mass-hole

Its not related to the 2.7 at all though. Its an aluminum block vs CGI for the 2.7

2017ExecFx4

Thanks for all the replies gang. I'm happy to see I'm not the only one confused by the move. @oldguy1946 thanks for pointing out the website info...that is where I read it too. I suppose that could be wrong?

I guess time will tell. I am quite happy to see Ford going back to RWD primary on the Explorer.

acdii

Not that hard to figure out. 2.7 is a truck engine, designed for trucks, and the 3.0 is a car engine, designed for cars and light SUV. The Ford 3.0TT is a Lincoln engine that is being put into the Explorer as well. It is not related to the 2.7 in any way. It appears , according to the Wiki, the 2020 Aviator Hybrid will have 450HP and 600 lb-ft of torque. Will have to wait a few months to find out if true or not. Of course the 50HP and almost 200 lb-ft bump comes from the electric motors.

Threeper88

I’ve heard this both ways a few times now. The 2.7 and 3.0 are closely related or not?

acdii

The 2.7 is a family called Nano. The 3.0 is not in that family and was strictly a Lincoln engine only, but made it's way into the Explorer.

2017ExecFx4

@acdii While I understand normally aspirated engines were previously engineered for either truck or car......I guess my confusion comes in when the torque output is the same (or better) at the same or near the same RPM.

Maybe asked another way - if it isn't the torque rating; and, when it comes in....what is it that makes something a "truck motor"? (this is a genuine question, I'm not trying to be argumentative.)

vulnox

Usually truck engines have stronger components, and stronger components are often heavier, which in an engine is often moving mass. The 5.0L in the F-150 for example is 395HP/400lb/ft TQ, but in the Mustang, despite being the same underlying structure, is 460HP/420lb/ft TQ. The F-150 engine is tuned and built for towing and stress, with heavier duty components. The extra moving mass robs it of some power, but also ensures it is unlikely to grenade climbing Pike's Peak with a trailer.

So I suspect the reason the 3.0L and 2.7L exist is that the 3.0L is cheaper to manufacture for lighter duty applications due to it being (I guess, based on this thread) an Aluminum block and likely lighter duty components, while the 2.7L is more expensive to manufacture but that extra cost is easier to hide in a $50k+ truck that already has a ton of margin. SUVs have good margin, but not quite as good as trucks and are also a much more price competitive segment where an extra $500 on MSRP for an overbuilt engine (for that application) would hurt sales.

acdii

The manufacturer decides that with these engines, but the 2.7 was first used in the F-150's and trickled down into the other models from there.

Here is some interesting information though. I looked up the Lima engine plant where the 2.7 is produced, and they also produce the 3.0 there as well, so the Wiki is not accurate. The 3.0 is a Nano based engine.

Production History

Current products: 3.3/3.5/3.7-liter TiVCT Duratec V6, 2.7/3.0-liter EcoBoost V6


I think the biggest thing that causes confusion is that the 3.0 is not labeled as an Ecoboost engine, but rather a Twin Turbo 3.0 V6 by Lincoln. Only on the Explorer ST is it labeled as Ecoboost.

Here is the wiki on it,

3.0 L Edit

A 3 L V6 twin-turbocharged gasoline direct-injection engine was released in 2016 that produces between 350 and 400 horsepower. Currently, the 3.0 L is mostly exclusive to the Lincoln line-up to include the MKZ (which replaces the 3.7 L Ti-VCT Cyclone V6 engine the previous year), the Continental, and the upcoming 2020 Aviator and Ford Explorer. The engine offers Dynamic Torque Vectoring with available AWD in selected models.

ApplicationsEdit

• 350 hp (261 kW) at 5500 rpm, 400 lb⋅ft (542 N⋅m) at 2750 rpm (Front-wheel drive only)
  • 2017– Lincoln MKZ
• 365 hp (272 kW) at TBD, 380 lb⋅ft (515 N⋅m) at TBD
  • 2020 Ford Explorer Platinum
• 400 hp (298 kW) at 5750 rpm, 400 lb⋅ft (542 N⋅m) at 2750 rpm (All-wheel drive only)
  • 2017– Lincoln Continental
  • 2017– Lincoln MKZ
• 400 hp (298 kW) at TBD, 415 lb⋅ft (563 N⋅m) at TBD
  • 2020– Ford Explorer ST
  • 2020- Lincoln Aviator
• 450 hp (336 kW) at TBD, 600 lb⋅ft (813 N⋅m) at TBD
  • 2020– Lincoln Aviator Hybrid

No mention of it's manufacture, but considering it is in the same plant, going to assume it is the same block as the 2.7 with different internals.

The difference being that the 3.0 was intended for, and started out in cars, where the 2.7 was intended for the F-150, started out there and made it's way into cars. Based on the history of these, It is quite possible that the 3.0 will make it into trucks, but I doubt it. Who knows, if it uses the same block, maybe Ford doesn't consider it strong enough for the truck demands. Larger bores can make a weaker block? :shrug:

Napalm

pretty sure the difference there is exhaust implementation and perhaps aggressive tuning. I would be very surprised to see on a platinum that the power ratings were based on 87 octane. It would be the ONLY combo in the entire ford lineup with that phrasing. Even my basic 2016 explorer states it's power ratings are on 91 octane pure gas.

Indeed and it would have to come in 3 colors. Purple, Merlot, or crushed suede.

AH so - I sit corrected then. So it does state AL I didn't see that at the very bottom before. WOuld be interesting to see that block configuration against the current 3.5LHO ecoboost.

Interesting however the 2.7L is not just used in the F150 it's also in the edge ST and the fusion sport. and something else. Wonder if it will be an F150 only engine soon seems odd.

dalola

From the C&D review of the Lincoln MKZ:

"Enter the 400 Club

Yet, despite the preceding sarcastic bluster, there’s some new mechanical substance under the newish MKZ skin. That’s in the form of a 3.0-liter twin-turbocharged V-6 with direct injection and variable valve timing that, at least for now, is exclusive to Lincoln. Related to the 2.7-liter EcoBoost turbo V-6 used in the 2017 Ford Fusion Sport, this V-6 (labeled 3.0 GTDI, as Lincoln doesn’t say “EcoBoost”) gains displacement via an increase in cylinder bore from 83.0 millimeters to 85.3 and a stroke lengthened by 3.0 millimeters to 86.0. Also, whereas the 2.7’s block is cast iron, the Lincoln’s 3.0 is aluminum."

I would look no further than cost, as to why the 3.0 uses aluminum vs. CGI. CGI is probably not needed in a car/SUV application, for durability reasons I suppose.