Ford 3.7L V6 Duratec: Everything You Need To Know

Ford already dethroned the larger Duratec 3.7 engine with a smaller and sturdy engine under the name of the 3.5 Ti-VTX V6 in 2015. However, due to the impact of these engines, Ford continued to use them for some vehicles.

It is more widely known for being the mainstay engine – before the 3.5, to the Mustang and F-150 vehicles. 

Where does this engine place, and what legacy does it have? 

Join me as we go with these details. 

What are Ford 3.7 Duratec Engines? 

The Ford 3.7 Liter, also known as the Duratec 37 engine, is the 3.7 Liter version of the Cyclone line of machines intended to bring buffs and power to heavier or premium vehicles.

A little background on the cyclone engines. The latest DOHC family of gasoline V6 engines was introduced in 2006 by the Ford Motor Company. 

The Ford Cyclone engine has come a long way before its arrival in 2007 for the Ford Edge and other Lincoln-badged luxury variant vehicles. Before the Cyclone circulated as the new namesake and design for cars, it underwent many changes.

Ford Essex engine in 1981, Ford Vulcan engine in 1985, and the original and accurate profile of Duratec engine in 1993. 

 Though Ford continues to use the Duratec badge, the Cyclone does not share the features, components, or design with the previous Duratec engine and new. 

Back to the Duratec 37, the engine has an added displacement due to increased cylinder bore diameter. However, Duratec 37 has the same piston stroke as the 3.5 Duratec; the dimensions are 95.5 mm and 86.7 mm, respectively. 

Ford sells this engine as the CSG-637 for industrial use, replacing the 4.2 Essex engine and manufactured under the license of Engine Distributors Inc. 

In addition to that, a new version of the Ford 3.7 Duratec engine was unveiled a few days before the 2009 Los Angeles International Auto Show for the 2011 Mustang, making it the first Duratec engine since the Lincoln LS to be used in a production rear-wheel-drive car. 

This version of the Duratec 37 features Twin Independent Variable Cam Timing (Ti-VCT), delivers 31 mpg in the Mustang, and is the first production engine to deliver in excess of 300 HP. 

Engine Specifications and Design:

  • Production Run: 2007 – Present
  • Cylinder Head Material: Aluminum
  • Cylinder Block Material: Aluminum
  • Configuration: V6 
  • Bore: 95.5 mm
  • Stroke: 86.7 mm
  • Valvetrain: DOHC four valves per cylinder
  • Displacement: 3.7 L (3726 cc)
  • Compression Ratio: 10.5
  • Weight: 450 lbs. (Dry)
  • Maximum HP: 305 HP at 6,250 – 6,500 RPM
  • Maximum Torque: 280 lb-ft at 4,000 – 4,250 RPM

Engine Design:

Let’s take a closer look inside the engine!

Cylinder Block 

The Ford Duratec 37 engine has a cast aluminum cylinder block featuring modern features with the standard ones, the one they used in prior engines. The engine has a structural rear sump cast-aluminum oil pan and a removable rear main seal cover plate.

Courtesy of the Ford, they used the same piston stroke; maybe they want consistency and branding. 

The cylinders have an open-deck design with cast-in liners and are fully floating mounted at the top of the engine block. The engine is also equipped with a forged crankshaft made from alloy steel, six-bolt billet steel main caps, and cast-in oil squirters.

These squirters matter, too, because they regulate the temperature of the pistons. 

If the temperature goes beyond the optimal levels, the internal components may suffer from heightened friction. Thus, decreasing the performance and potential abilities of the engine. 

Cylinder Heads

The Ford Duratec 37 engine has aluminum cylinder heads. The heads have four valves per cylinder and two chain-driven camshafts placed at the top. A primary timing chain is the main driver of the system – it drives the water pump and intake camshaft.

Meanwhile, the intake camshaft for each cylinder bank provides rotation to the exhaust camshaft through a secondary small single-roller chain. 

