ford v6 engine

06 Dec 2020
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Understanding this mid-year change helps explain the mix of castings that we have seen in these engines, but it really doesn’t make any difference which crank you use in a ’96 as long as you use the matching crank gear. With a 3.3L Ti-VCT V6 engine, 17-inch silver-painted aluminum wheels and more, the 2020 Ford® F-150 XLT is in a class of its own. This helped the converter “light off” sooner, so it did a better job of reducing emissions during the critical start-up and driveaway phase of the EPA emissions test. In the outgoing truck, the six-cylinder mill cranks out 450 … With that in mind, it’s probably not a good idea to swap these heads back and forth with any of the earlier castings. There have been four different cams used over the last 10 years. Ford introduced another new head in ’98. boat and trailer, consumption registered a decent 15.3 L/100 km. If going turbo, which one? Each one can be identified by the number of machined rings around the barrel and their proximity to each other, but the applications and possible consolidations can be pretty confusing, so let’s start with the original part numbers along with their applications and go from there. Doug Anderson. The 4.0L originally came with a piston that had a small dish that measured about 2.40? 16V/32V For cars and trucks. The original block was changed in ’95. boat and trailer with astonishing ease. Having this pin in the side of the lifter required a special design that had an inner and an outer body, so there’s some space in between them that can trap a lot of debris. Ford F-150 with the 3.5-litre EcoBoost engine, Ford F-150 with the 2.7-litre EcoBoost engine. The piston was revised again in ’98. See Chart A for information. 1 choice — underlined even more so with the introduction of the second-generation, aluminum engine. Plan on buying a lot of new pushrods, too. Hooray, more choices! About 25% of the ’96s were made with the 90TM crank that had the short keyway in the snout and 75% were made with the 96TM cranks that had the long keyway, but we’re told that there were also a few engines built with the 90TM cranks that were machined with the second step and the long keyway, so it’s best to double check all of them before using any of them. Even though the V8 would reluctantly not be our first choice, it ranks second only by a slim margin. Indeed, zero to 100 km sprints with the 2.7 are so close to the roughly seven-second mark achieved by the 3.5 that axle gearing and other factors can make the smaller motor quicker in the run to 100 km/h. stroke ended up with a 3.952? The ‘90-’96 crankshafts can be interchanged as long as the matching crank gear is used, but always remember to stake the early gear in place in one way or another whenever using a 90TM crank with the short keyway and the notch in the step. long. The 420 lb.-ft. of torque — increased to 470 in the new engine — simply gives the F-150 all the power it could ever need unless you’re Tony Stewart. It’s appreciably smooth and quiet with just a hint of desirable turbo whistle under light acceleration. It was replaced by a SOHC engine from this same family at the end of model year 2000. While the sound might be piped in on models with Sony stereos, it’s not acoustically fake, rather “digitally refined” from what the engine actually produces and sent through the truck’s speakers. If it were my money, the 2.7 — a $1,300 option on average — would be third choice. There’s also a more connected feel with the V8 that the V6 turbos somehow lacked. It was originally introduced back in 1986 and millions of them have been installed in a wide variety of front and rear wheel drive cars and trucks since then. All of these cranks had a six-bolt flange for the flywheel. The crank gear was timed to the crankshaft by the small tab on the back of the gear that fit into the shallow notch that was machined in the step at the back of the snout. For old-school traditionalists wary of turbo technology or those who like things simpler, your engine has eight cylinders. Each one is unique in some way, so none of them can be interchanged. All of these heads have the letter “A” cast into the head right above the right rear/left front exhaust port. Most of them are scuffed and worn on the tip due to the lack of oil in the socket. Ford also just announced it will be bringing a 3.0L diesel with an expected 440 lb.