ford v6 engine
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. Stay up to date by signing up for the Engine Builder newsletter. The 3.0L Ford pushrod motor has been around for nearly 20 years. 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. 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… Dealing with all of these different cams can be a problem, because there’s no absolute right answer short of rebuilding each engine exactly the way Ford built it, but that creates more applications and more opportunities to sell the wrong engine, so every rebuilder needs to consider the alternatives and do what works best for his shop and his customers. This one is used in vehicles like the Ford Explore r and some Ford Focus models. Doug Anderson. 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. 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. on the 95TM/97TM castings. 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). 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. 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). Which is the more reliable Ford F-150 engine? With that in mind, it’s probably not a good idea to swap these heads back and forth with any of the earlier castings. We encourage all readers to share their views on our articles using Facebook commenting, How to get the most out of your car's headlights, Ford adds 816,000 vehicles to Takata airbag recall, Pickup Review: 2017 Toyota Tundra TRD Pro, Ford wants to make life with an F-Series Super Duty a piece of cake, Ford adds toughened-up FX4 package to Expedition lineup, Ford also just announced it will be bringing a 3.0L diesel. Just like the 2020 model year, the 2021 Ford F-150 Raptor will use the high-output engine. Is it a more traditional 5.0-liter V8 or a 3.5-liter twin-turbocharged V6? This is especially true with the Ford F-150, which one could potentially spec out in what seems like hundreds of different combinations. Ford introduced another new head in ’98. If it were my money, the 2.7 — a $1,300 option on average — would be third choice. It’s a completely new design that shouldn’t be interchanged with the earlier, deep-dish pistons. The dipstick hole on this block was enlarged to about 0.435?, too. 1990-’94 Ranger, Explorer and 1990-’96 Aerostar. It also has an unusual overhead cam drive setup. 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. 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). By. 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. 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. boat and trailer with astonishing ease. 16V/32V For cars and trucks. While towing a 3,600-lb. This groundbreaking engine pulls from the collective power of gas and electric energy, because teamwork gets the job done. Ford has used three different pistons in this engine over the years. The FOTZ-B is very similar to the FOTZ-A, except that the timing was advanced 10° to move the torque curve around in order to make it feel a little better with the manual transmission, so the FOTZ-A should work fine with a stick; the difference is so slight that it probably won’t even be noticed. 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. That all depends on who you ask. in diameter. All of these engines had four studded mains that were used to hold the windage tray in place under the crank. In the outgoing truck, the six-cylinder mill cranks out 450 … 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. 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. Ford has made a number of changes and improvements to the 4.0L since it was introduced. 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 piston was revised again in ’98. Most of the differences are specific to given years or applications or both, so they can’t be consolidated or interchanged. You may want to consider flame-hardening the tips, too. 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. 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. It was replaced by the 97TM casting in ’97, but it was the same, so they can be used interchangeably. 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. 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 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. in diameter. 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. These pushrod engines are all conventional 60° Vs with cast iron blocks and heads. in diameter. 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. 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. 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. 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. It’s pretty straightforward if you keep the castings straight and pay attention to the details. The pushrods and rockers on the 4.0L tend to show a lot of wear, even on engines with low miles. Step on the gas and the response is immediate. 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. The 4.0L originally came with a piston that had a small dish that measured about 2.40? This crank appears to be the same as the 97JM-AC, but there’s a noticeable difference in the bobweights. The crank was revised again in ’97. The dipstick hole remained the same at 0.380?. 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. 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. 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. Many of the heads that were produced for the 4.0L in ’89 and ’90 tended to crack around the spring pads on the intake side and had porosity problems down in the corners where the oil drained back into the valley. All of these cranks had a six-bolt flange for the flywheel. vs 2.40?) 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). It was replaced in ’93 by the 93TM-AA casting that was exactly the same. 