Engine models prior to 2011 came with variable cam timing (iVCT) in the intake camshafts only. However, succeeding models in 2011 has the twin-independent variable cam timing on both the intake and exhaust camshafts.

The valve train uses Ford’s Direct Actuating Mechanical Buckets (DAMB), in which the contact surface is polished. 

The valve sizes are 36.83 mm for the intake and 20.99 mm for the exhaust; both valves have 5.5 mm stems. The intake valve lift and exhaust valve lift are approximately 9.9 mm and 9.1 mm, respectively.

The Ford 37 Duratec uses Ford’s Front-end accessory drive (FEAD), which has no idlers or tensioners to siphon power from the engine. 

Intake and Exhaust Manifold

Mounted on top, the engine has a two-piece intake manifold with the fuel injectors placed in the lower intake piece. Both of these upper and lower intake manifolds are made from plastic, while the exhaust manifold is made from cast iron.

The Ford 3.7 engine in the Mustang and F250 have manifolds that have the shape of the oval exhaust ports to the collector. 

Applications of the Ford 3.7 V6 Duratec Engine: 

  • 2008 – 2009 Mazda CX-9 
  • 2009 – 2013 Mazda 6
  • 2009 – 2012 Lincoln MKS
  • 2010 – 2012 Lincoln MKT
  • 2011 – 2013 Ford F150
  • 2011 – 2014 Ford Mustang
  • 2011 – 2015 Lincoln MKX
  • 2011 – 2014 Ford Edge Sport
  • 2013 – 2016 Lincoln MKZ
  • 2013 – 2016 Lincoln MKS
  • 2013 – 2018 Lincoln MKT
  • 2013 – Present Radical RXC V6
  • 2012 – 2015 Ginetta G60
  • 2015 – 2019 Ford Transit
  • 2015 – 2017 Ford Mustang
  • 2016 AM General MV-1
  • 2016 – 2018 Lincoln MKX
  • 2017 – 2020 Lincoln Continental 
  • 2015 – Present CSG-637 
  • 2013 – 2019 Ford Police Interceptor Utility
  • 2013 – 2019 Ford Police Interceptor Sedan 

Engine Tuning, Modifications, and Upgrades

A low-key British manufacturer named Radical Sportscars installed their in-house Radical RXC V6 models (track-only race cars and street-legal road cars) with Ford 3.7 Duratec.

This machine produces 350 hp at 6,250 rpm and 320 lb-ft of torque at 4,250 pm. 

However, another British company, the Ginetta Cars, used a 3.7 Ti-VCT engine for the 2012-2015 Ginetta G60. The result is that the engine delivered 310 hp at 6,250 rpm and 288 lb-ft of torque at 4,500 pm.

Problems Surrounding Ford 3.7 V6 Duratec Engines:

I know that you already know this, that there are no perfect engines. The age, mileage, the amount of wear and tear of the components account for the overall deterioration and declining engine performance of the engine in the long term. 

You cannot stop the flow of things, though, as they have to be replaced, especially if they are standard maintenance items that need periodical changes to serve their functions efficiently.

Listed below are some issues that your Ford 3.7 V6 Duratec might encounter: 

1. Water Pump Issues

The first concern regarding the Duratec 37 engine is its traverse orientation. The water pumps placed on the 3.5L V6, 3.5 EcoBoost, and the 3.7 V6 engines have the tendency to fail and may potentially break the engine when that happens.

It is also hard to reach these water pumps because they are internally mounted and driven by the timing chain. 

You have to go through a lot of components before you can locate the pumps. Anyway, as a result of a failed water pump, minuscule amounts of antifreeze go into the crankcase.

When mixed together with the engine oil, this concoction can potentially damage the connecting rod bearings and the head gaskets. 

Unfortunately, there are no early warning signs regarding this issue as they occur out of nowhere; without warning. In addition, the repair costs and other charges are pretty expensive for this issue, so you might want to save up a little if ever it comes knocking on your door. 