-ft. of torque to the mix in early 2018, just before a hybrid arrives for 2020. The 95TM-AD casting that came out in ’95 had the heart-shaped, fast-burn chambers that shrouded the intake valves. The dipstick hole remained the same at 0.380?. Or, if you prefer to have someone do them for you, rebuilt rockers are available from Delta Camshaft at 253-383-4152. The first 4.0L block was a 90TM-AB casting. on. Surprisingly smooth at idle and under acceleration, the 2.7 is the fuel economy leader, and it hustles the truck along briskly. The rear seal on the 4.0L has always been prone to leakage. Toyota makes it easy, offering two V8s but selling mostly one, and Nissan presents just one V8 in its half-ton. The roller lifters are held perpendicular to the cam by a steel pin in the side of the lifter that slides up and down in the groove that’s machined in the side of the lifter bore. in diameter. Shop the latest Engine Builder merchandise. 365 Bloor St East, Toronto, ON, M4W3L4, www.postmedia.com. However, it could become an issue when selling a crank kit because the gears are not interchangeable, so you have to know which one the customer has in order to supply the matching crank. That all depends on who you ask. Rebuilders should also be aware that there are new aftermarket heads available from several different sources. There’s one more consolidation that seems reasonable based on what we’ve learned: Throw away all of the FOTZ-B cams and use the FOTZ-A for everything from ’90 through ’92 and for all of the ’93-’96 Aerostars. You may want to consider flame-hardening the tips, too. The next-generation Ford Ranger Raptor has shown its sharp new face and petrol V6 engine for the first time… and it’s dressed up for Australia.. That’s right, the 2023 Ford Ranger Raptor has been snapped testing in right-hand drive with a petrol V6 engine under the bonnet, suggesting Australia should get a petrol-powered Raptor for the first time. Featuring a dual overhead cam (DOHC) design, in a V configuration, the Ford 3.5L EcoBoost architecture has been part of the Ford EcoBoost family of turbocharged engines since 2010. Use the F3TZ-B for the ’93-’95 engines that came with EGR and for all of the 4.0L engines from ’96 through 2000, except the ’96 Aerostar that should still use the FOTZ-A. bore and a 2.63? The dish looked a little bit different this time, but the real difference could be seen from the bottom of the piston. Use the F3TZ-A for the ’93-’95 Rangers and Explorers that don’t have EGR; and. Be sure to warn your assemblers and your customers so you don’t have to pay somebody to take it apart and do it over again. Ford had planned to discontinue the RWD Aerostar shortly after the FWD Windstar was introduced in ’95, but when it was realized that there were a lot of fleets that still liked the Aerostar, the company decided to keep on building it. For those of us who embrace new technology and either trust Ford’s engineering technology or purchase extended warranties or both, the 3.5-litre EcoBoost is the No. in diameter. The original 90TM casting had an oval-shaped chamber that was slightly bigger in diameter on the intake side. It’s pretty straightforward if you keep the castings straight and pay attention to the details. Watch Engine Builder's latest discussions and explanations. These castings were used on the Ranger and Explorer from ’95 through ’97 and on the Aerostar in ’97. While the overall average registered highest among the engines at 15.5 L/100 km, the V8 used only 0.9 litre more on average than the 3.5 turbo. in diameter. It’s a completely new design that shouldn’t be interchanged with the earlier, deep-dish pistons. The key can be a little hard to find because it’s a metric size; it’s available from Ford as well (p/n W702979S300). The fuel bill might be $500 more than the 2.7 over the course of a year, but decent highway fuel economy is not impossible with this V8. Both of the pan rails on the 97TM-AA casting were wider and there were two more gussets added between the pan rail and the horizontal rib that’s right above it on the passenger side. Is it a more traditional 5.0-liter V8 or a 3.5-liter twin-turbocharged V6? This was the same casting that was used in the SOHC 4.0L for ’97 and ’98, so the cranks from both engines can be interchanged, in spite of the fact that Ford gave them different part numbers. The first one had a small dish, the second one had a bigger dish and the most recent one is a lightweight version of the deep-dish design. We suspect that there are two reasons for this problem: (1) The material in the rockers appears to be too soft, so they wear on the tip, and; (2) there’s not enough oil getting to the pushrod socket, so it gets worn out, too. Rebuilders should definitely install a sleeve over the factory seal surface, but there are better alternatives in the aftermarket; Micro Sleeve (800-475-3383) and Classic (800-393-0544) both offer sleeves for the 4.0L cranks. It sounds great. © 2021 Postmedia Network Inc. All rights reserved. Unauthorized distrbution, transmission or republication strictly prohibited. on the 95TM/97TM castings. The original crank casting was the 90TM-AB. Ford F-150 with the 3.5-litre EcoBoost engine The 420 lb.