V for variety
The V6 engine has been around since the start of the 20th century, but it wasn’t until after the Second World War that it really got going.
This configuration has gone on to power some of the most intriguing and diverse spread of classic cars.
Here, we celebrate the V6 engine in its many different applications, from luxury car to supercar, presenting the cars in chronological order.
1. 1950 Lancia Aurelia
Regarded as the world's first production V6 engine, Lancia’s 60-degree motor was installed in the Aurelia to give easy power in this compact and upmarket saloon.
The V6 design offered greater smoothness than Lancia’s V4s and it was offered in 1754 and 1991cc forms.
Designed by Francesco De Virgilio, he worked hard to achieve the engine’s vibration-free drive.
However, the first Lancia V6s only produced a miserly 56bhp due to the low compression needed to work with poor-quality fuel at the time. Later 2.2-litre versions of the V6 increased that to a more acceptable 90bhp.
2. 1951 Lancia Aurelia B20 GT
If the Aurelia saloon had proven the concept of the V6 engine for Lancia, the B20 GT coupé, and the B24 Spider that followed in 1955, took its development to a much higher plane.
The B20 started with the same 1991cc capacity as its saloon sibling, with 75bhp initially to power this pretty fastback.
Lasting for eight years and sold in six series, the B20 gained a 2.5-litre V6 in 1953 with 118bhp, though this was detuned to 112bhp for the final sixth series cars.
Fourth-series cars from 1954 gained a de Dion rear suspension design that was better able to cope with the B20’s performance.
3. 1966 Ford Zephyr
The Zephyr was the last of the British-market-only big Ford saloons and, as such, used the ‘Essex’ V6 engine in 2.5- and 3-litre capacities.
The smaller engine was for the Zephyr, while the 3-litre motor was reserved for the more upmarket Zodiac version, which came with a floor-mounted gearshift as standard and was identified by its quad headlights.
Ford had already used its German-made ‘Cologne’ V6 engine since 1964, but the two V6s from either side of the Channel were unique in their design and didn’t even share the common capacities.
The Essex engine was reckoned to offer better low-down torque than the Cologne unit, which made the British engine well suited to its use in the hefty Zephyr range.
4. 1966 Gilbern Genie
Like many low-volume car makers looking for reliable, affordable power for their sports cars, Gilbern turned to Ford’s V6s for its Genie.
The car was offered with the 2.5-litre Essex V6 from Ford, but most customers opted for the meatier performance of the 3-litre unit, which endowed the glassfibre-bodied Genie with a top speed of more than 120mph.
The 3-litre V6 engine in the Genie may have had a relatively light 965kg (2127lb) to propel, but fuel economy wasn’t a major concern.
To give the Genie a decent driving range, Gilbern equipped its grand tourer with twin 6½ gallon fuel tanks.
5. 1967 Fiat Dino
Before Ferrari got its hands on this superb small V6, Fiat used it to brilliant effect in its own Dino coupé.
The first models came with a 1987cc version with a fairly modest 158bhp, but it was sufficient to see the Dino 2000 hit 124mph and cover 0-60mph in 8.1 secs, so it was a brisk car for its time. All models came with a five-speed manual gearbox as standard.
When Fiat enlarged the quad-cam engine to 2418cc in 1969, it came with a boost in power to 177bhp that meant the coupé could now reach 127mph.
The convertible Spider model was even quicker with a top end of 130mph and 0-60mph in 7.5 secs.
6. 1968 Ford Capri
One of the biggest exponents of the V6 engine, the Ford Capri started out in life using both Cologne and Essex V6s, depending on which model you chose.
The top of the line 3000 had the 3-litre Essex motor, but the motorsport homologation RS 2600 used the German-built engine as its basis in 1971.
The RS 2600 was superseded by the RS 3100 in 1973, which used the Essex V6 as its starting point and, in full motorsport tune, could produce up to more than 400bhp.
Most Capri owners, however, were more than happy with the road car’s power, which culminated in the last 158bhp 2.8i Special models.
7. 1968 Reliant Scimitar GTE
Reliant had already made the switch from Ford’s straight-six engines to the Essex 3-litre V6 with its Scimitar SE4 model.
