liter Power Stroke® V-8 turbocharged diesel powerhouse is expected to lead the class in fuel economy towing, hauling, horsepower and torque.
With its advanced emissions systems, the new 6.7-liter diesel engine also will run cleaner than the outgoing model. The 2011 Super Duty also gets a new 6.2-liter gasoline engine.
Even as they concentrate on improving powertrain performance, Ford engineers continue to reduce engine and transmission weight. For example, the new Super Duty diesel and transmission together are185 pounds lighter than the outgoing powertrain.
With its novel features such as a “live drive” Power Take Off (PTO) and rugged TorqShift six-speed automatic transmission, Super Duty will remain the most capable workhorse in the segment.
Ford: Driving powertrain innovations into the market
Other new Ford powertrains coming in 2010 include an EcoBoost 3.5-liter V-6 for the F-150. The EcoBoost 3.5-liter twin-turbocharged engine delivers the thrust and performance feel of a V-8, with the fuel efficiency of a V-6. Current EcoBoost-equipped models are delivering up to a 20 percent improvement in fuel economy and a 15 percent reduction in CO2 emissions versus larger-displacement engines.
By 2013, Ford plans to offer EcoBoost engines on 90 percent of its product lineup with annual volume of vehicles with EcoBoost at 1.3 million globally.
Toward the end of the year, a new 2.0-liter Ti-VCT four-cylinder for the next-generation Focus will mark the first introduction of a normally aspirated direct injection engine to the powertrain lineup. The all new engine will launch on the 2012 Focus in North America.
Ford: America’s fuel economy leader
No automaker has posted a larger fleet-wide gain in fuel economy in the past five years. According to the Environmental Protection Agency, Ford’s combined car and truck fuel economy has improved nearly 20 percent since 2004 – almost double the next closest competitor.
Additionally, Ford’s tailpipe CO2 emissions are declining. Ford’s 2009 fleet-wide average is down approximately 9 percent from 2008.
“We are focused on sustainable technology solutions that can be used not for hundreds or thousands of cars, but for millions of cars, because that’s how Ford will truly make a difference,” said Samardzich.
Scheduled for 2010 are:
|1.6-liter Fiesta I-4||6-speed automatic FWD|
|2.0-liter Focus DI I-4||6-speed PowerShift Fiesta|
|2.0-liter Ecoboost I-4||6-speed PowerShift Focus|
|3.5-liter F-150 EcoBoost V-6||6-speed manual Mustang|
|3.7-liter Mustang V-6||6-speed automatic Mustang|
|5.0-liter Mustang V-8||6-speed automatic TorqShift Super Duty|
|5.4-liter Shelby GT 500 V-8|
|6.2-liter Super Duty (gas)|
|6.7-liter Super Duty Power Stroke|
After some doubt, and reports that the rating would be as low as 240, the official results are out.
Learn more about this engine (and its future rear-wheel drive variant) in our Ford engines section here.
Ford Press Release follows:
- New Ford Edge and Lincoln MKX crossovers to debut this fall with new 3.5-liter V-6 engine now rated officially at 265 horsepower on less expensive 87 octane fuel
- Lincoln MKZ sedan to be powered by the same 3.5-liter engine rated at 263 horsepower
- Ford’s new 3.5-liter engine rated higher than front-wheel-drive V-6s from GM, Chrysler, Nissan and Honda, without requiring more expensive mid-grade or premium fuel
DEARBORN, Mich., Apr. 12 – Ford Motor Company’s all-new 3.5-liter V-6 engine is now officially rated at 265 horsepower on 87 octane regular grade fuel, allowing customers to enjoy the engine’s smooth and ample power with less pain at the pump. The engine will power the new Ford Edge, Lincoln MKX and Lincoln MKZ sedan when they debut this fall. Some competitors require more expensive mid-grade or premium fuels to achieve their top ratings.
“We’re very proud of the team of engineers who delivered this engine with power and torque at the top of its class,” said Tom McCarthy, program manager of the new 3.5-liter V-6 at Ford.
The horsepower and torque figures were obtained using the Society of Automotive Engineer’s new J1349 standard, with an official third party witness present.
“This is the first of many class-leading powertrains you will see from Ford in the future,” said Barb Samardzich, vice president of powertrain for Ford. “People will be very impressed with this engine when they drive it.”
