Editing Ford Cologne V6 engine

{{More citations needed|date=June 2009}}
{{Infobox automobile engine
| image = Ford Cologne V6 2.9 back.jpg
| name = Ford Cologne V6
| aka = Ford Taunus V6
| manufacturer = [[Ford Motor Company]]
| configuration = 60° [[V6 engine|V6]]
| production = 1962–2011
| predecessor = 
| successor = [[Ford Cyclone engine]]
| bore = {{ubl |{{cvt|80|mm|in|2}}|{{cvt|82|mm|in|2}}|{{cvt|84|mm|in|2}}|{{cvt|90|mm|in|2}}|{{cvt|93.03|mm|in|2}}|{{cvt|96|mm|in|2}}|{{cvt|100|mm|in|2}} }}
| stroke = {{ubl |{{cvt|60.14|mm|in|2}}|{{cvt|66.8|mm|in|2}}|{{cvt|68.5|mm|in|2}}|{{cvt|69|mm|in|2}}|{{cvt|72|mm|in|2}}|{{cvt|74|mm|in|2}}|{{cvt|84|mm|in|2}} }}
| displacement = {{ubl |{{cvt|1812|cc|L cuin|1|order=flip}}|{{cvt|1998|cc|L cuin|1|order=flip}}|{{cvt|2293|cc|L cuin|1|order=flip}}|{{cvt|2394|cc|L cuin|1|order=flip}}|{{cvt|2550|cc|L cuin|1|order=flip}}|{{cvt|2637|cc|L cuin|1|order=flip}}|{{cvt|2792|cc|L cuin|1|order=flip}}|{{cvt|2995|cc|L cuin|1|order=flip}}|{{cvt|3958|cc|L cuin|1|order=flip}}|{{cvt|4009|cc|L cuin|1|order=flip}} }}
| length = 
| diameter = 
| width = 
| height = 
| weight = 
| block = [[Cast iron]]
| head = [[Aluminium]], [[Cast iron]]
| valvetrain = [[Overhead valve engine|OHV]] or [[SOHC]] 12-valve<br />[[DOHC]] [[Multi-valve#Four valves|24-valve]]
| supercharger = [[Eaton Corporation|Eaton]] M90 [[Roots-type supercharger|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]]<br />[[Mechanical fuel injection]]<br />[[Electronic fuel injection]]
| fueltype = [[Petrol engine|Petrol]]
| oilsystem = 
| coolingsystem = [[Radiator (engine cooling)|Water-cooled]]
| power = {{cvt|82-328|PS|kW hp|0}}
| specpower = 
| torque = {{cvt|135-344|Nm|lbft|0}}
| timing = Gears (1.8, 2.0, 2.3, 2.6, 2.8)<br />Chain (2.4, 2.9)<br />Chains (4.0 SOHC)
| compression = 
| fuelcon = 
| specfuelcon = 
| oilcon = 
| management = [[Robert Bosch GmbH|Bosch]] [[Jetronic#K-Jetronic (1973–1994)|K-Jetronic]] or [[Jetronic#L-Jetronic (1974–1989)|L-Jetronic]] (on some versions)
}}

The '''Ford Cologne V6''' is a series of 60° [[cast iron]] block [[V6]] [[internal combustion engine|engines]] produced by the [[Ford Motor Company]] from 1962 to 2011 in [[engine displacement|displacements]] between {{cvt|1812|cc|L cuin|1|order=flip}} and {{cvt|4009|cc|L cuin|1|order=flip}}. Originally, the Cologne V6 was installed in vehicles intended for Germany and Continental Europe, while the unrelated British [[Ford Essex V6 engine (UK)|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 [[litre]]s.<ref>{{cite web|url=http://www.ford-ig-wriedel.de/technik/v6_motoren_s1.htm | title=Cologne V6 engines |publisher=ford-ig-wriede.de |access-date=2015-07-21}}</ref> All except the Cosworth 24v derivative and later 4.0 litre SOHC engines were [[pushrod engine|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 (mechanics)|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 [[carburetor|carburetted]] and [[fuel injection|fuel-injected]] forms.

==1.8==
The smallest version of the V6 was the {{cvt|1812|cc|L cuin|1|order=flip}} with an {{cvt|80x60.14|mm|in|2}} bore and stroke. Its output is {{cvt|82|PS|kW hp|0}} and {{cvt|135|Nm|lbft|0}}. Its only application was the [[Ford P7|Ford 17M P7]] from 1968 to 1971.

==2.0==
The original displacement of the V6 was {{cvt|1998|cc|L cuin|1|order=flip}} with an {{cvt|84x60.14|mm|in|2}} bore and stroke. Output is {{cvt|85|PS|kW hp|0}} and {{cvt|151|Nm|lbft|0}} or {{cvt|90|PS|kW hp|0}} and {{cvt|158|Nm|lbft|0}}.

