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ENGINE HISTORY 4.6L/5.4L V8, 6.8L V10, AND 5.0L “MODULAR” The Modular engine design focuses on low- friction, best-in-class sealing, long-term durability, and increased bottom-end stiffness for reduced noise/vibration/harshness. Common features are deep-skirt block with cross-bolting, chain-driven overhead camshafts, direct-mounted accessories (air-conditioning compressor, power steering pump, and alternator), valley-mounted water pump, fully counterweighted crankshaft with cross-drilled oil feeds, powdered-metal connecting rods, steel camshafts, and aluminum heads with low-friction roller finger follower valve train. The head bolts extend past the cylinder bores into the bearing webs, reducing bore distortion and providing a better seal of the steel head gaskets. A specific description of each type follows. 4.6L SOHC 2V/3V The 4.6L SOHC (2V) was introduced for the 1991 Lincoln Town Car followed by the 1992 Crown Victoria and 1994 Thunderbird. Made primarily at the Romeo (Mich.) Engine Plant, it is the basis for all modular engines, replacing the classic 5.0L (302 cid) OHV. The original block is cast iron with a nodular iron crankshaft. Cylinder heads use in-line valve design with one intake and one exhaust valve per cylinder. Spark plugs are angled inboard, towards the top of the engine, for improved serviceability. A press-fit piston pin was used for initial car applications, and replaced by floating pins by 2002. (Cosworth® process) to Nemak®-Monterrey® Mustang GT also achieves a 315 horsepower sand castings, with lower bulkheads rating with intake, exhaust, and calibration 4.6L 2V truck applications started with the 1996 strengthened by chilling during solidification. changes. 4.6L 3V truck applications, using the F-150. With the high demand for V8 engines, production was soon shared between Windsor The 2005 4.6L 3V Mustang GT combined this cast iron block and a long-runner intake and Romeo. Windsor-built 4.6L engines use a Romeo-machined aluminum block with the manifold with single-bore throttle body, arrived Windsor-machined cast iron block, sharing a 5.4L’s 3V cylinder heads, variable cam timing for 2006-2010 Explorer and 2009-2010 F-150. bearing-cap design with the 5.4L, and a mix of (VCT), and high-flow oil pump, for 300 4.6L DOHC 4V Windsor- (8-bolt flange) or Romeo- (6-bolt horsepower. Early 2005 models were assembled flange) machined crankshafts. at Essex Engine Plant until December 2004, introduced in the 286 horsepower 1993 LincolnThe Romeo-made 4.6L DOHC was firstwhen production was shifted to Romeo, but the For 1996 model year, the Mustang GT moved design was unaffected by this change. The Mark VIII. The Teksid®-cast (Italy) aluminum from the 5.0L Cleveland-made to a Romeo- 2005-2006 Mustang GTs have a block-mounted block includes four bolt main bearing caps; also made 4.6L 2V. Production moved to Windsor for “cold side” thermostat, where the 2007-2010 cross-bolted for added support. Chains borrowed the freshened 1999 Mustang, piloting the models are re-plumbed to the more from the 4.6L 2V connect the crank to the intake “Performance Improved” (PI) heads and cams conventional “hot side” thermostat on the cams, which use short secondary chains to drive with 260 horsepower. All Romeo 4.6L 2V cylinder head crossover. Cam covers were made the exhaust cams. A high-flow oil pump, select- applications migrated to the PI design for 2001 of magnesium for 2005-2006 models, then fit main bearings and floating piston pins models, allowing Mustang GT engine production switched to aluminum for 2007-2008, then improve NVH and oil pressure robustness. to return to Romeo. The 2001 model Mustang reverted back to lighter magnesium. The Electronically controlled and vacuum-actuated “Bullitt” featured intake, throttle body, and Mustang alternator is equipped with a one-way Intake Manifold Runner Control (IMRC) allowed exhaust changes for a 265 horsepower rating. clutch pulley to reduce audible belt chirp in fast one set of the cylinder head’s dual intake ports The 2002-2005 Explorer combined the shifts on 2005-2010 manual transmission and to be throttled closed, and then opened for peak aluminum block (see 4.6L 4V) with 2V heads; 2005-2008 auto transmission applications. power; a system upgraded to fully electronic control for 1995 model on-board-diagnostic this combination was also used briefly by the Expedition SUV. Initial production used cylinder Mustang Bullitt, Ford Racing’s air induction and (OBD) emissions requirements.To hit 315 horsepower in the 2007-2008 heads specially machined on the block face for exhaust changes were combined with a retuned The 1995 Lincoln Continental 4.6L 4V was the an added O-ring seal around the block’s oil feed; crankshaft damper, enabling higher peak engine modular V8’s first and only front-wheel-drive a subsequent head-gasket upgrade enabled speed. Similar changes were applied to the 319 application, using a unique Windsor-cast regular head usage. Aluminum-block castings horsepower 2007 Shelby GT. The freshened 2010 (Cosworth® process) aluminum block. To protect switched in-cycle from Windsor-sourced transmission durability, the engine was detuned For important information about the proper usage of performance parts, please see page 14. See pages 286-292 for important safety, emissions and warranty information. www.fordracingparts.com 87


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