The engine achieves impressive horsepower and torque without complex devices used by the competition like variable intake geometry, exhaust variable cam timing (VCT) or variable flow exhaust systems.
Ford’s new V-6 engine was designed to be compatible with direct injection and turbocharged direct injection technology, which leaves open the possibility of even higher power and torque output in the future.
3.5L DOHC 24-valve V-6
Lima Engine Plant, Ohio
60-degree V-6, aluminum block and heads
Composite, split plenum
DAMB, 4 valves per cylinder, intake variable camshaft timing
Intake: 37mm Exhaust: 31 mm
High temperature cast aluminum alloy with low-friction coated skirts, low-tension rings
Bore x Stroke
3.6 x 3.4 in/92.5 x 86.7 mm
213 cu in/3.496 cc
Ford Edge & Lincoln MKX
265 @ 6250 rpm
263 @ 6250 rpm
Horsepower per Liter
250 lb-ft @ 4500 rpm
249 lb-ft @ 4500 rpm
Sequential multiport fuel injection
5.5 quarts, with filter
My coverage of the all-new Ford 3.5 liter Duratec DOHC V-6 engine began in October of 2003… with Ford’s initial announcement of the engine.
Nobody seemed to notice that this original announcement featured a rear-wheel drive configuration of the engine… except me. What could it go into? It’s obviously setup for the Explorer and Mustang, although absolutely nothing has been announced of this (as of this writing).
Now, Ford has formally announced the FWD/AWD version of this new engine for the upcoming Ford Edge and Lincoln Aviator. This new engine has been years in the making, and it’s a clean-sheet design – sharing nothing with the original Duratec 2.0/2.5/3.0 V-6 (which also spawned the late and not-so-dear SHO V-8, as well as the V-12 engine used by Aston) The original Duratec V-6 had been production-engineered by Porsche for Ford; no word of any subcontracting of this new engine has been made.
This new engine will be used in 1 of 5 Ford cars by 2010. That’s an interesting statement, and I consider it to be similar to the statement Ford made recently about their “3 Hybrid vehicles”: the Hybrid Escape. Mercvury Mariner, and Mazda Tribute. Those three are literally one and the same vehicles, identical technically. Same here: the 3.5 will probably be used in the Fusion chassis variants (Ford, Mercury, Lincoln – in 4-dr sedan and SUV formats, and the Mazda 6) as well as the Five Hundred variants (Ford, Mercury, and in the longer term Lincoln). I would have liked to have heard Ford to state how many platforms the engine would be used in – instead of the proportion of total cars statement!
Ford has also stated that there wil be a future V-6 Hybrid variant, as well as direct-injected and turbocharged variants of this engine. And that this engine can be arranged for 3.8 liters of capacity. No further information is available as to those engines at this time.
The new engine has variable valve timing on the intake side. There was no direction provided as to separate variable timing on the exhaust side, or as to any future cylinder shutoff technology. Both would be expected at some future point.
There is definitely also a rear-wheel drive version of this engine and that may account for some of that usage proportion as well. The intake manifold, oil pan, and exhaust system of the engine in the first picture is clearly setup for the Explorer and Mustang. Note the much larger intake and exhaust manifolds, leading to my supposition that this is a higher output version of the engine – perhaps 275-280 HP. Hopefuly, this engine will replace the wretchedly obsolete 4 liter SOHC truck engine, which originally dates back to the sixties and has nothing of interest to modern enthusiasts. It’s purpose in the Mustang is to provide a very cheap base powerplant, and a means to keep the entry price in the 20k range. We’ll see if this new engine can be manufactured to the same price point, although I would doubt it. And, is the Ford world ready for a base Mustang in the 275-280 HP range? That’s surely what the higher output engine produces… and it would be closer to being competitive with the 350Z… but it would raise the base price of the car and it would crowd the rediculously low-output 4.6 3V V-8 with it’s measly 300 HP.
The front-wheel/all-wheel drive version of the engine is shown here. Note the small intake manifold (although multi-stage) and restrictive exhaust manifold. This initial version of the engine makes 250 HP and 240 torque. It will be seen first in the Ford Edge/Lincoln Navigator debut at the 2006 NAIAS show. This output is competitive with the competition (Nissan Murano and Subaru Tribeca) at the moment but in another year or so will be behind the curve. Ford may have set their sights a bit low here.