Applications:
* 1964–1967 [[Ford Taunus P5|Ford Taunus 20M]] (P5)
* 1967–1968 [[Ford P7|Ford 20M]] (P7.1)
* 1968–1971 [[Ford P7|Ford 20M]] (P7.2)
* 1969–1981 [[Ford Capri]] I – III (Not available on UK models)
* 1970–1976 [[Ford Taunus TC]]
* 1976–1979 [[Ford Taunus TC|Ford Taunus II]]
* 1979–1982 [[Ford Taunus TC|Ford Taunus III]]
* 1975–1977 [[Ford Granada (Europe)|Ford Granada I]] (Not available on UK models)
* 1977–1985 [[Ford Granada (Europe)|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 {{cvt|2293|cc|L cuin|1|order=flip}} with a {{cvt|90x60.14|mm|in|2}} bore and stroke. Output was {{cvt|108|/|114|PS|kW hp|0}} (black/grey valve cover) and {{cvt|176|Nm|lbft|0}} or {{cvt|125|PS|kW hp|0}} and {{cvt|187|Nm|lbft|0}} in SuperHighCompression
* 1967–1968 [[Ford Taunus|Ford 20M P7]]
* 1969–1971 Ford 17M RS
* 1968–1971 Ford 20M P7b
* 1969–1974 [[Ford Capri|Ford Capri I]]
* 1974–1978 [[Ford Capri|Ford Capri II]]
* 1978–1985 [[Ford Capri|Ford Capri III]]
* 1971–1976 [[Ford Taunus|Ford Taunus TC]]
* 1976–1979 [[Ford Taunus|Ford Taunus II]]
* 1979–1982 [[Ford Taunus|Ford Taunus III]]
* 1977–1979 [[Ford Cortina|Ford Cortina IV]]
* 1979–1982 [[Ford Cortina|Ford Cortina V]]
* 1972–1977 [[Ford Granada (Europe)|Ford Granada I]]
* 1977–1985 [[Ford Granada (Europe)|Ford Granada II]]
* 1982–1984 [[Ford Sierra| Ford Sierra I]]
* 1968 Siva Sirio
* 1968 LMX 2300 HCS GT

==2.4==

The {{cvt|2394|cc|L cuin|1|order=flip}} 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 {{cvt|84x72|mm|in|2}}. Power output is {{cvt|125|PS|kW hp|0}} at 5800&nbsp;rpm and {{cvt|184|Nm|lbft|0}} torque at 3500&nbsp;rpm.

Applications:
* [[Ford Scorpio]]/[[Ford Granada (Europe)#Mk3|Granada III]]

==2.6==

The largest first-generation V6 was the {{cvt|2550|cc|L cuin|1|order=flip}} introduced in 1969. It had a {{cvt|90x66.8|mm|in|2}} bore and stroke. Output was {{cvt|125|PS|kW hp|0}} and {{cvt|205|Nm|lbft|0}}.

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

==2.6 RS==
The 2.6 RS was a special high-performance fuel-injected {{cvt|2637|cc|L CID|1|order=flip}} version. It had a {{cvt|90x69|mm|in|2}} bore and stroke, and produced {{cvt|150|PS|kW hp|0}} and {{cvt|219.5|Nm|lbft|0}}. 

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 {{cvt|96|mm|2}} to give {{cvt|2995|cc|L CID|1|order=flip}} of displacement and producing in excess of {{cvt|320|PS|kW hp|0}}.
* [[Ford Capri|Ford Capri 2600 RS]] from 1970 to 1973

=={{anchor|2.8}} 2.8==
The second-generation Cologne V6 was introduced in 1974. It displaced {{cvt|2792|cc|L CID|1|disp=flip}} with a bore and stroke of {{cvt|93.03x68.5|mm|2}}, and used a geared camshaft design. While based on the 2.6, the larger bore necessitated a different block.<ref name=RT2505>{{cite magazine | magazine = [[Road & Track]] | date = January 1974 | title = Road Test: Ford Mustang II | editor-first = Ron | editor-last = Wakefield | page = 46 | volume = 25 | issue = 5 | publisher = CBS Consumer Publishing Division }}</ref> The European version used a "siamesed" two-port [[exhaust manifold]], similar to the one used on the [[Ford Taunus V4 engine|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 {{cvt|90|to|115|bhp|kW PS|0}} for the [[United States domestic market|US market]] and {{cvt|130|to|160|PS|kW bhp|0}} for the European market, depending on the model.

