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Ford 3.7L V6 Duratec/Ti-VCT Engine (Specs, Reliability & Issues)

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Last Updated on: 16th November 2023, 02:33 am

Ford introduced a 3.7-liter variation of their Cyclone V6 engine family in 2007. The 3.7 engine, also known as the Ford Duratec 37, was first introduced in the 2008 Mazda CX-9 as part of the MZI 3.7 package.

This 3.7L V6 engine was used in a variety of Ford and Lincoln vehicles (SUVs, Pickups and full-size sedans).

Among them are the Ford F150, Ford Edge Sport, Lincoln MKS, and Lincoln MKT. In 2011, the 3.7 Cyclone V6 replaced the 4.0L Cologne V6 as the Ford Mustang’s standard engine.

In this article, we’ll discuss the design of the Ford 3.7L Duratec V6 engine, it’s issues and reliability, and its specs.


The cylinder block of the 3.7L Duratec is built of cast aluminium alloy and has a contemporary design. It has a removable rear main seal cover plate and a structural rear sump cast aluminium oil pan.

All Cyclone engines have an 86.6 mm stroke (3.41 in).

The 3.0 mm bigger bore compared to the 3.5-liter model accounts for the increased displacement. The cylinders are completely free-floating and have cast-in liners at the top of the engine block (open-deck type).

Ford 3.7L V6 Duratec/Ti-VCT Engine

A forged 4130 alloy steel crankshaft, 6-bolt billet steel main caps, and cast-in piston oil squirters are included in the engine.

On top of the aluminium alloy cylinder heads, each cylinder features four valves and two chain-driven camshafts.

The primary timing chain only drives a water pump and the intake camshafts. For each cylinder bank, a small single-roller chain links the intake camshaft to the exhaust camshaft.

Until 2011, the engine’s intake camshafts were fitted with variable cam timing (iVCT).

The twin-independent variable cam timing (Ti-VCT) system was introduced in 2011 for both the intake and exhaust. In the valvetrain, Ford’s Direct Actuating Mechanical Buckets are employed.

The lobe contact surface of the bucket has been carefully polished. The diameter of the intake valves is 1.45 inches, while the diameter of the exhaust valves is 1.22 inches.

Both valve stems are 5.5 mm in diameter. The intake valve lift is 9.8 mm (0.385 inch), while the exhaust valve lift is 9.1 mm (0.385 inch) (0.360 inches).

The engine is driven by Ford’s flexible FEAD (front-end accessory drive), which has no idlers or tensioners to slow down the engine.

On top of the engine is a two-piece intake manifold. The fuel injectors are located in the bottom intake piece. Both the lower and upper intake manifolds are made of plastic.

Exhaust manifolds made of cast iron are utilised. On the 3.7 Ti-VCT engines in the Mustang and F-150, manifolds communicate the shape of the oval exhaust ports to the collector.

In 2015, Ford replaced the 3.7 V6 engine in the F150 and Mustang models with a smaller, less powerful 3.5L Ti-VCT V6, however it is still in production for a limited number of vehicles.

Engine Specs

  • Manufacturer: Ford Motor Company, the USA, Mazda Motor Corporation , Hiroshima, Japan
  • Production years: 2007-present
  • Cylinder block material: Aluminium
  • Cylinder head material: Aluminium
  • Fuel type: Gasoline
  • Fuel system: Sequential multi-port fuel injection
  • Configuration: V
  • Number of cylinders: 6
  • Valves per cylinder: 4
  • Valvetrain layout: DOHC
  • Bore: 95.5 mm (3.76 in)
  • Stroke: 86.6 mm (3.41 in)
  • Displacement: 3,726 cc (227.4 cu in)
  • Type: Four-stroke, naturally aspirated
  • Compression Ratio: 10.5:1
  • Power: 268-305 hp (200-227 kW) at 6,250-6,500 rpm
  • Torque: 260-280 lb-ft (353-380 Nm) at 4,000-4,250 rpm
  • Firing order: 1-4-2-5-3-6
  • Engine oil weight: SAE 5W-20
  • Engine oil capacity: 5.7 litres (6.0 qt) – with oil filter
  • Oil change interval: 10,000 miles (15,000 km) or 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

Problems & Reliability

In general, 3.7-liter Cyclone engines have proven to be extremely reliable. With proper and regular maintenance, the life expectancy is well over 200,000 kilometres (300,000 km).

The Cyclone series, on the other hand, has a few flaws and design flaws that might drastically shorten the engine’s lifetime.

One of these is cam torque triggered phaser failure, which is rather common in Ti-VCT engines.

The most dangerous component within the Ford 3.7 Duratec/Ti-VCT and Mazda MZI 3.7 is a chain-driven water pump buried behind the engine front cover, which may harm them in seconds.

Previously, a water pump was located at the rear of the engine and was driven by a belt from the pulley on the intake camshaft, which seems to be more complex and expensive to produce.

In 2006, the pump was likewise hidden below a front-end engine cover.

The front-mounted chain-driven pump also functions as an intermediate timing chain sprocket in the most current Duratec version, rotating the vector of applying force by 120 degrees.

The timing centre shifts when the water pump bearings fail, causing catastrophic damage to the valvetrain and cylinders.

Aside from that, coolant leakage meant to leave by a certain channel in front of the timing cover ends up in the engine oil, resulting in a milky oil-in-coolant emulsion inside the engine.

When utilising this “milk oil,” the engine suffers from excessive 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 because to a new timing chain and sprocket design.

Changes & Updates

Radical Sportscars’ Radical RXC V6 models employ Ford’s 3.7L V6 engines (track-only racing cars and street-legal road cars).

This engine produces 350 horsepower (261 kW) and 320 lb-ft (434 Nm) of torque at 6,250 rpm.

Ginetta Cars, a British company, used a 3.7 Ti-VCT engine in the 2012-2015 Ginetta G60. At 6,250 rpm, this engine generated 310 horsepower (231 kW) and 288 lb-ft (390 Nm) of torque.

At 4,500 rpm, this engine produced 310 horsepower (231 kW) and 288 lb-ft (390 Nm) of torque.

  • Andy Lewin

    Andy Lewin is a senior mechanic, ASE qualified master technician, and an experienced automotive engineer. He's passionate about serving the automotive community with the highest-quality and trustworthy information on all things automotive. He loves to write about car repairs, maintenance, car modifications and tuning, faults, and much more.

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