Ford 3.7L V6 Duratec/Ti-VCT Engine: Specs, Problems, and Reliability

Ford 3.7L V6 Duratec/Ti-VCT Engine: Specs, Problems, and Reliability. The 3.7-liter version away from Ford’s Cyclone V6 engine family showed up in 2007. This engine, referred to as Ford Duratec 37, also was being made by Mazda and firstly installed in the 2008 Mazda CX-9 under the name MZI 3.7. Ford Company used this 3.7 L V6 engine in a variety of heavy Ford’s and Lincoln’s vehicle models (SUVs, Pickups and full-size sedans). Among them are the Ford F150, Ford Edge Sport, Lincoln MKS, Lincoln MKT. In 2011, the 3.7 Cyclone V6 became a standard engine in the Ford Mustang replacing the 4.0 L Cologne V6.

Ford 3.7L V6 Duratec Ti VCT Engine

The 3.7 L Duratec has a cast aluminum alloy cylinder block with contemporary architecture. It has a removable rear main seal cover plate and a structural rear sump cast aluminum oil pan. All Cyclone engines have the same 86.6 mm (3.41 in) stroke. The additional displacement arises from an increased bore size by 3.0 mm comparing to the 3.5-liter version. The cylinders feature cast-in liners and are fully floating on top of the engine block (open-deck type). The engine is equipped with a forged crankshaft made from 4130 alloy steel, 6-bolt billet steel main caps, and cast-in piston oil squirters.

Ford 3.7L V6 Duratec/Ti-VCT Engine: Specs, Problems, and Reliability

Ford 3.7L V6 Duratec/Ti-VCT Engine: Specs, Problems, and Reliability

Aluminum alloy cylinder heads have four valves per cylinder and two chain-driven camshafts on top. A primary timing chain drives a water pump and intake camshafts only. The intake camshaft for each and every cylinder bank provides rotation to the exhaust camshaft via a secondary small single-roller chain. Until 2011, the engine features variable cam timing (iVCT) on the intake camshafts. The twin-independent variable cam timing (Ti-VCT) on both intake and exhaust appeared in 2011. The valvetrain uses Ford’s Direct Actuating Mechanical Buckets.

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The lobe contact surface of the bucket is highly polished. The valve sizes are (1.45 inches) intake and (1.22 inches) exhaust. Both valves have 5.5 mm stems. The intake valve lift is 9.8 mm (0.385 inches), the exhaust valve lift is approximately 9.1 mm (0.360 inches). The engine uses Ford’s stretchy FEAD (front-end accessory drive), which has no idlers or tensioners to rob power from the engine.

On top of the engine, there is a two-piece intake manifold. The fuel injectors are located in the lower intake piece. Both lower and upper intake manifolds are made from plastic. The exhaust manifolds are cast iron. 3.7 Ti-VCT engines in the Mustang and F-150 have manifolds, carrying the shape of the oval exhaust ports to the collector.

For the F150 and Mustang models, Ford replaced the 3.7 V6 engine by a smaller, less powerful 3.5 L Ti-VCT V6 in 2015, but still keeps it on their production line for some vehicles.

Ford 3.7L V6 Duratec/Ti-VCT Engine: Specs

Manufacturer Ford Motor Company, the USA;
Mazda Motor Corporation , Hiroshima, Japan
Production years 2007-present
Cylinder block material Aluminum
Cylinder head material Aluminum
Fuel type Gasoline
Fuel system Sequential multi-port fuel injection
Configuration V
Number of cylinders 6
Valves per cylinder 4
Valvetrain layout DOHC
Bore, mm 95.5 mm (3.76 in)
Stroke, mm 86.6 mm (3.41 in)
Displacement, cc 3,726 cc (227.4 cu in)
Type of internal combustion engine Four-stroke, naturally aspirated
Compression Ratio 10.5:1
Power, hp 268-305 hp (200-227 kW)/ 6,250-6,500
Torque, lb ft 260-280 lb-ft (353-380 Nm)/ 4,000-4,250
Engine weight
Firing order 1-4-2-5-3-6
Engine oil weight SAE 5W-20
Engine oil capacity, liter 5.7 l (6.0 qt) – with oil filter
Oil change interval, mile 10,000 (15,000 km) / 12 months
Applications Ford F-150, Ford Mustang, Ford Edge Sport, Ford Transit, Mazda CX-9, Mazda 6, Lincoln MKS, Lincoln MKT, Lincoln MKZ, Lincoln MKX, Lincoln Continental, Radical RXC V6, Ginetta G60
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Ford 3.7 V6 Duratec/Ti-VCT Engine Problems and Reliability

In general, 3.7-liter Cyclone engines have proven to be very reliable. With proper and timely maintenance, the life expectancy is well over 200,000 miles (300,000 km). The Cyclone family has a few problems and design flaws, which can significantly shorten the life span of these engines. One of them is cam torque actuated phasers failure – pretty common for the Ti-VCT engines.

But the most dangerous component inside Ford 3.7 Duratec/Ti-VCT and Mazda MZI 3.7 is a chain-driven water pump, hiding behind an engine front cover, which able to destroy them in a few minutes. In previous versions of the Duratec V6, a water pump was located at the rear of the engine and was driven by the pulley on the intake camshaft via a belt, what seems more complicated and expensive to make. And, in 2006, the pump was relocated under a front-end engine cover.

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In the most recent Duratec version, the chain-driven pump at the front also performs the function of an intermediate timing chain sprocket, which turns the vector of applying force by 120 degrees. Water pump bearings failure causes the movement of the timing center, which leads to unpredictable serious damages inside valvetrain and cylinders. That, the coolant leakage that’s supposed to weep out the front of the timing cover through a special passage ends up in the engine oil and forms a milky oil-in-coolant emulsion inside the engine. With this “milk oil”, the engine deals with incredible wear and corrosion of all internal components.

2011+ Cyclone V6 engines (3.7 V6 Ti-VCT as well) are less prone to water pump issues due to a revised design of the timing chain and sprockets.


The British manufacturer Radical Sportscars equips their Radical RXC V6 models (track-only race cars and street-legal road cars) with Ford’s 3.7 L V6s. This engine generates 350 hp (261 kW) at 6,250 rpm and 320 lb-ft (434 Nm) of torque at 4,250 rpm. Another British company, the Ginetta Cars, used a 3.7 Ti-VCT engine for the 2012-2015 Ginetta G60. This engine delivered 310 hp (231 kW) at 6,250 rpm and 288 lb-ft (390 Nm) of torque at 4,500 rpm.

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