You have two options for this kind of issue, either you disassemble or remove the pump, or you need to replace the engine. A lawsuit was filed against Ford with this issue.

The longitudinally mounted engine variants of the 3.3, 3.5, 3.5 EcoBoost, and the 3.7 V6 now use an external water pump to eliminate the hassle on water pump access. 

Affected Vehicles on this issue: 

  • 2008 – 2009 Mercury Sable 
  • 2008 – 2009 Taurus X 
  • 2007 – 2018 Ford Edge
  • 2009 – 2019 Ford Flex
  • 2010 – 2012 Ford Fusion Sport
  • 2007 – 2016 Lincoln MKZ
  • 2009 – 2013 Mazda 6 3.7 V6
  • 2007 – 2015 Mazda CX-9
  • 2008 – 2019 Ford Taurus
  • 2017 – 2020 Lincoln Continental 
  • 2007 – 2018 Lincoln MKX
  • 2010 – 2019 Lincoln MKT
  • 2011 – 2019 Ford Explorer
  • 2013 – 2019 Ford Police Interceptor Sedan
  • 2013 – 2019 Ford Police Interceptor Utility
  • 2009 – 2016 Lincoln MKS

2. Water Pump Bearing Failure

In relation to the water pumps, the water pump bearings are also vulnerable to failing. In recent Duratec versions, the chain-driven pump at the front also works as an alternate of an intermediate timing chain sprocket, turning the vector of applying force by 120-degrees. 

When these bearings fail, it causes the movement of the timing center leading to some serious problems inside the cylinders and valve train. Further, the coolant leakage that should weep out the front of the timing cover ends up mixing with the engine oil and forms a milky oil in coolant emulsion inside. 

3. Cam Torque Actuated Phasers Issues

If the water pump issue plagued mostly the earlier i-VCT engines, however, the cam torque actuated phasers affect the tail end of these engines. It’s like part 1 and 2 episodes. Okay, then to proceed, the Dual Variable Cam Timing technology imposed by Ford is pretty complex at this time, involving many parts. 

You what it is, if you have many moving parts, you have a lot of contacts and a lot of things going on at the same time. 

It is a good addition, though to an already established engine, but there are issues regarding these guys. These components rotate each camshaft relative to the timing. These cam torque phasers, when they fail, can cause other problems if not addressed quickly and properly.

On top of that, it is also expensive to fix this kind of issue. 


After going through the overall rundown of the engine, all I can say is that this engine has already established itself as one of the longest-running engines. The name that Ford introduced put people in a different perspective in the engine.

It is best for traversing and city driving with a little bit of aggressiveness spice. That’s the flavor that these engines serve. 

15 thoughts on “Ford 3.7L V6 Duratec: Everything You Need To Know”

  1. Many thanks for the heads up. Would love to know what the lawsuit forced ford to do in terms of reimbursement. I like the look of the mkx but now i will have to leave it. It seems unreal that so many different engines. have catastrophic issues. At least some can be repaired proactively but it appears that this is not one of them. Its very interesting to note that it seems like the engine blocks of most engine types will go the distance if the valve train would only do the same. Sad that early testing does not show these issues before they are production runs. I guess this all started around the time of the silicone aluminum vega engines.

    • The lawsuit was dismissed so nothing happened. As someone below noted in the comments, it seems many manufacturers have engine issues. They are trying to wring more power, more efficiency, and lower emissions out of engines while still meeting cost targets, and that leads to issues.

      Ford had some reason that they deemed important to put the water pump inside the engine. That doesn’t mean the engine is defective, it just means that failed water pumps can be very costly, if not catastrophic.