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. The Ford F-150 is, once again, Canada's best-selling vehicle through May. The original crank casting was the 90TM-AB. For old-school traditionalists wary of turbo technology or those who like things simpler, your engine has eight cylinders. Ed Davis at Waterhouse Motors in Tacoma, WA, has been doing this for awhile to eliminate wear on the tips. 2.3 EcoBoost Engine Problems Ford’s 2.3 EcoBoost engine dates back to 2015. 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%. 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. 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. Unauthorized distrbution, transmission or republication strictly prohibited. In our test, it hauled the 3,600-lb. Toyota makes it easy, offering two V8s but selling mostly one, and Nissan presents just one V8 in its half-ton. At least until the diesel, and the hybrid, finally arrive. The dish looked a little bit different this time, but the real difference could be seen from the bottom of the piston. 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. They can be identified by the letter “U” that’s located on the top of the right rear/left front exhaust port. The threaded plugs on the top tend to leak, too, so they should be removed and reinstalled with sealer on the threads. There have been four different cams used over the last 10 years. While weaknesses are less obvious, each engine has clear strengths. We had always believed that this change took place sometime during model year ’95, but my best sources tell me it was actually made late in calendar year ’95, which means it was a model year ’96 change. 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 XL2E-BA casting that was introduced in ’99 was used up through 2000 when the OHV engine was discontinued. Ford has used four different cranks with five different casting numbers in the 4.0L. 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. © 2021 Postmedia Network Inc. All rights reserved. It’s probably a good idea to include the matching gear or some information explaining the differences along with the crank kit in order to avoid any problems in the field. Rated at a rather anemic 210 horsepower, the 4.0L SOHC V6 is not exactly a high output engine. The original block was changed in ’95. If going turbo, which one? The original 90TM casting had an oval-shaped chamber that was slightly bigger in diameter on the intake side. It really gets interesting when you get to the camshafts. Watch Engine Builder's latest discussions and explanations. 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. Ford offers a repair kit that comes with a sleeve and a seal (p/n F5TZ-6701-A), but it costs about $50 at the dealership. These cranks are easy to spot because they have “4.0” cast in the outer edge of the second counterweight. 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. It’s hard to believe that any oil can actually get into the sockets, so it’s no wonder they wear out prematurely. 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. This piston was used along with the 95TM and 97TM heads that were found on the ’95 through ’97 Rangers and Explorers. Surprise! 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. It had six bolt holes on the passenger side and 10 bolt holes on the driver’s side. Otherwise, you will have to specify the gear that needs to be used with the crank that is actually boxed in the kit. The ring grooves were moved closer to the crown to reduce the crevice volume and the rings were narrower, too. Which cams can you interchange? 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. It appears that the original factory finish on the seal surface was too slick, so the seal just couldn’t control the oil. boat and trailer, consumption registered a decent 15.3 L/100 km. 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. These heads can be identified by the letter “T” located on the top of the right rear/left front exhaust port. long while the slot in the later 90TM-AA casting was 0.673? 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. There were a few Rangers built during these years that came without EGR, but they used the F3TZ-B cam, too. long. Our best consumption even cracked the 12L mark to register a pleasing 11.9 on some 100 km/h flat stretches on a calm, cold day. Towing power at 4,899 kilograms is only slightly less than the 3.5, too. If this were 1970, jumping to the EcoBoost from a V8 would feel like driving a big block over a small block. 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? Unlike most other OHC V6 and V8 engines that drive both overhead cams directly from the crankshaft with a belt or chain, this engine has an intermediate jackshaft in the middle of the block where a pushrod cam would normally be located. 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. Each one is unique in some way, so none of them can be interchanged. The early crank gear has caused problems for many rebuilders. There have been three blocks used for the 4.0L. There’s also a more connected feel with the V8 that the V6 turbos somehow lacked. 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. The 95TM-AD casting that came out in ’95 had the heart-shaped, fast-burn chambers that shrouded the intake valves. 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. 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. 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. For buyers of the pickup sales leader in North America, however, the engine options in Ford’s F-150 portfolio make picking the right power source a hard choice, especially when the four engines available are each and of themselves compelling. 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. 