Ford Essex V6 engine (UK)
| Ford Essex V6 | |
|---|---|
 |
|
| Overview | |
| Manufacturer | Ford Motor Company |
| Also called | Essex V6 |
| Production | 1966 - 1988 UK 1982 - 2000 SA |
| Combustion chamber | |
| Configuration | 60° 12 valve OHV V6 Firing order : 1-4-2-5-3-6 (Even Firing) |
| Displacement | 2.5 L 2495 cc 152 cu in 3.0 L 2994 cc 183 cu in 3.1 L 3098 cc 189 cu in 3.4 L 3375 cc 206 cu in 3.4 L 3412 cc 207 cu in |
| Cylinder bore |
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| Piston stroke |
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| Cylinder block alloy | Cast iron |
| Cylinder head alloy | Cast iron LM 25 Aluminium alloy ( Cosworth GAA ) |
| Valvetrain |
OHV 12 valve (2 per cylinder) Solid flat tappet lifters 41.1 mm (1.62 in) inlet valves 37.0 mm (1.46 in) exhaust valves SA 3.4 L: 43.0 mm (1.69 in) inlet valves 37.0 mm (1.46 in) exhaust valves Capri X pack: 44.5 mm (1.75 in) inlet valves 41.3 mm (1.63 in) exhaust valves DOHC 24 valve (4 per cylinder) - Cosworth GAA |
| Compression ratio | 8.0:1 (TVR 3000S Turbo) 8.9:1 (standard pre-1971) 9.0:1 (standard after 1971) 9.1:1 (Ford Capri X-Pack 3.0) 9.5:1 (Ford Sierra 3.0 Sapphire) 10.0:1 (Cosworth 3.4 GAA) |
| Combustion | |
| Supercharger |
Naturally aspirated (stock) Turbocharged: TVR 3000M Turbo & aftermarket Supercharger : aftermarket |
| Fuel system | 2.5 L : Ford 1250 1bbl carburetor 3.0 L : Ford 1250 1bbl carburetor Weber 40 DFAV 2bbl carburetor Weber 38 DGAS 2bbl carburetor Weber 40 DFI 5 2bbl carburetor Electronic Fuel Injection x3 Weber 42 DCNF 2bbl carburetors 3.1 L : Weber 38 DGAS 2bbl carburetor SA 3.4 L : Weber 38 DGAS 2bbl carburetor Cosworth GAA 3.4 L : Lucas Mechanical Fuel Injection |
| Fuel type | Gasoline ( Leaded ) |
| Oil system | Wet sump (stock) Dry Sump (Cosworth GAA) |
| Cooling system | Jacketed block (stock) |
| Output | |
| Power output | 118 - 462 Hp |
| Torque output | 132 - 300 ft/lb |
| Dimensions | |
| Dry weight | 170 kg 374 lbs |
The Ford Essex V6 engine was a 60° V6 engine built between 1966 and 1988 by the Ford Motor Company in the United Kingdom and up until 2000 in South Africa although mostly in the Ford engine plant of Dagenham, Essex, which gave the engine its name. It is closely related to the Ford Essex V4 engine produced in displacements of 1.7 L and 2.0 L. Both engines share many parts since the Essex V6 was directly derived from the Essex V4, the 2.0 L Essex V4 and the 3.0 L Essex V6 in fact have exactly the same bore and stroke and share various components.
The Essex V4 and V6 were mainly designed to replace the outdated and aging inline-four and six-cylinder Ford Zephyr engine. It was produced in four capacities: 2.5 L (2495 cc, 153 ci), 3.0 L (2994 cc, 183 ci), 3.1 L (3098 cc, 189 ci), 3.4 L (3412 cc, 207 ci), with the 3.0 litre version being the most common and widely used. These engines were fitted to a wide range of vehicles, from Ford Transit vans to sedans, coupés like the Ford Capri and sports cars like TVR and Marcos. The earlier versions of engine were rated at 128 hp ( 95 kW ) and 173 lb/ft of torque, around October 1971 the engine was revised by modifying the camshaft and cylinder heads that improved the power and torque to produce 157 SAE Hp or 138 DIN hp (103 kW) at 5000 rpm and 192 SAE lb/ft or 174 DIN lb/ft of torque at 3000 rpm. At the same time, the oil disptick was moved from the front of the engine to the side, the inlet manifold was improved from earlier models, and the compression ratio was raised slightly from 8.9:1 to 9.0:1 due to a change of the piston design. The shape of the inlet ports were also changed, from an O-port design to a D-port design which improved the flow characteristics of the heads, the old Weber 40 DFAV carburetor that was prone to over-fueling and resulting bore wash was replaced by the Weber 38 DGAS Carburetor, the air filter housing was also changed and later around 1976 and a hot air intake was added consisting of a metal pipe running from the top of a plate welded on the exhaust manifold or header to an opening in the air intake to prevent the carburetor from icing and making the engine warm up quicker, the carburetor was also modified again and a return style fuel system was adopted and a vacuum operated choke in the air filter housing were also added, this and a Positive crankcase ventilation (PCV) system were also early forms of emissions control. The camshaft gear was also made slightly stronger by using steel with nylon teeth instead of being completely made from nylon as on previous ones. Aftermarket steel, aluminium, and alloy gears have been produced as replacements to prevent the gear from stripping its teeth: this is commonly due to overheating causing the nylon to weaken. This is one of the two major "weak points" of the Essex vee-engines with the other being the hexagonal oil pump spindle / shaft which can round off or even break.
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