In Europe, the 2.8 was produced with carburetor {{cvt|132|PS|kW bhp|0}}, [[mechanical fuel injection]] ([[Robert Bosch GmbH|Bosch]] [[Jetronic#K-Jetronic (1973–1994)|K-Jetronic]], {{cvt|160|PS|kW bhp|0}}, and electronic injection (Ford EEC-IV, {{cvt|150|PS|kW bhp|0}}). Electronic injection only featured on the 2.8 Granada models for one year before being replaced with the 2.9 unit.{{Citation needed|date=June 2008}}

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.{{Citation needed|date=June 2008}}

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 Tasmin|TVR 280i/Tasmin]]
* TVR S1
* [[Ford Ranger (North America)|Ford Ranger]]
* [[Ford Bronco II]]
* [[Ford Aerostar]]
* [[Ford Pinto]]
* [[Mercury Bobcat]]
* [[Mercury Capri]]
* [[Ford Mustang II]]
* [[Ford Mustang]] (Gen 3 1979)
* [[Ford Granada (Europe)|Ford Granada]]
* [[Ford Capri]] III
* [[Ford Sierra]] XR4x4 and XR4i
* [[Ford Scorpio]]
* [[Bandvagn 206]]
* [[Reliant Scimitar]] (1979 onwards)
* [[Panther Kallista]]

==2.9==
[[File:Ford Cologne V6 2.9 left.jpg|thumb|Left side of a 2.9 litre: Unlike the 2.8, the 2.9 does not merge the three exhaust ports into two manifold pipes.]]
[[File:Ford Cologne V6 2.9 top.jpg|thumb|Above view of a 2.9 litre; front is to the right: Note the pronounced stagger of the cylinder banks. This is a fuel-injected engine. The plenum chamber is silver, and the fuel rail is painted green.]]
The 2.9&nbsp;L shares the same basic design as the 2.8&nbsp;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&nbsp;L model. The cylinder heads also sport a more conventional three-port exhaust manifold. Output was rated at {{cvt|140|hp|kW PS|0}} at 4600&nbsp;rpm and {{cvt|170|lbft|0}} at 2600&nbsp;rpm for the light trucks (1986–92 Ranger and 1986–90 Bronco II) and {{cvt|144|hp|kW PS|0}} at 4800&nbsp;rpm for the Merkur Scorpio in the US market and {{cvt|150|to|160|hp|kW PS|0}} for the European market. Bore and stroke was {{cvt|93x72|mm|in|2}} for a total displacement of {{cvt|2935|cc|L cuin|1|disp=flip}}.

In Europe, this engine was commonly fitted with the [[Robert Bosch GmbH|Bosch]] [[Jetronic#L-Jetronic (1974–1989)|L-Jetronic]] fuel-injection system, married to Ford's EEC-IV engine management. Because of this difference over the 2.8&nbsp;L model, this version was a more popular candidate for aftermarket modification (typically turbocharging) from companies such as [[Janspeed]] and Turbo Technics.

Applications:
* [[TVR S Series|TVR S2/S3(C)/S4C]]
* [[Ford Bronco II]]
* [[Ford Ranger (North America)|Ford Ranger]]
* [[Ford Sierra]] XR 4X4, Ghia 4x4 Estate
* [[Ford Granada (Europe)|Ford Granada]]
* [[Ford Scorpio]]
* [[Ford Transit]]
* [[Merkur Scorpio#Merkur Scorpio|Merkur Scorpio]]
* [[Panther Kallista]]
* Middlebridge Scimitar GTE
[[File:Bronco22.9.jpg|thumb|Top front view of a 2.9 from a 1986 Bronco II. The 2.9 found in Rangers and the like feature a distinctive upper intake manifold that reads "2.9L Electronic Fuel Injection" These 2.9s also feature a single throttle body as opposed to dual throttle bodies.]]
[[File:Ford Cologne V6 2.9 back.jpg|thumb|upright|View of a 2.9 litre from the rear, flywheel side: Note the 60° between the cylinder banks.]]
[[File:Cosworth V6 24v.jpg|thumb|The 2932&nbsp;cc Cologne V6 24v BOA engineered by Cosworth]]
===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 {{cvt|195|PS|kW hp|0}} and torque was boosted to {{cvt|203|lbft|Nm|0}} at 4500&nbsp;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 {{cvt|2.2|m}}.<ref>2.9 24V Cosworth BOA Engine Ford Service guide</ref> The casting and bearings for the standard underhead cam were repurposed for a shaft which drove the oil pump. Ignition was controlled by an [[Ford EDIS|EDIS]]-6 system, which would become a standard feature.

