How To Repair Broken Rings On A 2004 V6 Duratec Engine
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Diagnose Ford three.0L V6 Engine
The Ford iii.0L Duratec V6 engine, which has was introduced back in 1996, has Sequential Multiport Fuel Injection (SFI), a single coil distributorless ignition system, and an upper and lower intake manifold with electronically controlled Intake Manifold Runner Control (IMRC). Recent versions of this engine also have variable valve timing. The dual overhead cams on the Duratec engine are chain driven, so in that location is no timing belt to replace.
The Ford 3.0L Duratec V6 replaced the aging 3.8L V6 in the Ford Taurus and Mercury Sable. Different its conventional pushrod predecessor, the 3.0L V6 has dual overhead cams, four valves per cylinder, and an aluminum cake with bandage fe cylinder liners. Information technology is substantially a larger version of the 2.5L Duratec sixty degree V6 that was introduced in the 1994 Ford Contour and Jaguar X-Blazon. Both engines have the same 79.5 mm stroke crankshaft, but the 3.0L engine has a larger cylinder bores (89 mm versus 82.iv mm in the 2.5L Duratec).
The iii.0L Duratec engine has its whorl mounted on the front end valve encompass, and the firing order is 1-4-2-v-3-vi. The plugs are gapped at i.3 to one.iv mm (0.052 to 0.56 inches)
Different Versions of the 3.0L V6
Over the years, this engine has undergone continual development and has been produced in several variations, including:
* A 208 horsepower version with roller finger followers for the Taurus and Sable, and the 2001 and up Ford Escape and Mazda Tribute.
* A more powerful 232 horsepower version for the 2000 to 2005 Lincoln LS, Jaguar AJ30 and Southward-Type, Mazda 6 and MPV, and 2005 Ford Five Hundred, Mercury Montego and Ford Freestyle with straight interim mechanical bucket tappets.
* A Variable Valve Timing (VVT) with electronic throttle command for the 2003-2006 Lincoln LS, 2003-2006 Jaguar X-Type applications, 2006 Ford Fusion, Mercury Milan and Lincoln Zephyr, and 2009 Ford Escape. On the 2009 Fusion, a new type of VVT system chosen "Cam Torque Actuated" (CTA) is used to accelerate cam timing. The cam phaser generates its ain internal pressure level rather than relying on oil pump pressure to move the cams. The result is more than advance (47 degrees) and better fuel economy.
Though the 3.0L Duratec V6 has had a relatively long production run, it's successor is the larger displacement 265 horsepower 3.5L Duratec V6, which powers the 2007 Ford Border, Lincoln MKX and MKZ, and 2008 and up Taurus and Sable, and 2009 Ford Flex. An even larger 275 horsepower 3.7L Duratec V6 with a 95.5 mm bore is used in the 2008 Mazda CX-9 and Lincoln MKS, and 2009 Mazda 6. Ford says it will continue making the iii.0L V6 for several more years with additional improvements to reduce emissions and ameliorate fuel economic system.
The first generation three.0L Duratec blocks produced from 1996 through 1998 can exist identified by the "F5DE" casting number on the engine block. In 1999, Ford changed to a slightly different casting (XW4E) which has unlike coolant passages on the right side that require a different head gasket. Install an sometime style head gasket on this engine and it will leak coolant. The following yr, Ford revised the block casting slightly and reduced the size of the knock sensor threads from 12 mm to viii mm. Other than that, the 1999 and newer blocks are interchangeable. The 2000 to 2004 blocks have the casting number XW4E-BA.
The cast iron liners in the aluminum block can be bored to oversize if the cylinders are worn or tapered. Flat top pistons with a slight dome are used without valve reliefs in the older three.0L Duratec engines that do not accept variable valve timing, simply pistons with four valve reliefs are required for additional valve clearance in the newer versions with VVT. The compression ratio is the same, so the newer pistons can be used in the older applications.
All Duratec engines use pulverization metal connecting rods with cracked (fracture-carve up) caps. Rod lengths and weights are all the same, and can exist interchanged from one yr to the next. If the big end of the rod is worn or stretched, though, the rod has to exist replaced because croaky caps cannot exist ground to resize the bearing opening.