Announced at the same time is the all-new 6-speed auto transmission, co-designed and produced with GM. This transmission has a design point of 300 HP and 280 torque. These numbers were released by Ford along with the 3.5 announcement… some of us may read something into that announcement as there currently is no Ford engine (that can be mounted transversely) that makes that kind of number. Perhaps this indicates a higher-output version of this engine (hopefully for the Aviator).The upcoming PAG transverse inline 6 would need to make that kind of power to be competitive, but it won’t be seen in these vehicles. The Yamaha-designed V-8 engine used by PAG (which is not the old SHO engine as some have hypothesized) makes lots more power than this, and it’s unlikely that this engine would find it’s way intot he Five Hundred anyway (not in the same tune as the PAG variant, and it would need to be produced locally anyway).
In summary, we finally have a positive direction from Ford as to the delivery and first usage of this engine – which as we know is at least a year late to market. Now lets see how fast Ford can bring the other variants to market, and reap the rewards of volume manufacturing.
More details, and hundreds of images of numerous Ford engines, in the Ford Motor Company Engines section of my site.
Ford Duratec engine
From Wikipedia, the free encyclopedia.
|Engine Image Required|
By: John Fossen | Ford Communications Network
DEARBORN, Sept. 12, 2005 – From the very beginning of the vehicle program, Ford wanted to ensure that its new Fusion sedan had the horses to compete in the mid-size car market against the likes of the Toyota Camry and Honda Accord. The task was clear: boost the output on both Duratec V-6 and I-4 engines while still meeting or exceeding fuel economy, emissions and cost targets. Mission accomplished.
The 3.0-liter Duratec 30 V-6 boasts 221 horsepower while producing 205 foot-pounds of torque. The output surpasses Toyota’s 3.0-liter V-6 in the Camry, which is rated at 190 horsepower and 197 foot-pounds of torque. The Duratec 30 also is very competitive with the Honda Accord’s 3.0-liter V-6 and with Toyota’s larger displacement 3.3-liter V-6.
“It took a total team effort from our component engineers, engine performance and development team and air induction/exhaust group to meet the program objectives,” said Bob Rose, supervisor, Duratec 30 V-6 engine programs for the Ford Fusion, Mercury Milan and Lincoln Zephyr. “In fact, we exceeded expectations.”
According to Rose, Ford engineers improved the Duratec 30 V-6 with 37 new parts. The two most important features that helped achieve the engine output are variable intake cam timing (VCT) and the work done to minimize air induction and exhaust losses, resulting in improved horsepower.
“VCT allows an engine to operate more efficiently, which improves performance,” said Rose. “And the total power loss due to air induction and exhaust was only 7.7 percent. That’s very good. Typically it’s around 10 percent.”
Other engine features include aluminum cylinder block and cylinder heads, electronic throttle control, electric exhaust gas recirculation control and extensive use of aluminum for covers and other engine components.
A similar effort on the Duratec 23 – the 2.3-liter I-4 the base engine on Fusion – resulted in 160 horsepower and 156 foot-pounds of torque.
“The engine outputs for Fusion are fully competitive with other entries in the midsize segment, and, when coupled with our 6-speed and 5-speed transmissions, are truly world-class powertrains,” said David Cantrell, powertrain launch manager for Fusion, Milan and Zephyr.
One way to keep an eye on future products is to keep an eye on the UAW. Manufacturers can’t make a decision or a product move with the “ok” of the UAW – they have Ford and the others in a choke-hold death grip.
Here’s one example of finding out more about future products, in this case the upcoming Duratec V-6.
UAW press release follows:
INFORMATION BULLETIN – June 8, 2005
Brook Park Passes Tax Abatement
On June 7th the City of Brook Park council passed the Tax Abatement for the new Duratec 3.5 liter Engine for Cleveland Engine Plant #1. Ford Motor Company has stated that with this abatement approval, Ford can now finalize the approval of the Duratec 3.5 2nd Increment for Plant #1.
Due to vehicle freshening issues, Cleveland Engine Plant #1
New update to site: all available information concerning Ford’s new Duratec 3.5 DOHC V-6 engine. This is a brand new clean-sheet design coming in 2006.