Ford Cologne V6 engine

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 and . 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. 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.

1.8

The smallest version of the V6 was the with an bore and stroke. Its output is and . Its only application was the Ford 17M P7 from 1968 to 1971.

2.0

The original displacement of the V6 was with an bore and stroke. Output is and or and .

Applications:
* 1964–1967 Ford Taunus 20M (P5)
* 1967–1968 Ford 20M (P7.1)
* 1968–1971 Ford 20M (P7.2)
* 1969–1981 Ford Capri I – III (Not available on UK models)
* 1970–1976 Ford Taunus TC
* 1976–1979 Ford Taunus II
* 1979–1982 Ford Taunus III
* 1975–1977 Ford Granada I (Not available on UK models)
* 1977–1985 Ford Granada II (Not available on UK models)
* 1982 Ford Sierra (Not available in UK models)

2.3

The first enlargement of the V6 appeared in 1967. It was the with a bore and stroke. Output was (black/grey valve cover) and or and in SuperHighCompression
* 1967–1968 Ford 20M P7
* 1969–1971 Ford 17M RS
* 1968–1971 Ford 20M P7b
* 1969–1974 Ford Capri I
* 1974–1978 Ford Capri II
* 1978–1985 Ford Capri III
* 1971–1976 Ford Taunus TC
* 1976–1979 Ford Taunus II
* 1979–1982 Ford Taunus III
* 1977–1979 Ford Cortina IV
* 1979–1982 Ford Cortina V
* 1972–1977 Ford Granada I
* 1977–1985 Ford Granada II
* 1982–1984 Ford Sierra I
* 1968 Siva Sirio
* 1968 LMX 2300 HCS GT

2.4

The 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 . Power output is at 5800 rpm and torque at 3500 rpm.

Applications:
* Ford Scorpio/ Granada III

2.6

The largest first-generation V6 was the introduced in 1969. It had a bore and stroke. Output was and .

Applications:
* 1969–1971 Ford 20M RS
* 1969–1971 Ford 26M
* 1970–1974 Ford Capri (Not available on UK models)
* 1972–1977 Ford Granada (Not available on UK models)

2.6 RS

The 2.6 RS was a special high-performance fuel-injected version. It had a bore and stroke, and produced and .

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 to give of displacement and producing in excess of .
* Ford Capri 2600 RS from 1970 to 1973

2.8

The second-generation Cologne V6 was introduced in 1974. It displaced with a bore and stroke of , and used a geared camshaft design. While based on the 2.6, the larger bore necessitated a different block. 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 for the US market and for the European market, depending on the model.

In Europe, the 2.8 was produced with carburetor , mechanical fuel injection ( Bosch K-Jetronic, , and electronic injection (Ford EEC-IV, ). 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:
* TVR 280i/Tasmin
* TVR S1
* Ford Ranger
* Ford Bronco II
* Ford Aerostar
* Ford Pinto
* Mercury Bobcat
* Mercury Capri
* Ford Mustang II
* Ford Mustang (Gen 3 1979)
* Ford Granada
* Ford Capri III
* Ford Sierra XR4x4 and XR4i
* Ford Scorpio
* Bandvagn 206
* Reliant Scimitar (1979 onwards)
* Panther Kallista

2.9

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 at 4600 rpm and at 2600 rpm for the light trucks (1986–92 Ranger and 1986–90 Bronco II) and at 4800 rpm for the Merkur Scorpio in the US market and for the European market. Bore and stroke was for a total displacement of .

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:
* TVR S2/S3(C)/S4C
* Ford Bronco II
* Ford Ranger
* Ford Sierra XR 4X4, Ghia 4x4 Estate
* Ford Granada
* Ford Scorpio
* Ford Transit
* Merkur Scorpio
* Panther Kallista
* Middlebridge Scimitar GTE

2.9 Cosworth

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 and torque was boosted to 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 . 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 . This was mated to a fully electronically controlled A4LDE automatic transmission.

4.0

The pushrod , with a bore and stroke version, although produced in Cologne, Germany, was only fitted to American vehicles. The OHV engine was produced until 2000 and was used in the Ford Explorer, Ford Aerostar, Mazda B4000, and Ford Ranger. Output was and . Though some variation exists, typically is quoted as horsepower for 1990–92 applications.

Applications:
* Ford Ranger/ Mazda B-Series
* Ford Explorer/ Mazda Navajo
* Cross Lander 244X
* Ford Aerostar (1990–1997)

SOHC

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 and _f. (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/Explorer 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.Ford
Ford Power Products Catalogue.

Timing chain problems

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 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.

Other versions

A version of the engine is used in the Land Rover Discovery 3 / LR3 in Australia/North America and Ford Courier in Australia, producing and of torque at 3,000 rpm for the Land Rover version. The Ford Courier version produces of power and of torque. The Land Rover version of the engine became unavailable in the United States for the 2008 model year.

Applications:
* 2001–2012 Ford Ranger
* 2001–2010 Mazda B4000
* 1997–2010 Ford Explorer/ Mercury Mountaineer
* 2004–2006 Ford Courier
* 2005–2010 Ford Mustang
* 2005–2009 Land Rover Discovery 3 / LR3 The Land Rover version of the cast iron engine block has different motor mount castings/machined surfaces for the motor mounts and the left mount engine knock sensor, plus the engine girdle (upper oil pan) has a threaded hole drilled and tapped for an engine oil temperature sensor.

References

Further reading

* Anderson, Doug.
Rebuilding The Ford 4.0L Pushrod V6
'', Engine Builder, April 2001.

External links

{{Ford v8 engines

Cologne
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