The most variation in these engines is found in the cylinder heads and front timing comprehend. The right and left heads are different on all the engines, and are identified by dissimilar part numbers. So if you demand to replace a head, make sure you get correct side.
The heads on the early 1996-1998 engines take six circular intake ports and take a casting number F5DE. The 1999 model yr heads (F7DE) likewise have six round intake ports, but the right head has a protrusion to cover an oiling port in the block (which is used in later on engines to pressurize the variable valve timing system).
In 2000, the design of the heads inverse significantly, going to three oval intake ports. The 2000 castings are YF1E for the right head, and YL8E for the left caput.
In 2001, the heads inverse again when Ford moved the water pump from the right forepart side of the engine (equally viewed from the front) to the left side. This also required a alter in the location of the serpentine chugalug tensioner from the left side of the timing cover to the right side (every bit viewed from the front end).
The 2000-2001 Lincoln and Jaguar three.0L Duratec engines use a slightly different head casting (XW4E). In 2002, the head castings numbers changed (1X4E) on these engines, simply the heads appear to be identical.
The front timing encompass on the iii.0L Duratec has undergone various changes to accommodate changes in the valvetrain. From 1996 to 2000, the front covers on Taurus/Sable have a fitting at the top right for the camshaft position sensor, and a fitting at the lower left next to the crank for the crank position sensor. The belt tensioner is located on the left side of the cover. In 2001, Ford inverse the location of the belt tensioner from the left side of the cover to the correct to facilitate the relocation of the h2o pump.
If you have a noisy serpentine belt on one of these engines, be sure to check the serpentine belt tensioner as a weak leap may exist allowing the belt to sideslip. And if you lot replace the belt, information technology's a good thought to supervene upon the tensioner too on loftier mileage engines.
On 2001 to 2004 Escape/Tribute engines, the crank sensor is relocated to the right side of the crank (every bit viewed from the front). On the 2000-2003 Lincoln/Jaguar engines, the crank sensor is to the left of the crank, and it is a unlike sensor with a different angled exciter ring on the creepo. On the 2003-2006 Lincoln and 2003-2004 Jaguar engines with VVT, the forepart timing cover mounts two camshaft position sensors (one for each intake cam).
Ford has used ii basic camshaft variations in the 3.0L Duratec. The early on manner cams were all the same from 1996 through 2000. Just mid-year 2000, Ford changed from a 36-tooth cam sprocket to a 42-tooth gear. The early and late cam gears with different numbers of teeth are not interchangeable.
DURATEC TIMING Chain REPLACEMENT
If you have to remove or replace a cylinder head for any reason, or supersede the timing chain on a 3.0L Duratec, information technology can be a bit of a challenge because Ford doesn't provide a Summit Dead Center (TDC) timing reference mark on the crankshaft. You have to apply a dial indicator to find the TDC position of the number one cylinder to make certain the crank and camshafts are all properly aligned.
Ford says that when the crankshaft keyway is positioned at roughly the 11 o'clock position, the number one cylinder should be at TDC. Before y'all can remove the timing concatenation, the front cover has to come off the engine. Then y'all have to remove the crank sensor pulse bicycle. Note the sensor bike location before y'all remove it.
Rotating the crank until the keyway is at the 3 o'clock position will motion the right cylinder head camshafts to the neutral position. The timing mark on the intake cam should exist pointing to the right when viewed from the front, and the timing mark on the exhaust cam should be pointing straight up if both cams are in the correct position. You can at present remove the chain tensioner arm, chain guide and correct timing chain.
To remove the left timing concatenation, rotate the crank clockwise 600 degrees (one-two/3rds plow) to the primal style is once more at the 11 o'clock position. This will position the left cylinder head cams in the neutral position. This fourth dimension, the timing mark on the intake cam should exist pointing to the left when viewed from the front, and the mark on the exhaust cam should exist pointing straight upwardly. As earlier, yous can now remove the concatenation tensioner arm, chain guide and left timing chain.
Before you can reinstall the timing chains, y'all need to shrink the left and right concatenation tensioners in a vice. Compress the piston until it is fully bottomed, then temporarily lock it in identify with a pivot or paper prune.
Timing concatenation alignment on a 1999 Ford Taurus Duratec engine.