However, it’s the SE6 GTE that is most closely associated with this engine, which gave it the GT legs to match its groundbreaking sports-estate looks. The GTE could get from rest to 60mph in 8.9 secs and was good for 121mph all out.
Thanks to the design of the Scimitar, there was enough room in front of the V6 engine to mount the spare wheel, which also helped keep the practical boot unencumbered.
The last of the Scimitar line, including the GTC convertible, switched to the 2.8-litre Cologne V6.
8. 1969 Ferrari Dino
Ferrari made excellent use of Fiat’s all-alloy 2-litre V6 in its pretty, small coupé.
In the mid-engined 206, Ferrari claimed the engine produced 174bhp, but this was hype because the motor was built by Fiat alongside those for the 2000 coupé that made do with 158bhp.
Only 150 Dino 206s were made before Ferrari switched to the iron-block, 2.4-litre engine with 192bhp at a giddy 7600rpm.
This engine came with alloy cylinder heads and gave the Dino the performance it deserved, with a top speed of 145mph and 0-60mph in 7.1 secs.
The transversely mounted V6 in the Ferrari used a five-speed manual gearbox with a transaxle.
9. 1969 Fiat 130
It would have been simple for Fiat to fit its existing V6 into its new large saloon, but instead it came up with a new 2.8-litre V6 for the 130.
Notably, this engine used cam belts rather than the chains of its smaller sibling. At its launch, the 60-degreee V6 offered a modest 139bhp, but this was improved to 160bhp for 1970.
In 1971, Fiat increased the engine’s size to 3.2 litres, with a consequent rise in power to 165bhp.
None of this made the 130 saloon any more appealing, but the Coupé that went on sale in 1971 caught the imagination with its clean-cut Pininfarina lines and 123mph top speed thanks to the larger V6 engine for this model.
UK-supplied Fiat 130 Coupés were all automatic, but a five-speed manual gearbox was offered elsewhere.
10. 1970 Citroën SM
The Citroën SM’s V6 engine was one of the few tangible benefits the French firm gained from its short ownership of Maserati from 1968 to 1975.
This lightweight, aluminium engine was unusual for its 90-degree V, but this helped it sit under the SM’s sleek, low bonnet.
The engine was also unusually mounted behind the gearbox that drove the front wheels, essentially making the SM a front mid-engined car.
A 2.7-litre capacity was dictated by French car tax rules at the time, but the V6 still offered 168bhp.
Thanks to the SM’s aerodynamic shape, this gave a 135mph top speed, while 0-60mph was recorded in 8.8 secs.
Most SMs came with a five-speed manual gearbox, but a few were built with a three-speed auto. The V6 went on to be used in the Maserati Merak and also the Ligier JS2.
11. 1971 TVR 3000M
Ford again came to the aid of a low-volume sports-car maker when TVR adopted the Cologne V6 for its 3000M.
The British performance-car firm had already used the engine in its Tuscan V6 of 1969, but the 3000M was a more modern machine and much bigger seller – TVR sold 654 3000Ms to 101 Tuscan V6s.
Alongside the 3000M, TVR sold the Taimar with the same V6 motor but an opening tailgate for added practicality, while the 3000S was an open-top version of the M.
All used the 138bhp 3-litre V6 which, in the lightweight TVR, meant a 121mph top speed and 0-60mph in a spirited 7.7 secs.
There was also the Turbo that used the V6 with forced induction to offer 230bhp for 0-60mph in 5.8 secs and 140mph, though only 33 in total were made.
12. 1972 Ford Granada
On its launch in 1972, Ford kept the Granada name for the higher trim version of its new executive contender.
Lower-order models in the line-up were called Consul, though they too could be bought with the 3-litre V6 in addition to the Consul-only 2.5 V6.
To confuse matters further, Ford also built the Granada Mk1 in Germany and the UK, though latterly production shifted solely to the company’s Cologne factory.
The most desirable first-generation Granada was the 3-litre Ghia model with its V6 and three-speed automatic transmission.
As well as saloon and estate versions, this could also be had as a two-door fastback coupé.
When Ford introduced the Mk2 Granada in 1977, all V6 models used the Cologne-made engines with up to 160bhp from the 2.8i fuel-injected version.
For the third generation, the ultimate V6 model was the Scorpio 24v that used a 201bhp Cosworth-developed 2.9-litre engine.
