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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 Fords
future, powering one in five of the companys 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
Our new 3.5-liter V-6 is a key
component in Fords 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
Power in a Compact, Modern Package
Fords 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 Fords 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 Fords 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
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 engines 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
- Reduced raw material requirements (lower
weight than if designed for conventional sand casting)
- Tighter casting process control
- Better and more consistent casting
- Elimination of reliance on casting
processes that have byproducts requiring strict
- Reduction of expensive post-casting
processing (cleaning, heat treating, machining and
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-6s 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
The aluminum cylinder heads in Fords 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
Low Emissions Capability
Fords 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.