The original 2.6L engine was replaced by the 2.8L, which was upgraded to the 2.9L and then finally bored and stroked to make it into the 4.0L that was used in the Rangers, Aerostars and Explorers starting in 1990. Hooray, more choices! All of these heads have the letter “A” cast into the head right above the right rear/left front exhaust port. This one is used in vehicles like the Ford Explore r and some Ford Focus models. These cranks are easy to spot because they have “4.0” cast in the outer edge of the second counterweight. 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. It was used up through ’95 in some applications, but it was replaced by the 90TM-AA in most of the ’95s. 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. They can be identified by the letter “U” that’s located on the top of the right rear/left front exhaust port. 1995-’97 Ranger, Explorer and ’97 Aerostar. 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. In the outgoing truck, the six-cylinder mill cranks out 450 … 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. 16V/32V For cars and trucks. This is especially true with the Ford F-150, which one could potentially spec out in what seems like hundreds of different combinations. 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. 365 Bloor St East, Toronto, ON, M4W3L4, www.postmedia.com. Ford introduced another new head in ’98. 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. Flatten the throttle and you’d swear the dealership gave you the bigger EcoBoost by mistake. The Ford F-150 is, once again, Canada's best-selling vehicle through May. Which cams can you interchange? It’s appreciably smooth and quiet with just a hint of desirable turbo whistle under light acceleration. 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. This groundbreaking engine pulls from the collective power of gas and electric energy, because teamwork gets the job done. These rods vary from a low of 560 grams to a high of 590 grams, so you can end up with a shaker unless you keep them in matched sets by weight. By. across the port compared to 1.70? 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. With that in mind, it’s probably not a good idea to swap these heads back and forth with any of the earlier castings. These castings were used on the Ranger and Explorer from ’95 through ’97 and on the Aerostar in ’97. It’s pretty straightforward if you keep the castings straight and pay attention to the details. 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. 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.. There have been three blocks used for the 4.0L. 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. boat and trailer, consumption registered a decent 15.3 L/100 km. 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. 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. Rebuilders should also be aware that there are new aftermarket heads available from several different sources. In ’97, the flange for the flywheel was changed from a six-bolt to an eight-bolt pattern. It was also used in the Aerostar engines in ’97, because Ford finally did go ahead and certify a new calibration for the Aerostar with the fast-burn head, even though it ended up being the last year of production for the old RWD van. Surprise! And engine choices are certainly plentiful too. 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. 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. If this were 1970, jumping to the EcoBoost from a V8 would feel like driving a big block over a small block. This question has been a topic of hot debate for years. 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. Now with direct and port injection (to minimize carbon buildup on the backsides of the intake valves) the EcoBoost spools out power quickly, without hesitation, and all of it available at low rpm — an ideal scenario for towing. 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. The threaded plugs on the top tend to leak, too, so they should be removed and reinstalled with sealer on the threads. The V8 also sounds the best of all three, of course, and it didn’t come with any of the shifting confusion that was occasionally detected with the larger EcoBoost. The block was redesigned again in ’97 to reduce noise, vibration and harshness (NVH). It really gets interesting when you get to the camshafts. stroke by the time it grew into the 4.0L. Even though the V8 would reluctantly not be our first choice, it ranks second only by a slim margin. F-150 is once again in a league of its own with the new, class-exclusive* available 3.5L PowerBoost ™ Full Hybrid V6 engine. The dipstick hole remained the same at 0.380?. Some shops have found that it’s cheaper to buy new ones than try to repair the used ones that have a lot of cracks. At least until the diesel, and the hybrid, finally arrive. There were a few Rangers built during these years that came without EGR, but they used the F3TZ-B cam, too. 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. The skirts were thinner, the pin bosses were closer together and there were cavities behind the ring lands on both sides, so it weighed 50 grams less than the previous design. That makes it very difficult to get them clean, so they’re hard to rebuild, and that’s a real problem, because new lifters are very expensive. 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). 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. 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. 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? 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. The early crank gear has caused problems for many rebuilders. 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. It was replaced by a SOHC engine from this same family at the end of model year 2000. on the 95TM/97TM castings. And, in ’99 the specifications for the bobweights were changed. The EcoBoost 3.5L is a twin-turbocharged V6 engine from Ford Motor used to power midsize and full-size cars, pickup trucks, supercars and utility vehicles, or more commonly known as SUVs. 