13. 1972 Maserati Merak
A circuitous path took the Alfieri-designed V6 from Maserati to Citroën and back to Maserati when this motor appeared in the Merak in 1972.
Unlike the Citroën SM with its 2.7-litre capacity, Maserati went for a larger size, the 2965cc V6 producing 188bhp.
The Merak also turned this V6 engine around so it sat in the middle of Maserati’s new entry-level sports car, whereas the Citroën had its engine in the front.
It proved a successful formula for the Italians, because the Merak found 1820 buyers in an 11-year production span.
The SS was a lighter version with its V6 tuned to give 217bhp, while the 2000 GT used a 1999cc version of the V6 to get around tough Italian tax rules introduced in 1977.
14. 1973 Lancia Stratos
Knowing its Fulvia coupé was nearing the end of its time as a frontline rally car, Lancia adopted Bertone’s concept from 1970 and turned it into the Dino-V6-powered Stratos.
The engine and gearbox were the same as in the Dino 246GT, but in the stubby Stratos it made for an extremely powerful and agile rally machine.
Launched in 1973, Lancia built 500 examples of the Stratos to qualify for the World Rally Championship, and its purpose-built car went on to win a hat-trick of titles between 1974 and 1976.
Ferrari had been initially reluctant to supply the V6 engine to Lancia, because it felt the Stratos would be a rival to the Dino, but when Dino production ended in 1973, so did Ferrari’s recalcitrance of selling engines to Lancia.
15. 1974 Peugeot 504 Coupé and Cabriolet
The fine lines of the Peugeot 504 Coupé and Cabriolet had been gracing roads since 1968, but it wasn’t until 1974 that these sleek models received an engine worthy of their looks.
They were the first cars in Peugeot’s model line-up to use the new 2.7-litre PRV (Peugeot-Renault-Volvo) V6, which offered 134bhp and relaxed cruising in keeping with these cars’ grand routier appeal.
To begin with, the engine was slightly hampered by a four-speed manual gearbox, but this was swapped for a five-speeder from 1978.
In 1977, the engine also moved from carburettors to fuel injection, boosting power to 142bhp for 0-60mph in 10.2 secs and a 117mph top speed.
16. 1976 Alpine A310
Knowing it needed to offer a car to keep buyers from choosing a Porsche, Alpine used the 2664cc V6 engine developed jointly by Renault, Peugeot and Volvo.
With 148bhp, it gave the A310 a shot in the arm to boost top speed to 137mph and reduce the 0-60mph to 7.7 secs.
The rear-mounted V6 engine sounded great and allowed for a snug 2+2 cabin, while handling was excellent.
A Pack GT Boulogne model with an enlarged 2.9-litre, 190bhp engine wasn’t enough to keep sales buoyant, however, and the A310 V6 went off sale in 1985 after 9276 had been built to be replaced by the GTA V6.
This newer-generation car finally got the power it needed with the Turbo version.
17. 1977 Volvo 262 C
As part of the triumvirate that developed the PRV V6 engine, Volvo first used the 2664cc engine in its 260 Series cars in 1974.
The smooth, if slightly sedate, power of the engine suited Volvo’s customers and it leant itself just as well to the unusual 262 C coupé.
Designed and finished by Bertone, the 262 C was distinctly un-Volvo like by the time of its launch in 1977, but the V6 engine fitted its luxury-cruiser image – later versions used a 2849cc derivative of the PRV V6 that could nudge the Swede to 120mph.
Even so, buyers proved thin on the ground and only 6522 of this Volvo coupé were sold during its four-year production span.
18. 1980 Alfa Romeo GTV6
Borrowed from the Alfa 6, it might not have looked too promising for the GTV coupé, but this recently introduced 2.5-litre V6 was a cracker.
It made 158bhp and drove through a five-speed transaxle to give the GTV perfect poise. Crucially, the GTV6 used Bosch fuel injection in place of the Alfa 6’s six individual carburettors to make it easier to start and far more reliable.
A top speed of 130mph and 0-60mph in 8.8 secs kept the Alfa firmly on terms with rivals as varied as the Ford Capri and Porsche 924.