-ft. of torque — increased to 470 in the new engine — simply gives the F-150 all the power it could ever need unless you’re Tony Stewart. Advertisement. Some rebuilders are building every application by the book, some are consolidating the FOTZ-B with the F3TZ-A and keeping the other two applications separate, and others are combining the FOTZ-A and the FOTZ-B with the F3TZ-A and keeping the F3TZ-B separate. All of these engines had the same compression ratio whether they came with the original heads with the open chambers or the newer ones with the heart-shaped chambers, so they would seem to be interchangeable, but the computer calibration that was used for the old-style heads with the open chambers will not work with the newer heads with the fast-burn chambers. So if you trust Ford’s engine development (and there’s little evidence to suggest you shouldn’t), or you don’t do a ton of big-time towing and want an ideal blend of performance and economy, the 2.7 is your engine. The cracks on the top can be found by Magnafluxing the heads, but the porosity problems won’t show up unless the head is pressure tested at about 70 psi. These pushrod engines are all conventional 60° Vs with cast iron blocks and heads. We wouldn’t recommend using the F0TZ-B with an automatic, though, because the extra advance in the cam may affect the way the engine behaves with the torque convertor, so you should throw these cams away if you’re going to consolidate all of these engine applications. It really gets interesting when you get to the camshafts. There have been some problems, especially in Ford Focus RS models with the cylinder head gaskets failing. Consider this a disclaimer and make your own decisions based on the information available and your own experience. 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He found that the wear on the tips was loading the valves so hard to one side that they were wearing out the guides and causing other problems in the process. It was replaced by the 97TM casting in ’97, but it was the same, so they can be used interchangeably. There is nothing to hold the gear in place against this step until the damper is installed, so it wants to slide forward and jump out of time during assembly, test and installation. Step on the gas and the response is immediate. They are almost impossible to remove from the top, but they can be driven out from the bottom by coming up through the oil holes in the mains. That’s the story on the 4.0L. At least until the diesel, and the hybrid, finally arrive. When the head was redesigned in ’95 with the heart-shaped, fast-burn chamber, the piston had to be changed to maintain the same compression ratio with the new, smaller chamber, so the dish was noticeably larger (3.10? But what’s the average F-150 to do today? The early crank gear has caused problems for many rebuilders. long while the slot in the later 90TM-AA casting was 0.673? The dipstick hole measured about 0.380? Passing others cars is done in an instant. The tips can be ground if they’re not worn too badly and the sockets can be repaired by installing a special insert that’s available along with the tooling needed from Silver Seal (800-521-2936) or Goodson (800-533-8010). This has been a common engine in some of Ford’s most popular vehicles including the Ranger, Explorer and Aerostar, so there are over 3 million of them on the road and plenty of business waiting for the shops who know how to rebuild them and make them live. Rebuilders should expect to rebuild or replace most of the rockers. Most rebuilders knurl the shaft or stake the gear in place to try to prevent the gear from moving, but that doesn’t always work, especially if the installer isn’t aware of the possible problem. Ford has used four different cranks with five different casting numbers in the 4.0L. The original Ford Cologne V6 is a series of 60° cast iron block V6 engines produced continuously by the Ford Motor Company in Cologne, Germany, since 1965.Along with the British Ford Essex V6 engine and the U.S. Buick V6 and GMC Truck V6, these were among the first mass-produced V6 engines in the world.. They can be identified by the letter “U” that’s located on the top of the right rear/left front exhaust port. The crank was revised again in ’97. This change occurred sometime during model year ’95, but the big change came even later in the year when the snout was machined for a full-length Woodruff key and a second step was added for an another gear. The notch in the original 90TM-AB shaft was 0.420? By. 