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Ford Modular engine
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The Modular engine is Ford Motor Company's current high volume overhead camshaft (OHC) V8 and V10 gasoline engine family. It gradually replaced the Windsor small-block and 385 big-block engines over several years in the mid-1990s. Contrary to popular belief, the Modular engine did not get its name from its design or sharing of certain parts among the engine family. Instead, the name was derived from a manufacturing plant protocol, "Modular", where the plant and its tooling could be changed out in a matter of hours to manufacture different versions of the engine family.
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Encyclopedia
The Modular engine is Ford Motor Company's current high volume overhead camshaft (OHC) V8 and V10 gasoline engine family. It gradually replaced the Windsor small-block and 385 big-block engines over several years in the mid-1990s. Contrary to popular belief, the Modular engine did not get its name from its design or sharing of certain parts among the engine family. Instead, the name was derived from a manufacturing plant protocol, "Modular", where the plant and its tooling could be changed out in a matter of hours to manufacture different versions of the engine family. The Modular engines are used in various Ford, Lincoln, and Mercury vehicles. Modular engines used in Ford trucks have been marketed under the Triton name since 1997 while the InTech name was used for a time at Lincoln for vehicles equipped with DOHC versions of the engines.
The engines were first produced in Romeo, Michigan but additional capacity was added in Windsor, Ontario.
4.6 L
The first production Modular engine was the 4.6 L (4601 cc, 281 CID) 2-valve SOHC V8 introduced in the 1991 Lincoln Town Car.
Over the years, the 4.6 has been offered in 2-valve SOHC, 3-valve SOHC, and 4-valve DOHC versions. It has also been produced with both iron and aluminum blocks. The 4.6 Ls bore and stroke are nearly square at 90.2 mm (3.552 in) and 90 mm (3.543 in) respectively. Deck heights for all 4.6 blocks are 227 mm (8.937 in). Connecting rod length is 150.7 mm (5.933 in) center to center giving the 4.6 L a 1.67:1 rod to stroke ratio. Cylinder bore spacing measures 100 mm (3.937 in) which is common to all members of the Modular engine family.
Until 1999, all car engines were produced at the Romeo plant. In 1999 and 2000, Mustang engines were produced in Windsor. Production was moved back to Romeo in 2001. Most truck engines are from the Windsor plant, however there are many later model trucks with Romeo engines. All aluminum-blocked engines were produced at Romeo. In keeping with traditional Ford practice, as engine design is revised over time and compatibility with previous versions is considered low priority, so that parts from a modular engine made in one model year are not necessarily likely to fit an engine made in another; and parts from an engine manufactured in Romeo are unlikely to fit an engine made in Windsor. The Romeo and Windsor plants have different designs for main bearings, heads (cam caps), camshaft gears (press-on vs. bolt on), valve covers (number of bolts), crankshaft (number of flywheel bolts), and cross bolt fasteners for main bearing caps.
2-valve
Vehicles equipped with the 16-valve SOHC 4.6 include the following:
- 1991–1993 Lincoln Town Car, and
- 1992–1997 Ford Crown Victoria/Mercury Grand Marquis, and with dual exhaust option
- 1998–2000 Ford Crown Victoria/Mercury Grand Marquis, and with dual exhaust option
- 2001–2002 Ford Crown Victoria/Mercury Grand Marquis, and with dual exhaust option
- 2003–2004 Ford Crown Victoria/Mercury Grand Marquis, and with dual exhaust option
- 2004–present Ford Crown Victoria Police Interceptor, and
- 1994–1997 Lincoln Town Car,
- 1994–1995 Ford Thunderbird, and
- 1996–1997 Ford Thunderbird, and
- 1994–1995 Mercury Cougar, and
- 1996–1997 Mercury Cougar, and
- 1998–2000 Lincoln Town Car,
- 2001–2002 Lincoln Town Car,
- 2003–2004 Lincoln Town Car,
- 2002–2005 Ford Explorer, and
- 1996–1997 Ford Mustang, and
- 1998 Ford Mustang, and
- 1999–2004 Ford Mustang, and
- 1997–present Ford F-Series, and ratings for 2007 and later model year F-Series
- 1997–present Ford E-Series, and ratings for 2001 and later model year E-Series
3-valve
The 3-valve SOHC 4.6 L with variable camshaft timing (VCT) first appeared in the redesigned 2005 Ford Mustang.
The engines are equipped with an electronic Charge Motion Control Valve (CMCV) system that provides increased charge motion at low engine speeds for improved emissions and low-rpm torque. Cylinder block material varies between aluminum used in the 2005+ Mustang GT and cast iron used in the 2006+ Ford Explorer and the 2007+ Ford Explorer Sport Trac (see below), though the same aluminum heads are used in all applications.
The 3-valve SOHC 4.6 L engine was on the Ward's 10 Best Engines list for 2005–2008.
