Форд Кёльн V6: История и Модификации Двигателя

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.

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

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.

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 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.

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 45000 mile (72420 km) 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.