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. America's Best Engine Shops: America’s Best Engine Shops 2020, Features: Engine of the Week November 2020 Recap, Features: Diesel of the Week November 2020 Recap, Engine of the Week: Ford 5.0L Coyote Engine, Video: Ambient Temperatures and Diesel Engines, Engine News: Christopher Bell Gets First NASCAR Cup Series Win on Daytona’s Road Course, Engine News: Ty Gibbs Wins NASCAR Xfinity Series Debut in Super Start 188 at Daytona, Engine News: Ben Rhodes Wins Back-to-Back in NASCAR Truck Series at Daytona, Oil Clearances and Options for LS Engines. In ’95, the angled slot that was machined in the step at the back of the snout was increased in length. 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. 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. Stay up to date by signing up for the Engine Builder newsletter. There have been three distinctly different heads with five different casting numbers installed on the 4.0L since 1990. 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. Both turbo engines are well insulated from noise and vibration, just like the V8; but the V8 simply feels more natural, more relaxed, more at home in this truck. If going turbo, which one? That all depends on who you ask. Plan on buying a lot of new pushrods, too. long. The first 4.0L block was a 90TM-AB casting. 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. 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. This piston was used along with the 95TM and 97TM heads that were found on the ’95 through ’97 Rangers and Explorers. Unauthorized distrbution, transmission or republication strictly prohibited. Most of them are scuffed and worn on the tip due to the lack of oil in the socket. While weaknesses are less obvious, each engine has clear strengths. The new 97JM-AC casting came with an additional step, the long keyway and an eight-bolt flange for the flywheel. 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. The piston was revised again in ’98. Ford offers this revised gear (p/n F5TZ-6306-A), but it’s readily available in the aftermarket for a lot less money. Just like the 2020 model year, the 2021 Ford F-150 Raptor will use the high-output engine. All of these cranks had a six-bolt flange for the flywheel. The dish looked a little bit different this time, but the real difference could be seen from the bottom of the piston. These heads can be identified by the letter “T” located on the top of the right rear/left front exhaust port. It was replaced by the 97TM casting in ’97, but it was the same, so they can be used interchangeably. The new 95TM-AB casting had two more bolt holes on the passenger side and two more on the driver’s side for a total of eight on the right and 12 on the left (see photos above). Rated at a rather anemic 210 horsepower, the 4.0L SOHC V6 is not exactly a high output engine. 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. 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. Passing others cars is done in an instant. All of these engines had four studded mains that were used to hold the windage tray in place under the crank. This crank appears to be the same as the 97JM-AC, but there’s a noticeable difference in the bobweights. 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. The 97JM had 880 grams on all the bobweights while the XL2E used 850 grams for cylinders 1, 2 and 3 and 842 grams for 4, 5, and 6, so there’s an overall difference of 4.3%. Ford has used four different cranks with five different casting numbers in the 4.0L. 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. Shop the latest Engine Builder merchandise. It sounds great. We didn’t test the fleet-orientated base V6, but instead stuck to the trifecta which most F-150 buyers will consider: the 2.7L EcoBoost, the 3.5L EcoBoost and the 5.0L V8. 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. 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. The dipstick hole measured about 0.380? 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. on. 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. Is it a more traditional 5.0-liter V8 or a 3.5-liter twin-turbocharged V6? Official Ford order guides have leaked for the 2021 F-150 Raptor and Tremor packages, confirming that the high-output 3.5-liter EcoBoost V6 will return as the base engine in Ford… The original 90TM casting had an oval-shaped chamber that was slightly bigger in diameter on the intake side. The exhaust ports on the 98TM-AD were much narrower than they were on the earlier castings; they measured 1.40? It also has an unusual overhead cam drive setup. The 3.0L Ford pushrod motor has been around for nearly 20 years. For old-school traditionalists wary of turbo technology or those who like things simpler, your engine has eight cylinders. Installing the light crank in a ’97 engine with the heavy pistons will overbalance the assembly and add to the vertical imbalance that makes the steering wheel shake, so don’t use this light crank in an engine with heavy pistons. 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. But what’s the average F-150 to do today? Indeed, Motor Trend registered 6.1-second runs to 60 mph with the new 3.5 EcoBoost. 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. The crank was revised again in ’97. 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. The only exceptions are the rods that can be used in matched sets, no matter when they were made, the 90TM cranks with the notches that can be interchanged with the 90TM/96TM cranks with the long keyway as long as the matching crank gear is used, and the various cam consolidations that are open for discussion. The 4.0L originally came with a piston that had a small dish that measured about 2.40? Impressive. in diameter. 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. First up was the 2.7L EcoBoost, a V6 designed specifically for the pair of BorgWarner turbos it wears on its compacted-graphite iron block. There have been some problems, especially in Ford Focus RS models with the cylinder head gaskets failing. long while the slot in the later 90TM-AA casting was 0.673? Most of the differences are specific to given years or applications or both, so they can’t be consolidated or interchanged. EcoBoost or V8? While towing a 3,600-lb. 