The GTV’s engine also made by far the best noises, while a 3-litre version was offered in South Africa to homologate the Alfa Romeo for motorsport.
19. 1981 De Lorean DMC-12 – 1981
An unexpected recipient of the Peugeot-Renault-Volvo collaboration V6 engine was John De Lorean’s crisply styled coupé.
The DMC-12 mounted the 2849cc version of the V6 at the back, just like the Alpine A310. However, unlike the French car, the De Lorean did not handle well and this reputation added to the DMC-12’s woes.
A key issue with the De Lorean was its underwhelming performance. With only 130bhp from the V6 engine, it managed 0-60mph in 9.6 secs and 130mph, or worse if you chose the automatic gearbox in place of the five-speed manual transmission.
The car’s relatively heavy weight for the time of 1244kg (2742lb) also gave the V6 engine more work to do than it should have been burdened with.
20. 1981 Maserati Biturbo
Maserati switched to V6 power in all of its cars except the Quattroporte saloon, which stuck with a V8, when the Biturbo was introduced in 1981.
This compact range of two- and four-door saloons started out with a 1996cc V6 motor with twin turbochargers attached to generate 177bhp.
It was the first twin-turbo production engine, and it also began life with three valves per cylinder before shifting to four valves in late 1988.
Maserati also offered 2.5- and 2.8-litre versions of its V6 in the Biturbo body, but the most powerful of all the V6s was the 2-litre Ghibli Cup with 326bhp.
Only 60 of these 168mph race-bred road cars were made, though Maserati did relent to customer demand and produced a further 15 with the 2.8-litre V6 motor in 1997.
21. 1984 MG Metro 6R4
The MG Metro 6R4 started out its life with a 2.5-litre V6 created by lopping off two cylinders from the Rover V8, with a custom crank and parts from Rover’s SD1 motorsport engines.
However, for the proper run of homologation cars, Rover used a 3-litre, quad-cam V6 designed by former Cosworth employee David Wood.
First tests of the new engine found it could comfortably make 250bhp in basic Clubman specification that would be sold to the public.
However, the engine could easily be tuned to give as much as 410bhp for international rallying to take on the likes of the Peugeot 205 T16 and Lancia Delta.
When Group B rallying was banned at the end of 1986, the mid-engined 6R4 found a new outlet as a rallycross star.
22. 1988 Rover 800
Rover and Honda were close bedfellows throughout the 1980s, and this resulted in the British firm using the Japanese company’s 2.5-litre V6 engine in the flagship 800 series.
It seemed like a good idea, but the Honda V6’s power delivery didn’t suit an executive car, even if it offered 167bhp, or 173bhp for those who chose the automatic gearbox.
Fortunately, a 2.7-litre V6 was installed in the 800 a year and a half into its production life that solved the gutless feel of the earlier V6.
With 177bhp, the 2.7 V6 was mated to a four-speed auto as standard, with a five-speed manual as an option.
However, the sporty Vitesse model didn’t get any extra power as it had done in the SD1, so it had the same 9-sec 0-60mph time and 131mph top whack as the 827.
23. 1989 Alfa Romeo SZ
The Alfa Romeo 75 provided the base platform and its 3-litre V6 engine for the Italian firm’s SZ flight of fancy in the late 1980s.
With its controversial styling and composite bodywork, the 2959cc V6 engine with two valves per cylinder was positively normal by comparison.
It meant the SZ could go from rest to 60mph in 6.9 secs and max out at 153mph.
A Trofeo version of the SZ was built, though only 13 were made, with an engine nominally in standard tune but with balanced internals that allowed it to rev faster and higher for racing.
24. 1989 Citroën XM
Other cars used the same 3-litre V6 as the XM – Lancia Thema, Peugeot 605 and Saab 9000 among them – but the Citroën was the most intriguing.
Its looks and hydropneumatic suspension always set the XM apart, and with the V6 it had the smooth power to match its driving manners.
The XM was the first V6-powered Citroën since the SM and it started out with a 165bhp 3.0 V6, though it quickly developed a reputation for poor reliability because of oil starvation that caused the camshafts to wear.
A later PSA-derived V6 arrived in 1996 with 197bhp, to offer a glimpse of what the XM flagship should have been from the outset.