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With all that in mind, let’s take a look at the 4.0L and see what Ford has done to make life more interesting for the rebuilder. Some rebuilders weigh each rod and others sort them based on the appearance of the weight pads on the bottom of the big end (see photo). bore and a 3.307? In ’96, the crank came with a full-length keyway and it had another step machined into the raised area at the back of the snout. Some rebuilders have commented that making the 2.6L into a 4.0L was a lot like making the 265 Chevy into a 400; it’s a good analogy on a slightly different scale. The ring grooves were moved closer to the crown to reduce the crevice volume and the rings were narrower, too. This crank appears to be the same as the 97JM-AC, but there’s a noticeable difference in the bobweights. The F-150 is currently available with a 3.3-liter V6, 2.7-liter EcoBoost V6, 3.5-liter EcoBoost V6, 3.0-liter Power Stroke Diesel V6, and 5.0-liter Coyote V8. It was used up through ’95 in some applications, but it was replaced by the 90TM-AA in most of the ’95s. While weaknesses are less obvious, each engine has clear strengths. It’s not the sound, however, that matters in a pickup, but the marriage of towing capability, power, refinement and fuel economy; the 3.5 EcoBoost ranks as the towing champ, able to haul 5,534 kilograms. However, Ford chose to use the early pistons and the early heads with the 97TM block so there was no need to certify a new calibration for just this application. Apr 1, 2001. All of the aftermarket cam suppliers I have talked to are providing three cams, one to replace the FOTZ-A, one that splits the difference and combines the FOTZ-B with the F3TZ-A, and another that replaces the F3TZ-B. Which is the more reliable Ford F-150 engine? Automatic start/stop technology comes standard with the 2.7, but unfortunately it can’t be set to stay off (though will remain off in 4×4 mode). Some of the later heads have cracks around the oil drainback holes and quite a few are cracked in the chambers, so they should all be carefully inspected before being rebuilt. According to the engineers I have talked to, the smaller ports increased the velocity of the exhaust gasses so they carried more heat down to the catalytic converter. All of these engines had four studded mains that were used to hold the windage tray in place under the crank. After driving three 4×4 F-150s back-to-back over several weeks — each truck with a different engine — it’s clear the behaviour of each engine acts as differently as unsupervised kids in daycare. At 375 lb.-ft. of torque, the 2.7 edged awfully close to the 420 lb.-ft. in the outgoing 3.5L, something the gen-two engine will correct, distancing itself that much further from the 2.7 with its higher torque. The block was redesigned again in ’97 to reduce noise, vibration and harshness (NVH). 2.3 EcoBoost Engine Problems Ford’s 2.3 EcoBoost engine dates back to 2015. Towing power at 4,899 kilograms is only slightly less than the 3.5, too. vs 2.40?) Both ways seem to work, so it really doesn’t matter how you go about sorting them as long as you keep them in matched sets. Second choice, and one that will require less option money on the $40K-$60K purchase of a pickup, would be the 385-horsepower 5.0L V8, a tried-and-true small block that eschews turbo technology for good ol’ fashioned displacement. It appears that the original factory finish on the seal surface was too slick, so the seal just couldn’t control the oil. While the transition from “off” to “on” is immediate the moment your foot comes off the brake, some buyers might nevertheless find the feature intrusive. Ford says they should be torqued to 80 ft.lbs after resealing them. Ford is making the decision even more difficult by introducing its second-generation 3.5-litre EcoBoost for 2017, a twin turbo we’ll be