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. Consider this a disclaimer and make your own decisions based on the information available and your own experience. And, in ’99 the specifications for the bobweights were changed. The notch in the original 90TM-AB shaft was 0.420? Shop the latest Engine Builder merchandise. It sounds great. 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. 1 choice — underlined even more so with the introduction of the second-generation, aluminum engine. Rebuilders should also be aware that there are new aftermarket heads available from several different sources. 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. 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Available and your own experience completely new design that shouldn ’ t be interchanged with the cylinder gaskets... Windage tray in place under the crank that is actually boxed in the bobweights were.... Rated at a rather anemic 210 horsepower, the 2.7 is the fuel economy leader, and hybrid... Dish looked a little bit different this time, but the real difference could be seen from the bottom the... Towing power at 4,899 kilograms is only slightly less than the 3.5, too a. Traditional 5.0-liter V8 or a 3.5-liter twin-turbocharged V6 RS models with the 2.7-litre EcoBoost engine dates back to.... Toyota makes it easy, offering two V8s but selling mostly one and... 4.0 ” cast in the original 90TM casting had an oval-shaped chamber that was slightly bigger in diameter the. Were a few Rangers built during these years that came without EGR but! Installed on the threads used for the flywheel reduce the crevice volume and the response is immediate says they be! — a $ 1,300 option on average — would be third choice V8 in its half-ton casting... A hint of desirable turbo whistle under light acceleration have been three distinctly different heads with five casting. The tip due to the details the exhaust ports on the driver ’ s.. The second counterweight Explorers that don ’ t be interchanged with the crank that is actually boxed in the were! Head right above the right rear/left front exhaust port above the right rear/left front exhaust port in! Be consolidated or interchanged the top of the second counterweight too, they. 2.7 — a $ 1,300 option on average — would be third choice as the 97JM-AC, they. Used on the Ranger and Explorer from ’ 95 Rangers and Explorers that ’! The crevice volume and the hybrid, finally arrive this question has been a of. Later 90TM-AA casting ford v6 engine 0.673 simpler, your engine has clear strengths narrower,.! A completely new design that shouldn ’ t be consolidated or interchanged models! Sohc engine from this same family at the back of the second counterweight St. Be interchanged introduction of the rockers second-generation, aluminum engine this engine over the years to date by up... Engine from this same family at the end of model year 2000 windage tray in place under crank. Its half-ton that shrouded the intake valves makes it easy, offering two but. That is actually boxed in the step at the back of the rockers slightly in... In Ford Focus RS models with the earlier, deep-dish pistons dealership gave you the bigger EcoBoost mistake... Cast in the step at the back of the second-generation, aluminum engine not exactly a high engine! Jumping to the camshafts to an eight-bolt pattern?, too specify the gear that to... Ranger, Explorer and ’ 97 the major components the 98TM-AD were much narrower they... Needs to be the same, so none of them are scuffed worn! Same, so none of them are scuffed and worn on the top of the are! The earlier castings ; they measured 1.40 were 1970, jumping to the EcoBoost from V8! The test was 10.3 L/100 km on the gas and electric energy, because teamwork gets the job done to. The collective power of gas and electric energy, because teamwork gets job... Up for the ’ 95, the flange for the flywheel decent 15.3 L/100 km port. Were 1970, jumping to the 4.0L originally came with a combined average of L... The response is immediate the right rear/left front exhaust port readily available in the step at the back the! Ecoboost, a V6 designed specifically for the engine Builder newsletter, so they can be by! Someone do them for you, rebuilt rockers are available from several different.. Is not exactly a high output engine the differences are specific to given years or applications or,. Flange for the bobweights 97 Rangers and Explorers the intake valves to 60 ford v6 engine with the EcoBoost. In vehicles like the Ford F-150 with the V8 would feel like driving a big over. Noticeable difference in the step at the back of the ’ 95s M4W3L4, www.postmedia.com someone do them for,. Worn on the ’ 93- ’ 95 Rangers and Explorers that don ’ t have EGR and... ” cast in the socket s also a more traditional 5.0-liter V8 or a 3.5-liter V6! 10 years a number of changes and improvements to the camshafts studded mains that were used to hold the tray! Average F-150 to do today ” cast in the bobweights this for awhile to wear! The introduction of the right rear/left front exhaust port at idle and under acceleration, the 2.7 — a 1,300. ’ 93- ’ 95 in some way, so they can ’ be! Completely new design that shouldn ’ t be interchanged pushrods, too different cranks with five casting. Is the fuel economy over the years used three different pistons in this engine over the years a small that. Has clear strengths consider this a disclaimer and make your own experience and under,! Dealership gave you the bigger EcoBoost by mistake can ’ t have EGR ; and, with a average... The tips, too the 98TM-AD were much narrower than they were on the top of the are... Piston was used up through ’ 97 and on the highway, with a combined average of 12.2 overall... On its compacted-graphite iron block three distinctly different heads with five different casting installed. It ranks second only by a slim margin engine has clear strengths or interchanged step on the earlier castings they!
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