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2.7L CAST IRON BLOCK - WHY?

CGiron

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silveragemarvel

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Are the cam shaft gears driven by metal timing chain or synthetic belt?
 

IV.f

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It took me four attempts before I succeded in changing this completly wrong information at Wikipedia.
It´s CGI in both Nanos.
The lower part of the block is in aluminium but the main parts with higher loads are CGI
https://www.chastangford.com/static/dealer-18817/pdf/Specs-Houston-TX.pdf

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from
https://www.sintercast.com/market/sintercast-passenger-vehicles/

You are correct even per ford the 3.0 is CGI (only direct injection though)

https://www.ford.com/suvs/explorer/models/explorer-st/

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mrklas

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I keep trying to get over this, but I don't want the 2.3, and I don't want an auto. I think about waiting for the V8 from Jeep, but then I drink my first cup of coffee of the day, and realize that Jeep will not put a manual behind the V8, only the 8-speed ZF, so I'd be left with the 3.6 Pentastar if I want a manual in a Jeep. I bought a very average truck (3rd gen Tacoma) when there were better options in the market - because I wanted a manual. The limited options provided by manufacturers are making it so manual-buyers have to sacrifice power, even reliability (in some cases), and choice, to stick with the stick. At first I was more conciliatory, and I was like "Its cool Ford at least provided a manual with the base engine, and the creeper gear is awesome" now I'm more "F-that, how can I feel good about buying a less powerful, less reliable engine engine when the 2.7 is sitting there on the dealer's lot, like a temptress." Aaaand, maybe the coffee was too strong.
Stickshifter I can empathize with you. BMW used to offer every car as a manual - even their luxury oriented 7-series. And since the 90s manual sales volumes have dropped.

Ford and other OEMs need to be financially prudent so R&D $ for powertrains are the highest.

One thing to remember - driving a car will be equivalent to manual versus auto in the next few decades. Automotive journalists have forecast children born after Febuary of 2017 are less likely to get a driver's license than have a driver's license based on the expectation of driverless cars!
 

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Nethark

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METRICVALUE
Engine familyEcoBoost
Displacement3.0 liter
AspirationTwin turbo
Configuration & cylindersV configuration, six cylinders
Vehicle engine orientationTransverse / longitudinal
Valve configurationDual overhead cam (DOHC) with variable camshaft timing (VCT)
Assembly sitesLima, Ohio
PredecessorFord Duratec V6
SuccessorCurrently none
Specifications
METRICVALUE
Bore85.0 mm
Stroke86 mm
Compression ratio9.5:1
Max power @ RPM494 hp @ TBA
Max torque @ RPM630 lb-ft @ TBA
Cylinder headAluminum
Cylinder blockCast aluminum
Camshaft driveChain
 

Felix808

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After 746 days, a MY22 4-door Badlands Bronco :-)
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It took me four attempts before I succeded in changing this completly wrong information at Wikipedia.
Just proving that Wiki anything is complete
bull.gif
People can write anything true or false but mostly false, but sheeple will believe because they saw it on the internet.
thanks for correcting it. ?
 

lobbs611

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It does have me thinking that when it comes time to rebuild the tired 2.7L that I've put way too many miles to just go ahead and punch it out to 3.0L?. Now I'm curious what's different, if anything, about the heads, intake, turbos to account for that increased displacement.
 

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This was a very informative thread and confirmed what I knew. Thanks guys.
 

Dking79bronco

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My concern for the 2.7 is how much plastic is used in the engine package. The plastic oil pan is my main issue. Also does anyone know how many main journals bearings is holding the crank down
 

Thed

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My concern for the 2.7 is how much plastic is used in the engine package. The plastic oil pan is my main issue. Also does anyone know how many main journals bearings is holding the crank down
Mechanic here - plastic oil pans are amazing. Unless there's an error in the mold you really don't have to worry about them unless you plan on dropping the engine on a rock. Regardless of pan in that situation though, you're going to be losing your oil. That's why there's skid plates.

It's a V6... there's four. It's also REALLY cool how they attach. They're fracture-split, the same way you're starting to see new connecting rods. The block gets cast with the main journals as one piece, then they laser-etch where the bearing cap and block are going to be split. They use a special machine to essentially break off the caps from the block. This is an extremely strong setup. What once took six studs to secure a main cap to a block now only takes two bolts, while still being stronger. The big downside is that if you mess up either the block's or the main cap's mating surface, then you need a new block.

Paccar has been using CGI blocks for over a decade now with the MX-13, and even longer in Europe where the engine originated. IMO they have the toughest long block in the industry. The technology is beyond proven and very strong. So much so that all of the next-gen Cummins engines that will based on their modular platforms (like the upcoming X12) are going to be CGI blocks. It's so much stronger and much, much lighter than traditional iron since you don't need as much material.

Main caps:

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Maiting point of a con-rod (notice how you can't see it since it was originally made as a single unit then fracture-split)

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