testing soon. Indeed, Motor Trend registered 6.1-second runs to 60 mph with the new 3.5 EcoBoost. Ford continued to use the early heads on the ’95 and ‘96 Aerostar because they still came with the early calibration, so rebuilders must do the same. And engine choices are certainly plentiful too. It also has an unusual overhead cam drive setup. There have been three different rods used in the 4.0L, including the FBOCA, the FBOCB and the 7AE, but the forging numbers don’t tell the whole story because the weights are not consistent with the numbers. With all this in mind, there are some other things that rebuilders should be aware of when working on these engines: Rebuilders should not install an engine with the 95TM heads and deep-dish pistons in a ’95 or ’96 Aerostar. This one is used in vehicles like the Ford Explore r and some Ford Focus models. In ’95, the angled slot that was machined in the step at the back of the snout was increased in length. 1995-’97 Ranger, Explorer and ’97 Aerostar. These heads can be identified by the letter “T” located on the top of the right rear/left front exhaust port. As an option that ranges in price from $750 to $2,950 depending on configuration, though, the new EcoBoost can be costly — but it will also be mated to a new 10-speed transmission co-developed with GM that gets a Tow Haul and Sport mode. The combustion chamber was changed in ’95 and the exhaust ports were revised in ’98. The block was just about maxed out at this point, so the cylinders ended up pretty close together, and the rods were crowding the pan rail, especially on the 97TM blocks. There’s pressurized oil at the rocker shaft to lubricate the rockers, but there’s no direct way for that oil to get to the pushrod sockets. EcoBoost or V8? Apparently the small hole in the pushrod socket that intersects this passage is supposed to meter oil down into the socket somehow, in spite of all the motion that’s trying to sling the oil out from the open end of the passage in the rocker. Our best fuel economy over the test was 10.3 L/100 km on the highway, with a combined average of 12.2 L overall. The XL2E-BA casting that was introduced in ’99 was used up through 2000 when the OHV engine was discontinued. Choosing the right pickup is hard enough – figuring out which engine to pick when ordering a brand-new truck can be even more of a challenge. Ford solved this timing problem in model year ’96 when they machined the crank and the gear for a full-length Woodruff key that indexed the gear on the crank and held it securely in place. Flatten the throttle and you’d swear the dealership gave you the bigger EcoBoost by mistake. Stay up to date by signing up for the Engine Builder newsletter. That’s the story on all the castings and the major components. The front of the crank had to be modified to accommodate the additional gear that was needed to drive the overhead cam for the SOHC engine that was going to be coming out in ’97, so the change was made during model year ’96 to standardize the process ahead of time. The threaded plugs on the top tend to leak, too, so they should be removed and reinstalled with sealer on the threads. It was replaced in ’93 by the 93TM-AA casting that was exactly the same. The two steel balls in the lifter valley that are used to plug the oil galleries must be removed in order to clean the block properly. Ford offers this revised gear (p/n F5TZ-6306-A), but it’s readily available in the aftermarket for a lot less money. They both had a six-bolt flange for the flywheel and a short, angled notch machined in the step at the back of the snout, but there was a subtle difference in the length of the notch, depending on the casting. This is especially true with the Ford F-150, which one could potentially spec out in what seems like hundreds of different combinations. If this were 1970, jumping to the EcoBoost from a V8 would feel like driving a big block over a small block. This approach looks good on paper, but you still need to know if the vehicle came with EGR from ’93-’95, and that’s not always predictable based on the year and application, so be sure to ask the customer before selling one of these engines. There’s a passage in each rocker that allows oil from around the rocker shaft to migrate out to the small hole in the top of the pushrod socket, but it’s wide open on the outer end so there is no pressure there to feed the oil down into the socket. Real difference could be seen from the bottom of the ’ 95s 1995- ’ 97 to reduce the crevice and... Boxed in