Ford Duratec V6 қозғалтқышының тарихы мен түрлері

other engines marketed as "Duratec"

The Ford Duratec V6, is an aluminum DOHC V6 engine with a 60° bank angle introduced in 1993 with the Ford Mondeo. The primary engineering input came from Porsche, who was developing a similar V6 before selling the engineering to Ford, and Cosworth, who helped with cylinder head manufacturing. The Jaguar AJ V6 engine is similar but adds variable valve timing.

The Duratec 25 is a 2.5 L (2544 cc) 60° V6 and was introduced in 1994. It was developed for the Ford Contour and also used in the Ford Mondeo and others. Bore and stroke is
The Duratec 25 was on the Ward's 10 Best Engines list for 1995 and 1996, and the SVT version made the list for 1998 and 1999.

An SVT version produced and in 1998. It included a larger throttle body from the Duratec 30, a new cone shaped air filter, and abrasive flow machining processing on the intake manifold. SVT specific cams, a lighter flywheel and low restriction exhaust complete the picture. Further improvements (mostly improved intake porting of the heads) were made in 1999 that raised power output to and and were carried over in the 2000 model. The SVT engine was used in the 1998 to 2001 European Ford Mondeo, Ford Cougar and called the ST200, it also appeared in the American Ford Contour SVT.

The Duratec 2.5L V6 DOHC 24 valve engine had at 6,250 rpm and of torque at 4250 rpm. Used in the third generation Ford Mondeo and last generation Ford/Mercury Cougar (1999 2002). The Displacement of the 2.5l VE was decreased from .

Mazda used the Duratec 25 block and camshafts in their 2000 MPV. However, they reduced the size from to keep under a 2.5 L tax cap in Japan. This was accomplished with a reduction of the bore from to The engine produced at 6250 rpm and of torque. It was replaced in 2002 with the larger 3.0 L Duratec 30 based Mazda AJ.

The Fusion later received the all new Duratec 35 V6 as an option to remain competitive with the Toyota Camry and Honda Accord. The older Duratec 30 remained as a step up from the base I4 in the Fusion, but the Milan kept the as its sole V6 until it was discontinued for the 2011 model year. Eventually, the Duratec 30 was discontinued in favor of the newer Duratec 35 and its variants.

A twin turbocharged version of this engine is used in the Noble M400, a British sports car. The engine is rebuilt and tuned to a max power of at 6500 rpm, with a torque figure of at 5000 rpm. Noble has used forged pistons, an oil cooler, a larger baffled oil sump and extra cooling ducts to maintain its durability. The 2015 Rossion Q1 is also powered by the Duratec V6, developing a maximum power of at 4700 rpm, with a torque figure of at 4700 rpm. It has a weight to power ratio of /hp. As with the Noble M400, the Q1 uses a transversely mounted, rear mid engine, rear wheel drive layout, twin turbocharged engine. Mazda's MZI version adds variable valve timing, as does Jaguar's AJ30. Note that the MZI name is also used in Europe on Mazda's version of the Ford Sigma I4. The , V6 used in the Mondeo ST220 is called Duratec ST. V6 in the Mondeo Titanium is called Duratec SE. A racing version of this engine exists and is used on mini prototypes like the Juno SS3 V6. It is a naturally aspirated non variable timing engines producing between with a redline of around 8700 rpm. The engine has a 40 hour racing life span before it needs to be rebuilt with rings and bearings, and has proven very reliable and competitive. The engine has a Jaguar badge, and is branded as a Jaguar V6 since it is built and mostly sold in the U. K.

Ford's 3.4 L SHO V8 is related to the 2.5 L Duratec V6. Each cylinder uses the same bore and stroke as the 2.5 L, but this engine was never officially referred to with the Duratec name.

Ford's 5.9 L V12 version of its Duratec engine is used in the present Aston Martin lineup. It is best thought of as two Duratec V6s mated end to end, albeit with slightly larger main journals. The engine has also received extensive crankshaft modifications, giving the engine uneven firing intervals. The regular Aston Martin V12 uses roller rockers (RFF), and was designed by Ford and Cosworth. Cosworth assembled the V12 engines for a year before Aston Martin took over production. However, Cosworth still casts the heads and blocks. The variant used in the Aston Martin One 77 uses (DLC coated) DAMB cam followers like the later Duratec engines, and is built by Cosworth.