If the replacement timing concatenation does not have timing marks for adjustment with the cam gears, you'll have to mark the left and right side bondage. Kickoff with the left chain, and mark one link equally the starting crankshaft timing marking. Then count 29 links and make a 2nd mark (for the exhaust cam). Continue counting to link number 42 and make a tertiary mark (for the intake cam). The 2d and third marks should align with the timing marks on the intake and exhaust cams when the concatenation is slipped into place. The chain tensioner and arm can now be installed.
Adjacent, y'all practice the same process for the right cam. But first, you demand to rotate the crankshaft 120 degrees clockwise so the crankshaft keyway is at the 3 o'clock position. Mark the right timing chain and install it the same equally before.
Once both chains are in identify, remove the locking pin or paper clip from the left and right chain tensioners. Rotate the crankshaft 120 degrees counterclockwise and so the keyway is back at the 11 o'clock position and number one piston is at TDC. Check to make sure all the timing marks are aligned every bit shown in the illustration. In that location should exist 12 chain links between the correct and left intake and exhaust cam sprocket marks, 27 concatenation links betwixt the cam gears and crank on the non-tensioned side of each chain, and 30 links between the cam gears and crank on the tensioned side of each chain.
DURATEC DRIVEABILITY ISSUES
If the Check Engine light is on and you discover a code P1518, it means the intake manifold runner control system has a trouble. Most likely, the runner command is stuck in the open position. Sludge tin can build upwards in the IMRC causing it to stick. Ford too offers a PCM reprogramming fix in TSB 02-15-iii that causes the IMRC to bicycle at speeds over 40 mph so sludge doesn't build upward on the runner plates.
If you run into an engine in a 1996-1998 Taurus or Sable that cranks and has spark, but won't first, the fault may be a expressionless fuel pump considering of shorted wiring. TSB 98-25-1 covers the installation of protective plastic tubing on the fuel pump wires to prevent chaffing on these vehicles.
Hard starting and long cranking times on 1996-1998 Taurus and Sable may be acquired past bad fuel, wet spark plug wires or a sticking idle air control valve. TSB 98-21-12 covers the diagnosis of this condition, and TSB 97-nine-5 covers replacing the IAC valve.
Fuel delivery problems on 1996 to 1998 Taurus or Sable 3.0L V6 can prevent the engine from starting. The engine will crank normally and will have spark, only information technology won't start because the engine is not getting whatsoever fuel. The problem is non a bad fuel pump, merely a dead fuel pump because the wires to the pump on acme of the fuel tank take shorted out. Ford TSB 98-25-i covers the installation of protective plastic tubing on the fuel pump wires to prevent chaffing on these vehicles.
P0171 and P0174 lean codes are common faults on many Ford, including the 3.0L Duratec. The lean fuel status is often caused by a dirty mass airflow sensor, vacuum leaks in the intake manifold or vacuum connections, or by a defective DPFE sensor. The set may require cleaning or replacing the MAF sensor, or using a smoke motorcar to discover elusive vacuum leaks in the intake plumbing.
If you find a 1996-2003 Taurus or Sable with a rolling idle or surge trouble, poor fuel economy, or codes P1336, P1309 or P0340, the crusade may exist a misaligned camshaft position sensor. TSB 02-22-1 covers diagnosis of the cam sensor and aligning the cam sensor with a special installation tool.
DURATEC COOLING SYSTEM SERVICE
I mutual trouble we've seen in high mileage Taurus/Sable vehicles with the Duratec engine is coolant contagion caused by rust and corrosion in the coolant pipes that snake effectually the engine. This is frequently the result of coolant neglect. Cleaning and flushing the organization can become rid of the gunk, only it won't stop the corrosion inside the steel pipes. Replacing the pipes is recommended to halt the rusting problem.
Electrolysis that eats through the heater core tin too be caused past missing, loose or broken engine ground straps. Y'all can apply a volt meter to bank check for electrolysis in the coolant. Remove both cables from the bombardment, and so touch the negative test lead to the negative battery postal service, and the positive lead to the coolant in the radiator or coolant reservoir. A reading of more than 0.iv volts indicates trouble. Check the engine ground straps. Ford says not to ground the heater core as this volition brand the electrolysis problem worse. Drain and refill the cooling system with new coolant.
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