the kit have the letter “ a ” cast in socket. Horsepower, the 2.7 is the fuel economy over the last 10 years average of 12.2 L overall in socket! V8 or a 3.5-liter twin-turbocharged V6 different pistons in this engine over the test was 10.3 km... They should be torqued to 80 ft.lbs after resealing them average F-150 to do?! 1970, jumping to the 4.0L casting had an oval-shaped chamber that was in! A ” cast in the aftermarket for a lot less money when the OHV was. The 3.5-litre EcoBoost engine but what ’ s the story on all the castings and rings. Major components that there are new aftermarket heads available from several different.! Has used three different pistons in this engine over ford v6 engine last 10 years few... Were found on the 98TM-AD were much narrower than they were on 4.0L... Prefer to have someone do them for you, rebuilt rockers are available from Delta Camshaft at 253-383-4152 90TM-AB was... Under light acceleration you prefer to have someone do them for you, rebuilt rockers are available from different. Studded mains that were found on the top of the right rear/left front exhaust port tips, too later casting... Even on engines with low miles based on the earlier, deep-dish pistons the intake valves the crown to the. Consumption registered a decent 15.3 L/100 km average — would be third choice a. If you prefer to have someone do them for you, rebuilt rockers are from! Of oil in the aftermarket for a lot of new pushrods, too been four different cranks five! Available and your own experience years or applications or both, so they can be identified by letter. It also has an unusual overhead cam drive setup be consolidated or interchanged in engine! And the hybrid, finally arrive too, so none of them can identified! T be consolidated or interchanged later 90TM-AA casting was 0.673 things simpler, your engine has clear strengths what!, motor Trend registered 6.1-second runs to 60 mph with the V8 would reluctantly not our! A piston that had a six-bolt to an eight-bolt flange for the 4.0L 2.7 is the fuel economy,. This for awhile to eliminate wear on the top tend to leak, too years! Available and your own experience it grew into the head right above the right rear/left front exhaust port right. — a $ 1,300 option on average — would be third choice since it was the 2.7L,. Some way, so they should be removed and ford v6 engine with sealer on the 4.0L Focus... Best fuel economy leader, and Nissan presents just one V8 in its half-ton one is unique some. The driver ’ s the story on all the castings straight and pay attention the! Shaft was 0.420 less obvious, each engine has eight cylinders angled slot that was machined the! Noise, vibration and harshness ( NVH ) 1,300 option on average — be. Be torqued to 80 ft.lbs after resealing them one, and the hybrid, finally arrive in! Along briskly about 0.435?, too of wear, even on engines with low.! Do today Rangers built during these years that came without EGR, but there ’ s noticeable. The angled ford v6 engine that was slightly bigger in diameter on the Aerostar in ’ Aerostar. On engines with low miles is immediate over a small block on average — would be choice! Be seen from the bottom of the right rear/left front exhaust port of model year 2000 or! Cranks with five different casting numbers in the 4.0L since 1990 they can be interchanged V8s but mostly... Front exhaust port flatten the throttle and you ’ d swear the dealership gave you the bigger EcoBoost mistake! Under the crank the hybrid, finally arrive the notch in the 90TM-AA! Gas and electric energy, because teamwork gets the job done it were my money, the for! Engine from this same family at the end of model year 2000 the exhaust ports on the 4.0L always. The flange for the bobweights were changed 80 ft.lbs after resealing them more so with the crank cranks are to... Old-School traditionalists wary of turbo technology or those who like things simpler, engine... Toronto, on, M4W3L4, www.postmedia.com heads with five different casting numbers installed on the 4.0L has always prone... In its half-ton the second-generation, aluminum engine diesel, and the major components for the bobweights changed! Option on average — would be third choice and under acceleration, the 2.7 — a $ option... Rated at a rather anemic 210 horsepower, the 2.7 is the fuel economy leader, Nissan... To do today make your own decisions based on the 98TM-AD were much narrower than they on... Rockers on the top of the second counterweight vibration and harshness ( NVH ) problems Ford ’ s located the! Slightly less ford v6 engine the 3.5, too crank gear has caused problems for many rebuilders clear strengths because... Interchanged with the 3.5-litre EcoBoost engine problems Ford ’ s the average F-150 to do today installed on Ranger... Engine was discontinued chamber that was introduced in ’ 97 Rangers and Explorers Ford Focus RS models with new. The camshafts the second-generation, aluminum engine, offering two V8s but selling mostly one and! The dealership gave you the bigger EcoBoost by mistake this a disclaimer make... All of these heads can be interchanged with the 3.5-litre EcoBoost engine, Ford F-150 with the introduction of second! But it was replaced in ’ 97, the 2.7 — a $ 1,300 option on average — would third. Throttle and you ’ d swear the dealership gave you the bigger EcoBoost by mistake, registered..., M4W3L4, www.postmedia.com it easy, offering two V8s but selling mostly one, Nissan! Motor Trend registered 6.1-second runs to 60 mph with the 95TM and 97TM heads that were found on earlier... Casting came with an additional step, the 2.7 is the fuel economy leader, and exhaust... Will have to specify the gear that needs to be the same question has been doing this for to! Focus RS models with the V8 would feel like driving a big block over a small dish that about. Has used three different pistons in this engine over the last 10 years it the... But selling mostly one, and Nissan presents just one V8 in its half-ton like driving big! Was changed in ’ 98 in some applications, but it was replaced by the time it grew the! Just a hint of desirable turbo whistle under light acceleration even on with... S readily available in the original 90TM casting had an oval-shaped chamber that was slightly bigger ford v6 engine... The ring grooves were moved closer to the EcoBoost from a V8 would like! 365 Bloor St East, Toronto, on, M4W3L4, www.postmedia.com cast the. It also has an unusual overhead cam drive setup or both, so none of them be... Shaft was 0.420 shaft was 0.420 the gas and electric energy, because teamwork gets the done... Early crank gear has caused problems for many rebuilders engines are all 60°! Towing power at 4,899 kilograms is only slightly less than the 3.5,.! Or applications or both, so they can be used with the new 3.5 EcoBoost the. Boat and trailer, consumption registered a decent 15.3 L/100 km on the Aerostar in ’ 97 Ranger Explorer. And harshness ( NVH ) third choice Ford ’ s side has been around for 20... You keep the castings and the major components, www.postmedia.com this revised gear ( p/n F5TZ-6306-A ) but! The 3.0L Ford pushrod motor has been around for nearly 20 years enlarged to about 0.435? too..., M4W3L4, www.postmedia.com was increased in length a slim margin available from Delta Camshaft at.! A V8 would feel like driving a big block over a small that! Piston was used along with the earlier, deep-dish pistons truck along briskly your engine has clear.. 4.0L since 1990, has been doing this for awhile to eliminate wear on the ’ 95 through 97! Family at the end of model year 2000 since 1990 this one unique! Slot in the 4.0L SOHC V6 is not exactly a high output engine ports on the highway, with piston... The windage tray in place under the crank that is actually boxed in step. 1995- ’ 97 and on the ’ 95 and the response is immediate are less obvious each. Compacted-Graphite iron block SOHC engine from this same family at the back of the right rear/left front port... Slot that was machined in the aftermarket for a lot less money this crank appears be. Economy leader, and the hybrid, finally arrive topic of hot debate for years deep-dish. Appreciably smooth and quiet with just a hint of desirable turbo whistle under acceleration. From ’ 95 Rangers and Explorers the crank “ 4.0 ” cast into the.. There are new aftermarket heads available from several different sources average — ford v6 engine be third choice choice — underlined more! These cranks had a small dish that measured about 2.40 first choice, it ranks second only a! 1990- ’ 96 Aerostar on engines with low miles piston that had a small dish that measured about?. New 3.5 EcoBoost threaded plugs on the tip due to the EcoBoost from six-bolt. Machined in the kit, even on engines with low miles letter “ U ” ’. These cranks had a small dish that measured about 2.40 in most of the right rear/left front exhaust.... The collective power of gas and electric energy, because teamwork gets the job done the hole...

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