25. 1989 Nissan 300ZX Turbo
The Nissan 300ZX took over from the Datsun 280ZX in 1983, bringing with it a 3-litre turbocharged V6 engine in place of the earlier car’s straight-six.
Good as this first 300ZX was, it’s the second-generation Z32 model of 1989 that really nailed it as the spiritual successor to the original 240Z.
On looks alone, the Z32 was a huge success, but under the bonnet was a double-overhead-camshaft version of the 2960cc V6 aided by two Garrett AiResearch turbos to develop a claimed 276bhp up from the non-turbo version’s 222bhp.
The power figure was bang on the number for Japan’s notional power cap, but the 300ZX Turbo is widely thought to have made around 300bhp. Either way, it was good for 155mph and 0-60mph in 5.6 secs.
26. 1990 Honda NSX
Honda created a bespoke 2977cc V6 engine for the NSX, or Acura as it was known in North America.
It was no ordinary engine, because it produced 270bhp, without the need for turbochargers, which gave 0-60mph in 5.3 secs and a 157mph top speed.
It was, however, helped by Honda’s VTEC variable valve timing that allowed the engine to breathe better at higher revs by altering how long the valves stayed open.
Although the engine shared its bore and stroke with the V6 engine used in Honda’s Legend executive saloon, the NSX’s V6 was different in every other detail.
When Honda decided the NSX needed more power, it came up with a 3179cc derivative of the original 3.0 V6, with power up to 290bhp, plus there was a six-speed manual gearbox in place of the earlier five-speed unit.
27. 1990 Mitsubishi 3000GT
Mitsubishi threw everything at the technologically advanced 3000GT, including its 3-litre V6 engine.
The 24-valve, quad-cam 2972cc V6 came with twin turbochargers to generate a claimed 282bhp, which like the Nissan 300ZX Turbo met Japan’s power cap at the time, but it’s generally thought the 3000GT made at least 300bhp.
For Europe-bound 3000GTs, Mitsubishi swapped to larger turbochargers. This wasn’t to gain more power, but to lower the running temperature of the turbos to cope with prolonged high-speed driving on the autobahn.
Just as well when the 3000GT was capable of an electronically limited top speed of 155mph and 0-60mph in 5.8 secs.
28. 1991 Volkswagen Corrado VR6
The Volkswagen Corrado had already developed a strong following for its superb handling and performance, yet the VR6 model was the icing on the cake.
Launched in late 1991, the 12-valve VR6 used a very narrow 15-degree angle between the cylinder banks, so both were served by the same head.
This clever design allowed the V6 to fit in the space usually occupied by a four-cylinder inline motor.
The 2.9-litre VR6 engine for European buyers offered 188bhp, while US owners got a 178bhp 2.8-litre version. With the 2.9 V6 model, the Corrado was capable of 0-60mph in 6.4 secs and 145mph.
29. 1992 Jaguar XJ220
The Jaguar XJ220 should have been a V12-powered, four-wheel-drive hypercar, but by the time it reached limited production it was a 3.5-litre V6 twin-turbo rival to the Ferrari F40.
With 543bhp from the 3498cc V6, the XJ220 was, and remains, Jaguar’s fastest car with a top speed of 213mph and 0-60mph in 3.7 secs.
The switch to a V6 allowed the XJ220 to weigh less and have a shorter wheelbase.
Jaguar tasked TWR with developing the engine, which was based on the MG Metro 6R4’s, but significantly redesigned to increase its capacity and work with two turbochargers plus catalytic converters.
In the end, the compact V6 proved the ideal engine for the XJ220.
30. 1999 Audi RS4
Audi had already shown a little of what it was capable of with the 1997 S4 that used a twin-turbo 2.7-litre V6.
However, the RS4 of 1999 upped the ante considerably with this Cosworth-developed engine that used larger intercoolers and exhausts, plus a new engine-management system to produce 375bhp from 2671cc.
This first RS4 used a drive-by-wire throttle and came with four-wheel drive that featured a Torsen centre differential to apportion power to whichever axle could use it to best effect.
The result was a sensational 0-62mph time of 4.9 secs and a top speed officially clipped at 160mph, but which easily exceeded 175mph on the autobahn.
Only available as an estate, the RS4 ran until 2001 and 6030 were built.
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