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Ford Essex V6 engine (Canadian)
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- See also Ford Essex V6 engine (UK)
The Ford Essex V6 engine was a 90° V6 engine family built by Ford Motor Company at the Essex Engine Plant in Windsor, Ontario, Canada. Unlike the British Essex V6, the Canadian Essex used a 90° V configuration, in addition to having different displacements and valvetrains. With Ford's Essex Engine Plant idled as of November 2007, this engine was succeeded by the Ford Duratec 35.
The Canadian Essex is a pushrod design featuring aluminum heads, which reduced its weight considerably and made it a very powerful engine for its size.
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Encyclopedia
- See also Ford Essex V6 engine (UK)
The Ford Essex V6 engine was a 90° V6 engine family built by Ford Motor Company at the Essex Engine Plant in Windsor, Ontario, Canada. Unlike the British Essex V6, the Canadian Essex used a 90° V configuration, in addition to having different displacements and valvetrains. With Ford's Essex Engine Plant idled as of November 2007, this engine was succeeded by the Ford Duratec 35.
The Canadian Essex is a pushrod design featuring aluminum heads, which reduced its weight considerably and made it a very powerful engine for its size. The engine was initially offered in only a 3.8 liter displacement, being used in a variety of mid-size cars, minivans, and some pickup trucks. A 4.2 liter version was introduced in the mid-1990s for use in the F-150 and, later, the Freestar. The 3.8 L V6 was replaced by a 3.9 L version in 2004, though changes were minimal. The Essex and the smaller Vulcan V6 were the last traditional pushrod OHV engines built by Ford.
The Canadian Essex's origins are somewhat controversial. A common, but erroneous, belief is that the Essex was based on the 5.0 L Windsor V8 engine, due to the fact that they both have a 90° vee configuration, are OHV, and that a 5.0 L V8 less two cylinders would make a V6 displacing around 3.8 liters. Though the practice of deriving a V6 from a V8 wasn't unheard of (auto manufacturers have derived V6s from V8 designs before, such as GM with the Vortec 4300 and Chrysler with the Magnum 3.9), several important differences between the Windsor's design and the Essex's, such as their considerably different bore and stroke, made a common design lineage implausible.
One source states that the Essex is instead a reverse engineered Buick V6 engine . Toward the end of the 1970s, Ford needed a new six cylinder engine that was powerful and compact enough to be used in a mid-size car while meeting increasingly stricter emissions and fuel efficiency standards. Since Ford did not have an engine available that could be readily made to meet these requirements, one needed to be developed. The quickest and least expensive approach in accomplishing this was to copy an existing engine from a competitor, which ended up being the Buick V6 from General Motors. Ford's resulting V6 was very similar to that of the original Buick engine and had a nearly identical displacement. In fact, one of the only major differences between the two engines early on was Ford's use of aluminum heads as opposed to the cast-iron ones used in the original Buick design. However, in the years since the Essex V6's debut, design revisions from both Ford and GM to their respective V6 designs have differentiated their engines from each other to a point that any relationship between the two designs is not as obvious as it once was.
3.8
LX]]
The first version of the Essex V6, a 3.8 L (3797 cc/232 cu in) engine, was introduced for the 1982 model year, appearing as an option on the Ford Granada.
Bore was and stroke was . Output was at 4200 rpm and of torque at 2800 rpm. It initially had a 2-barrel Motorcraft 2150 carburetor. Central Fuel Injection was made available in 1984. Output was at 3600 rpm and of torque at 1600 rpm in these models.
Multi-point fuel injection (single port) became standard on the 3.8 L V6 in 1988. All applications where the engine was used initially put out at 3800 rpm and of torque at 2400 rpm. Engines upgraded with Ford's EEC-V Powertrain Control Module (PCM) received a small increase in output to , if they didn't have other enhancements to increase output beyond this already. The 1991-1995 Police Package Taurus, 1991-1994 Lincoln Continental and 1995 Ford Windstar had a high-output version of the 3.8 with better cylinder heads and other modifications. It produced 155 - 160 hp (116 - 119 kW) and 220 - 225 lb·ft (298 - 305 N·m) of torque depending on application and model year.
A supercharged version of the 3.8 L V6 was used in the 1989-1995 Thunderbird Super Coupe and 1989-90 Cougar XR-7. Initial output of the engine was at 4000 rpm and of torque at 2600 rpm under an 8.2:1 compression ratio. The Super Coupe was the sole user of this engine after it was dropped from the Cougar XR-7 in favor of a V8 from the 1991 model year onward. Output of the supercharged V6 was increased to at 4400 rpm and of torque at 2500 rpm for the 1994 and 1995 Super Coupe. To accomplish this, the engine's Eaton M90 roots-type supercharger was given a larger, square-style inlet, a larger attaching inlet plenum, and Teflon coated rotors. Additionally, the engine received larger fuel injectors and an increase in compression to 8.6:1.
A 3.8 L V6 with split port cylinder heads was introduced in the 1996 Ford Windstar along with a variable length intake manifold and intake manifold runner control (IMRC) in the six shorter runners. This engine was rated at at 5000 rpm and of torque @ 3000 rpm.
The Mustang version of the 3.8 L V6 was updated for 1999 to use the split port cylinder heads originally introduced on the Windstar. However the 1999-2000 Mustang did not use IMRC, instead leaving all 12 intake runners open at all times. Output of the V6 in these Mustangs was at 5250 rpm and of torque @ 2750 rpm, With the addition of IMRC to Mustang in 2001, engine output increased slightly to @ 5500 RPM and (305 N·m) of torque @ 2800 RPM .
A nine-digit serial number appears on a label on the right side (front) valve cover. It also appears on a barcode label on the transmission side of the right side head.
Applications:
3.9
A 3.9 L version of the Essex V6 was introduced in 2004. It used the same bore diameter as the 3.8 L Essex but had a slightly longer 3.46 in (87.9 mm) stroke. It was installed in a running change on later production 2004 Mustangs (starting October 7, 2003), though overall engine output was identical. Ford spec sheets note this engine as 3802 cc . The bore and stroke, however, work out to 3857 cc . Another strange thing is that this engine, if specs are to be believed, is underbore compared to the 3.8 and 4.2. Use of the 3.9 was shortlived in the Mustang though as it was replaced by Ford's 4.0 L Cologne OHC V6 when the Mustang was redesigned for 2005. The 3.9 continued on in the Ford Freestar minivan (successor to the Windstar) for a few years until production of the engine was discontinued in 2007.
Applications:
4.2
A 4.2 L (/4195 cc) version of the Essex V6 appeared in the 1997 model year as a replacement for the durable, but aging, Ford 300 straight-6 in the F-150. Like the 3.8 it had 12 valves and pushrods, but the 4.2 featured a longer, 3.74 in (95.0 mm) stroke. Bore diameter was the same at 3.81 in (96.8 mm). Initial output of the 4.2 L V6 in the F-150 was at 4800 rpm and torque of at 3400 rpm. Ford Power Products sells this engine as the ESG-642.
Ford experienced problems with this engine in the 1997 and 1998 model years. These included issuing all 1997 engines made at the Essex plant with a bad front cover gasket.
Ford ended production of the 4.2 L V6 after the 2008 model year, marking the end of the Essex V6. The engine's final recipient, the F-150, will only be available with V8 engines starting with the 2009 model year.
Applications:
See also
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