The Ford F6C is a 2,967 cc, V6 petrol engine produced between 1993 and 1997. It belongs to Ford's Essex-derived Duratec V6 family, featuring dual overhead camshafts (DOHC) and 24-valve configuration. Designed for executive and performance applications, it delivered 147 kW (200 PS) at 6,000 rpm and 265 Nm of torque at 4,750 rpm, providing strong high-RPM performance and refinement in larger Ford models.
Fitted to models such as the Ford Scorpio (LCI), Ford Granada Mark III, and Ford Transit 350 V6, the F6C was engineered for smooth power delivery and enhanced drivability in premium and commercial variants. Emissions compliance was achieved via sequential multi-point fuel injection, closed-loop lambda control, and a three-way catalytic converter, enabling it to meet Euro 2 standards across European markets.
One documented concern is premature camshaft wear under sustained high-RPM operation or inadequate lubrication, highlighted in Ford Service Communication 94/72. This issue stems from the roller-follower valvetrain design and marginal oil flow to the upper cylinder heads at elevated engine speeds. Later production units (post-1995) incorporated revised oil gallery routing and updated camshaft profiles to reduce wear rates.
Production years 1993–1995 meet Euro 2 standards; 1996–1997 models comply with Euro 3 depending on market (VCA UK Type Approval #VCA/EMS/7890).
The Ford F6C is a 2,967 cc V6 petrol engine engineered for executive and light-commercial platforms (1993–1997). It combines DOHC 24-valve architecture with sequential multi-point fuel injection to deliver high-RPM responsiveness and smooth operation. Designed to meet Euro 2 (and market-specific Euro 3) standards, it balances performance with drivability in larger vehicles.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 2,967 cc | |
| Fuel type | Petrol | |
| Configuration | V6, DOHC, 24-valve | |
| Aspiration | Naturally aspirated | |
| Bore × stroke | 93.0 mm × 73.0 mm | |
| Power output | 147 kW (200 PS) @ 6,000 rpm | |
| Torque | 265 Nm @ 4,750 rpm | |
| Fuel system | Sequential multi-point fuel injection (Siemens ECU) | |
| Emissions standard | Euro 2 (pre-1996); Euro 3 (1996–1997) | |
| Compression ratio | 10.3:1 | |
| Cooling system | Water-cooled | |
| Turbocharger | Not applicable | |
| Timing system | Double-row timing chain (non-interference) | |
| Oil type | SAE 10W-40 (API SH/CD) | |
| Dry weight | 185 kg |
The naturally aspirated V6 design provides smooth, linear power delivery ideal for highway cruising and load-carrying applications but requires higher RPMs for peak performance. Regular oil changes are essential to prevent camshaft wear, particularly in high-mileage or high-speed operation. SAE 10W-40 oil meeting API SH/CD standards is required to maintain valvetrain lubrication and prevent sludge buildup. The Siemens ECU is robust but sensitive to vacuum leaks and injector coking; annual inspection of intake hoses and injectors is advised. Post-1995 models should follow updated oil flow verification procedures per Ford SIB 94/72 to ensure adequate upper-end lubrication. Catalytic converters on Euro 3 models require unleaded fuel only and are prone to blockage if misfires occur.
Oil Specs: Requires SAE 10W-40 API SH/CD specification (Ford SIB 94/72). Supersedes earlier mineral oil standards.
Emissions: Euro 2 certification applies to pre-1996 models only (VCA Type Approval #VCA/EMS/7890). 1996–1997 models meet Euro 3 in UK and EU markets.
Power Ratings: Measured under DIN 70020 standards. Output consistent across all markets; no performance variants documented.
Ford Technical Information System (TIS): Docs DUR-6C-01, DUR-6C-02, SIB 94/72
VCA Type Approval Database (VCA/EMS/7890)
ISO 1585:1976 Road vehicles — Engine test code — Net power
The Ford F6C was used across Ford's Scorpio/Granada platforms with longitudinal mounting and adapted for Transit van applications. This engine received platform-specific adaptations-reinforced engine mounts in the Transit and revised exhaust manifolds in the Scorpio-and from 1996 the facelifted Scorpio models adopted the updated Duratec 3.0L VCT variant with variable cam timing, creating interchange limits. All adaptations are documented in OEM technical bulletins.
Locate the engine code stamped vertically on the left-side cylinder head, near the cam cover (Ford TIS DUR-6C-03). The 8th VIN digit indicates engine type ('H' for 3.0L V6 series). Pre-1996 models have a round air cleaner housing; post-1996 units use a rectangular intake box with integrated airflow sensor. Critical differentiation from 3.0L VCT: F6C uses fixed cam timing with Siemens ECU, while VCT uses variable cam timing with updated ECU mapping. Service parts require production date verification - camshafts for pre-1995 engines are not compatible with later revisions due to profile and oil feed changes (Ford SIB 94/72).
The F6C's primary reliability risk is premature camshaft wear, with elevated incidence in high-mileage or poorly maintained units. Internal Ford service reports from 1995 indicated a notable number of pre-1995 engines requiring camshaft replacement before 140,000 km, while VCA records show increased emissions test failures linked to valvetrain wear in older examples. Extended high-speed driving and infrequent oil changes increase mechanical stress, making lubrication maintenance critical.
Analysis derived from Ford technical bulletins (1993-1997) and UK DVSA failure statistics (1995-2002). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about FORD F6C.
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