  2. Hi, honestly it is incredible to accept that a company like Ford has designed such a complicated engine, with an internal water pump that when it fails, can damage the entire engine, after reading about all the problems that the Duratec has and being a consumer of Ford products, I feel deeply disappointed, I have a van Transit 250 3.7 2016, it is my number one work tool but after reading all the explanations that have been exposed here, I only think about changing brands, I think in buying a van but of another brand, maybe Mercedes Benz or Dodge, honestly I don’t know but I can’t believe that Ford makes such mistakes in the design of an engine being pioneers in the automotive industry, I feel really disappointed, I think it doesn’t have It makes sense for me to insist on buying another Ford cargo van in the next year unless they change the engine design.

    • My 2012 mustang 3.7 has 105,000 miles on it and runs like a sewing machine. As a matter of fact, the whole car surpasses the longevity and performance of my wife’s Honda Accord. Change the oil regularly and tune it up at 100,000 miles. No leaks anywhere. But I am 66 yrs old and only use it for to and from work, and only rarely hammer it. Photos on facebook.

  3. All the main car companies have problems with the new tech motors, ever since 2002ish time frame. Dodge, Chrysler, ford, Chevrolet, gmc, Hyundai, Mazda ,toyota, bmw, Mercedes, alfa Romeo, Honda ect. If its not the engine that isn’t proven for long time dependability, then its the transmission or axles that they design to meet new govt mpg, that makes them a weak link, not tried and true to prove there worth.

  4. Well tks for the heads up. One car you didn’t mention is the 2012 Morgan 3.7L Roadster from the UK which mates this sophisticated Aluminum engine with a 1940’s ladder chassis, over mounted rear leaf suspension, front sliding pillar front suspension patented in 1912, – and a coach built aluminum body over Belgian ash coachwork! Somehow it all works!

  5. I have not previously realized that so many Ford engines have problems that leave the vehicle owner holding the bag with regard to repairs. Having had a similar experience with Lexus and their secret and selective (we’ll fix yours, but not theirs) warranties, I dumped that vehicle and bought the third Ford Pickup of my lifetime. Only two of them had the “Problematic 3000” engines. Poorly designed and not responsibly managed aftercare. If you cant design them right, why would you then manufacture them? One was the 6.0 Diesel and this is the 3.7.
    It’s not like Ford just started out in the business.

    • The 6.0 diesel was a Navistar International engine, successor to the 7.3 Power Stroke. Problems with this engine and warranty disputes were among a number of reasons that Ford terminated its long partnership with International and began putting their in-house designed 6.7L diesel in their trucks. Navistar made a number of horrendous decisions in the first decade of the 21st century (not just in regard to Ford) that severely weakened the company and ultimately led to its losing its status as an independent company. It is now a part of the Traton Group, basically, owned by Volkswagen.

  6. I have a 2014 Mustang with the 3.7L Ti-VCT engine. It has 70,000 miles on it. Never had any issues with it until driving through some water that up to the rocker panel, just below the door. The intake is located in front at the grill. It gulped some water and broke a rod. It was probably from the wave the pickup passing me generated. In any case that won’t ever happen again. I never realized the intake tube terminated at the grill. In any case, lesson learned. Building the engine up from a new block and new rod with some excellent head work by Tom Leuer. It had gotten 34.5 mpg on a trip and always given good performance. Expecting a little better performance with the optional 3.31 rear gear set and comparable mpg.

  7. Trying to do a favor for my HVAC maintenance guy. He has always been there for me and I would like to return the favor since I am retired and have the time. He has a 2018 250 Ford Transit Van with the 3.7 V6 that suddenly shows oil in the coolant but no coolant in the oil… Where should I start – I understand this model does have the external water pump.

  8. The 6.0 diesel was a Navistar International engine, successor to the 7.3 Power Stroke. Problems with this engine and warranty disputes were among a number of reasons that Ford terminated its long partnership with International and began putting their in-house designed 6.7L diesel in their trucks. Navistar made a number of horrendous decisions in the first decade of the 21st century (not just in regard to Ford) that severely weakened the company and ultimately led to its losing its status as an independent company. It is now a part of the Traton Group, basically, owned by Volkswagen.


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