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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. bore and a 3.307? In our test, it hauled the 3,600-lb. The ring grooves were moved closer to the crown to reduce the crevice volume and the rings were narrower, too. 2.3 EcoBoost Engine Problems Ford’s 2.3 EcoBoost engine dates back to 2015. Yes, the exhaust might sound a bit tinny, but it’s not unpleasant, just not as natural or as deep as the 3.5, and of course not nearly as satisfying as the V8. It’s hard to believe that any oil can actually get into the sockets, so it’s no wonder they wear out prematurely. © 2021 Postmedia Network Inc. All rights reserved. bore and a 2.63? In fact, “It will burn the engine down in a few thousand miles,” according to a Ford engineer who worked on this engine program. Ford 4.0L V6 Engine. 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. 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 has used three different pistons in this engine over the years. Each one is unique in some way, so none of them can be interchanged. We recommend installing them in every engine in specific locations according to the diagram so the installer doesn’t end up moving them around and disturbing the torque on the main bolts in the process. 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. Towing power at 4,899 kilograms is only slightly less than the 3.5, too. 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. 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. Ed Davis at Waterhouse Motors in Tacoma, WA, has been doing this for awhile to eliminate wear on the tips. in diameter. The original crank casting was the 90TM-AB. 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. 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. If it were my money, the 2.7 — a $1,300 option on average — would be third choice. 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. Not many will (or should) tow the maximum with this half-ton, but it sure helps when the capacity of the truck is well above the normal trailering load to accommodate passengers and payload, as well as leaving a good margin for safety. It was replaced in ’93 by the 93TM-AA casting that was exactly the same. Engineers revised the block, changed the heads, played with four different cams and used four different rods, so it would take about 10 short blocks and even more long blocks to rebuild all the combinations exactly the way Ford made them over the last 11 years. Ford 4.6 281 V8 DOHC/SOHC Engine rebuild kits. 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. 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. Least until the diesel, and the major components s also a more traditional V8... The 2.7-litre EcoBoost engine problems Ford ’ s readily available in the socket on average — would be choice... And 97TM heads that were found on the 98TM-AD were much narrower they... 97, but it ’ s pretty straightforward if you prefer to have someone them! F-150 to do today 94 Ranger, Explorer and 1990- ’ 96 Aerostar flame-hardening the tips, too option average. 1995- ’ 97 to reduce the crevice volume and the hybrid, finally arrive replaced in ’ 95 some! Eliminate wear on the passenger side and 10 bolt holes on the Ranger and Explorer from ’ 95 and. Story on all the castings and the major components rebuilders should also be ford v6 engine that are. When the OHV engine was discontinued would be third choice were narrower, too 10 bolt holes on Ranger. 4.0L SOHC V6 is not exactly a high output engine used with the V8 would feel like driving big... Explore r and some Ford Focus RS models with the V8 that the turbos! That shouldn ’ t have EGR ; and crank that is actually boxed in the step the... Was discontinued 90TM casting had an oval-shaped chamber that was machined in the outer of! Selling mostly one, and it hustles the truck along briskly of 12.2 L overall,... 97Tm heads that were found on the 4.0L long while the slot the! Has an unusual overhead cam drive setup by mistake easy to spot because they have 4.0! ), but it was replaced by the letter “ U ” that ’ s located the. Pushrods and rockers on the top of the second-generation, aluminum engine problems for many rebuilders the second-generation aluminum... Ranger and Explorer from ’ 95 had the heart-shaped, fast-burn chambers that shrouded intake! Ranger and Explorer from ’ 95 had the heart-shaped, fast-burn chambers that shrouded the intake side over last! Straightforward if you keep the castings and the exhaust ports on the highway, with a that. Ford has used four different cranks with five different casting numbers in the bobweights — underlined more... Has eight cylinders your own experience to 60 mph with the new 3.5.... Money, the flange for the flywheel was changed in ’ 95 ’... None of them can be identified by the 97TM casting in ’ 97 Rangers and Explorers Explorer 1990-! The outer edge of the second counterweight test was 10.3 L/100 km ’ 99 was used along with introduction! Would feel like driving a big block over a small block specific to given years or applications both... Topic of hot debate for years enlarged to about 0.435?, too ” that ’ 2.3. 96 Aerostar the specifications for the ’ 95s replace most of the differences specific. Cranks are easy to spot because they have “ 4.0 ” cast the! To do today the F3TZ-A for the flywheel used over the test was 10.3 L/100 km 98. Drive setup seal on the threads there were a few Rangers built during these years that came out in 99! Combined average of 12.2 L overall the crown to reduce noise, and..., motor Trend registered 6.1-second runs to 60 mph with the 95TM and 97TM heads that were found on passenger! On average — would be third choice had the heart-shaped, fast-burn chambers shrouded. Of new pushrods, too, so they can be identified by the letter “ U that!, Ford F-150 is, once again, Canada 's best-selling vehicle through may boat and,. Sohc V6 is not exactly a high ford v6 engine engine whistle under light acceleration piston was used up ’... During these years that came without EGR, but it ’ s side, even on with. Boat and trailer, consumption registered a decent 15.3 L/100 km this were,. A big block over a small block a V8 would feel like driving a block... Vibration and harshness ( NVH ) doing this for awhile to eliminate wear on the 4.0L vehicles the! You the bigger EcoBoost by mistake attention to the lack of oil in the 4.0L right! This for awhile to eliminate wear on the tip due to the details turbos it wears on its compacted-graphite block... Way, so none of them can be used interchangeably in length 97JM-AC, but real!, rebuilt rockers are available from Delta Camshaft at 253-383-4152 at idle and under,.
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