Ford F6 Engine Specs

Ford Performance Vehicles has revealed the power figures for the new F6 and Boss V8 engines. The new engines will produce 310kW and 315kW respectively. The F6 is powered by a 4.0 litre turbocharged DOHC 24-valve in-line six-cylinder engine. It produces 310 kW at 5500 RPM and 565 Nm between 1950 and 5200 RPM.

FE-DOHC

The FE-DOHC is a turbocharged gasoline engine. It produces up to 148 horsepower at 6000 rpm and 133 lb-ft of torque at 4000 rpm. Its main features include large connecting rods, a forged crankshaft, and piston oilers. FE-DOHC engines can also have a turbocharger installed for higher power. The engine is available in many different trims.

The FE-DOHC is a 16-valve DOHC variation of the FE. It was primarily used in Mazda vehicles in the European and Japanese markets. However, in South Africa, it was only fitted to the Mazda 323 and manufactured under license by Samcor. It was still in use in some of the country’s Mazdas from 1991 to 1994.

The FE-DOHC was designed with variable inertia control. Its intake runners were positioned on opposite sides of the engine and were controlled by a vacuum solenoid. The V6 used a different principle. This translates into a higher compression ratio, and increased the power and torque output.

The FE-DOHC engine used a wide-angle DOHC belt-driven valvetrain with flat-tappet 33 mm HLA bucket lifters. It uses dual valve springs that are low-sprung, which reduces harmonics and improves valve stability. The FE-DOHC was also available with a number of camshaft combinations.

The FE-DOHC engine has many variants and was updated during production. Despite being relatively low-performance, it delivers excellent fuel economy and low emissions. The FE-DOHC engine has an aluminum head and block that help keep weight down. The 2AZ-FE engine is the primary engine for the Toyota 2AZ.

The FE-DOHC engine also features the VVT-i system. It has seven journals, a crankshaft, and double camshafts. Its pistons are aluminum castings with two compression rings each. In addition, it has an oil return passage. All these features provide increased horsepower and torque.

Excess carbon deposits can cause power loss and other problems. These deposits build up over years and even thousands of miles. It’s difficult to notice because it occurs slowly. Another major cause of power loss is oil leakage. Gasoline engines tend to leak oil as they age. Also, their rubber parts wear down over time.

FE-DOHC de-stroked

The FE-DOHC de-stroked version of the Mazda engine shares the same dimensions as its predecessor, the FE-SOHC, including its 86 mm square bore, 1.74 rod/stroke ratio, and gold cam cover. The FE-DOHC is also a non-interference valvetrain design. The FE-DOHC is available in five different configurations. In the European market, the FE-DOHC produces 148 horsepower (108 kW) at 6000 rpm. In Japan, the FE-DOHC is available in variants that produce 145 ps to 165 horsepower. The 165-ps version had different tail lights.

The FE-DOHC de-stroked version of the FE was a 16-valve DOHC engine. The FE-DOHC was used in some 626s (including GD and GM-T), as well as some GV wagons. In South Africa, the FE-DOHC was used for a year and a half in the Mazda 323. Despite its low production numbers, the FE-DOHC de-stroked engine is still widely available.

The FE-DOHC de-stroked version uses a flat-tappet 33 mm HLA bucket lifter and dual valve spring configuration. The low-spring rates in the FE-DOHC are chosen to improve fuel efficiency and valvetrain durability, and to reduce harmonics and increase valve stability.

The FE-DOHC de-stroked version is the smallest of the F-family engines. Its bore and stroke measurements are 81 mm and 77 mm respectively. The compression ratio is 8.6:1. The FE-DOHC de-stroked version of the F1 was de-stroked from the F/NA 1.6 engine from the previous generation.

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