Ford Cologne V6 engine

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Left side of a 2.9 litre Cologne engine. Unlike the 2.8, the 2.9 does not merge the three exhaust ports into two manifold pipes.
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Left side of a 2.9 litre Cologne engine. Unlike the 2.8, the 2.9 does not merge the three exhaust ports into two manifold pipes.
Above view of a 2.9; 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.
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Above view of a 2.9; 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.
View from the rear, flywheel side; note the 60° between the cylinder banks.
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View from the rear, flywheel side; note the 60° between the cylinder banks.

The Ford Cologne V6, also known as the Ford Taunus V6, was a 60° cast iron block V6 engine built by the Ford Motor Company in Cologne, Germany, hence the name. It was closely related to the Ford Taunus V4 engine, adding two cylinders and no longer requiring a balance shaft. Over the years, the Cologne V6 was available with engine displacements of 2.0, 2.3, 2.4, 2.6, 2.8, 2.9, 3.1 and 4.0 litres. All except some racing derivative and later 4.0 litre engines were pushrod overhead valve engines, with a single camshaft between the banks. The Cologne V6 is still in production, and is scheduled to be replaced in 2007.

Originally, the Cologne V6 was installed in cars intended for Germany and continental Europe, while the British "Essex" V6 was used in cars for the British market. Later, the Cologne V6 largely replaced the Essex V6 even for British-market vehicles. These engines were also used in the United States, especially in compact trucks.

The Cologne engine is lighter and more powerful than the equivalent Essex V6, even though its maximum engine displacement is smaller. Low-down torque is lower, however.

The Cologne V6 was made to be very compatible in installation with the Taunus V4, 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 2.9 and 4.0 had three exhaust ports as in the photos, making them preferable.

The engine was available in both carburetted and fuel injected form.

Contents

[edit] 2.8

The first Cologne V6 displaced 2.8 L (93.03 mm Bore, 68.5 mm Stroke). The European version used a "siamesed" two-port exhaust manifold, identical to the one used on the I4. This was useful in that existing cars with the I4 engine could be upgraded with relative ease. Despite the siamesed design in the European version, performance was largely indifferent to the US version with a three-port head. The engines also shared a geared camshaft design. Output was rated at 90 to 115 bhp for the US market and anywhere from 130 to 160 bhp for the European market, depending on the model.

In Europe the 2.8 was produced with carburetor (132bhp), mechanical fuel injection (Bosch K-Jetronic, 160bhp), and electronic injection (Ford EEC-IV, 150bhp). Electronic injection only featured on the 2.8 Granada models for one year before being replaced with the 2.9 unit.

TVR Tasmin/280i used the Cologne 2.8 with Bosch K-Jetronic fuel injection, as did the TVR 'S' series.

Applications:

[edit] 2.6

The 2.6 L Cologne engine was available in two forms: a regular 2550 cc version (used in the Capri 2600 GT) and a special high-performance 2637 cc fuel injected version (used in the Capri RS 2600).

The regular engine had a bore of 90 mm and 66.8 mm stroke. A single double-barrel Solex 35 DDIST carburettor produced 125 PS (92 kW).

The RS engine had 2.2 mm longer stroke, 10.0:1 compression, a high-performance camshaft, and Kugelfischer mechanical fuel injection (like the BMW 2002Tii). Output was 150 PS (110 kW).

[edit] 2.9

The 2.9 L shares the same basic design as the 2.8 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 L model. The cylinder heads also sport a more conventional three-port exhaust manifold. Output was rated at 140 hp @4600rpm (104 kW) for the Light trucks (1986-92 Ranger & 1986-90 BroncoII) and 144 hp @4800rpm (107 kW) for the Merkur Scorpio in the US market and anywhere from 150 to 160 hp (112 to 119 kW) for the European Market.

Bore was 93 mm (3.7 in) and stroke was 72 mm (2.8 in) for a total displacement of 2.9 L (2935 cc/177 in³).

In Europe, this engine was commonly fitted with the Bosch L-Jetronic fuel injection system, married to Ford's EEC-IV engine management. Because of this difference over the 2.8 L model, this version was a more popular candidate for after market modification (typically turbocharging) from such well known companies as Janspeed and Turbo Technics.

Applications:


[edit] 2.9 Cosworth

A special DOHC version of the 2.9 was created by Cosworth Engineering in 1991. Although it shared the same block as the standard 2.9 (with a few machining operations left out to improve strength), power output was up to 195 PS (143 kW) and torque was boosted to 203 ft·lbf (275 N·m) at 4500rpm. This engine was used in the Ford Scorpio Cosworth 24V. It was always mated to an improved A4LD automatic gearbox. No manual versions were available.

The engine used an almost 3 meter long duplex chain to drive the camshafts, tensioned by a hydraulic tensioner. The oil pump was driven by a shaft located where the camshaft previously was. The ignition was replaced by a distributorless EDIS-6 system which had no moving parts at all.

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 Ford Sierras.

An improved version of this engine 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 210bhp.

[edit] 4.0

1992 4.0 from a Ranger.
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1992 4.0 from a Ranger.

The 4.0 version, although produced in Cologne like the others, was only fitted to American vehicles. The pushrod OHV engine was produced until 2000 and was used in the Ford Explorer and Ranger. Output was 160 hp (119 kW) and 225 ft·lbf (305 N·m). Though there is some variation, typically 155 hp is quoted as horsepower for 1990-92 applications.

Applications:

[edit] SOHC

A somewhat-related SOHC version was introduced for the 1997 Explorer alongside the pushrod. 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. The SOHC version is the last Cologne engine still in production, though it will be phased out starting in 2007 in favor of the new Cyclone. It featured a variable length intake manifold and was good for 210 hp and 245 ft·lbf. Ford Power Products sells this engine as the SOHC-640.

A version of the SOHC engine as used in the Land Rover LR3 and is good for 216 horsepower and 269 ft·lbf of torque at 3000 rpm.

Applications:

[edit] Other Cars using the Cologne V6

[edit] References

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