The engine was known for its substantial increase in power delivery above 4000&nbsp;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 [[Variable length intake manifold|VIS]]. Power output was increased to {{cvt|210|bhp|kW PS|0}}. This was mated to a fully electronically controlled A4LDE [[automatic transmission]].

==4.0==
[[File:1992 4.0 V6 engine from a Ford Ranger.jpg|thumb|A 1992 4.0 from a [[Ford Ranger]] pickup]]

The [[pushrod]] {{cvt|3958|/|4009|cc|L CID|1|disp=flip}}, with a bore and stroke {{cvt|100x84|mm|in|2}} version, although produced in Cologne, Germany, was only fitted to American vehicles.<ref>[http://www.fordpowerproducts.com/FordPowerProducts/pdf/SOHC_640Leaflet_4_2003.pdf] {{webarchive|url=https://web.archive.org/web/20081203072612/http://www.fordpowerproducts.com/FordPowerProducts/pdf/SOHC_640Leaflet_4_2003.pdf|date=December 3, 2008}}</ref> The OHV engine was produced until 2000 and was used in the [[Ford Explorer]], [[Ford Aerostar]], Mazda B4000, and [[Ford Ranger]]. Output was {{cvt|160|hp|kW PS|0}} and {{cvt|305|Nm|lbft|0}}. Though some variation exists, typically {{cvt|155|hp|kW PS|0}} is quoted as horsepower for 1990–92 applications.{{Citation needed|date=June 2008}}

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 {{cvt|210|hp|kW PS|0}} and {{cvt|254|lbft|Nm|0}}<sub>f</sub>. (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 [[Ford Cyclone engine|Duratec 37]].<ref name="Ford Power Products Catalogue">[http://www.fordpowerproducts.com/FordPowerProducts/pdf/SOHC_640Leaflet_4_2003.pdf Ford], Ford Power Products Catalogue. {{webarchive |url=https://web.archive.org/web/20081203072612/http://www.fordpowerproducts.com/FordPowerProducts/pdf/SOHC_640Leaflet_4_2003.pdf |date=December 3, 2008 }}</ref>

==== Timing chain problems ====

The 4.0 SOHC engine was notorious for the [[Original equipment manufacturer|OEM]] [[Timing belt (camshaft)|timing chain]] guides and tensioners breaking, resulting in timing chain rattle or "death rattle". This problem can occur as early as {{cvt|45000|mi}} 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 (North America)|Ford Ranger]]. The 4.0 OHV was not affected by this issue.<ref>{{cite web|url=http://www.explorerforum.com/forums/index.php?threads/timing-chain-rattle-resolution-process-sohc-v6.278100/ |title=Timing chain rattle resolution process – SOHC V6 ''ExplorerForum'' |publisher=ExplorerForum.com |date=2010-04-25 |access-date=2018-06-18}}</ref>

====Other versions====

A version of the engine is used in the [[Land Rover Discovery|Land Rover Discovery 3 / LR3]] in Australia/North America and [[Ford Courier]] in Australia, producing {{cvt|216|hp|kW PS|0}} and {{cvt|250|lbft|Nm|0}} of torque at 3,000&nbsp;rpm for the Land Rover version. The Ford Courier version produces {{cvt|154|kW|PS hp|0}} of power and {{cvt|323|Nm|kgm lbft|0}} of torque. The Land Rover version of the engine became unavailable in the United States for the 2008 model year.<ref>{{cite web|url=http://www.edmunds.com/landrover/lr3/review.html |title=Land Rover LR3 Review ''Edmunds'' |publisher=Edmunds.com |date=2010-08-11 |access-date=2011-01-06}}</ref>

Applications:
* 2001–2012 [[Ford Ranger (North America)|Ford Ranger]]
* 2001–2010 [[Mazda B-Series (North America)|Mazda B4000]]
* 1997–2010 [[Ford Explorer]]/[[Mercury Mountaineer]]
* 2004–2006 [[Ford Courier]]
* 2005–2010 [[Ford Mustang]]
* 2005–2009 [[Land Rover Discovery|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==
{{reflist}}

==Further reading==
* Anderson, Doug. ''[http://www.enginebuildermag.com/Article/2356/rebuilding_the_ford_40l_pushrod_v6.aspx Rebuilding The Ford 4.0L Pushrod V6] {{Webarchive|url=https://web.archive.org/web/20120912043623/http://www.enginebuildermag.com/Article/2356/rebuilding_the_ford_40l_pushrod_v6.aspx |date=2012-09-12 }}'', Engine Builder, April 2001.

==External links==
{{commons category|Ford Cologne V6 engine}}

{{Ford v8 engines}}

[[Category:Ford engines|Cologne]]
[[Category:Goods manufactured in Germany]]
[[Category:V6 engines]]
[[Category:Gasoline engines by model]]