Vehicles equipped with the 4.6 L 24-valve SOHC include the following:
- 2005–2009 Ford Mustang, 4.6 L, 300 hp (224 kW) and 320 lb·ft (433 N·m)
- 2006–present Ford Explorer, 4.6 L, 292 hp (218 kW) and 300 lb·ft (407 N·m)
- 2007–present Ford Explorer Sport Trac, 4.6 L, 292 hp (218 kW) and 300 lb·ft (407 N·m)
- 2009 Ford F-Series, 4.6 L, 292 hp (218 kW) and 320 lb·ft (433 N·m)
- 2010 Ford Mustang, 4.6 L, 315 hp (235 kW) and 325 lb·ft (440 N·m)
4-valve
The 4-valve DOHC version of the Modular engine was introduced in the 1993 Lincoln Mark VIII as the 4.6 L Four-Cam V8. Lincoln marketed the engine under the name InTech after 1995.
The 1993–1998 4-valve engines featured cylinder heads with two intake ports per cylinder (split-port) and variable runner length intake manifolds with either vacuum or electrically activated intake manifold runner controls (IMRC) depending on application. The engine was revised for 1999 with new cylinder heads featuring tumble-style intake ports, new camshaft profiles, and fixed runner-length intake manifolds. These changes resulted in more power, torque and a broader powerband when compared to the earlier 4-valve engines.
All 4.6 L 4-valve engines featured aluminum engine blocks with 6-bolt main bearing caps, with the only exception being the 2003–2004 SVT Cobra which had a 4-bolt main cast iron block. The 1999 and earlier engines featured an aluminum block cast in Italy by Fiat subsidiary Teksid S.p.A. Since 1996, all of the 4.6 L 4-valve engines manufactured for use in the SVT Cobra have been hand-built by SVT technicians at Ford's Romeo, Michigan plant.
The 4-valve DOHC 4.6 L engine was on the Ward's 10 Best Engines list for 1996.
- 1993–1998 Lincoln Mark VIII, and
- 1995–1997 Lincoln Continental, and
- 1996–1998 Ford Mustang SVT Cobra, and
- 1995–1998 Lincoln Mark VIII LSC, and
- 1998–2002 Lincoln Continental, and
- 1999/2001 Ford Mustang SVT Cobra, and
- 2000–2008 Panoz Esperante, and
- 2003 Ford Mustang Mach 1, and
- 2004 Ford Mustang Mach 1, and
- 2003–2004 Mercury Marauder, and
- 2003–2005 Lincoln Aviator, and
- 2003–2004 Ford Mustang SVT Cobra, Iron block, Supercharged, and
5.4 L
The 5.4 L (5408 cc, 330 CID) V8 is a member of the Modular engine family first introduced in the redesigned 1997 Ford F-150 as a Triton V8. Bore diameter is 90.2 mm (3.552 in) and stroke is 105.8 mm (4.165 in), the increased stroke necessitated a taller 256 mm (10.079 in) engine block deck height. A 169.1 mm (6.658 in) connecting rod length is used to achieve a 1.60:1 rod to stroke ratio. The 5.4 L is built in Windsor, Ontario at the Windsor Engine plant. The engine has been available in three different configurations since its 1997 introduction:
2-valve
Introduced in 1997, the SOHC 2-valve 5.4 L has a cast iron engine block and aluminum cylinder heads. The 5.4 L features multi-port fuel injection, roller followers, fracture-split powder metal connecting rods, and in some applications a forged steel crankshaft.
The 2-valve SOHC 5.4 L engine was on the Ward's 10 Best Engines list for 1997–1998 and 2000–2002.
- 1997–2004 Ford F-Series, 2-valve SOHC, and ratings for 1999 and later model years
- 1997–2004 Ford Expedition, 2-valve SOHC, and ratings for 1999 and later model years
- 1997–present Ford E-Series, 2-valve SOHC, and ratings for 1999 and later model years
- 1999–2004 Ford SVT Lightning, 2-valve SOHC, Supercharged, and ratings for 2001 and later model years
3-valve
In 2003, Ford introduced a new 3-valve SOHC cylinder head with variable camshaft timing (VCT), improving power and torque over the previous 2-valve SOHC version. The 3-valve cylinder head was first used on the 2003 Ford Fairmont 5.4 L Barra 220 engine in Australia. The 3-valve 5.4 L was introduced to the North American market in the redesigned 2004 Ford F-150.
- 2003–2005 Ford Fairmont, 3-valve SOHC, and
- 2003–2004 Ford Fairlane G220, 3-valve SOHC, and
- 2004–2008 Ford F-Series, 3-valve SOHC, and
- 2005–present Ford Expedition, 3-valve SOHC, and
- 2005–present Lincoln Navigator, 3-valve SOHC, and
- 2005–2007 Ford Fairlane G8, 3-valve SOHC, and
- 2006–2007 Ford Fairmont, 3-valve SOHC, and
- 2009 Ford F-Series, 3-valve SOHC, and ratings on e85 biofuel
4-valve
In 1999, Ford introduced the DOHC 4-valve 5.4 L in the Lincoln Navigator under the InTech moniker, making it the second engine to use this name. Ford later used versions of the DOHC 4-valve 5.4 L in the 2000 Ford Mustang SVT Cobra R, the Ford GT sports car, and the Ford Shelby GT500. The DOHC 4-valve 5.4 L is also used in the Ford Falcon line in Australia under the Boss moniker.
The SVT Cobra R version of the 5.4 L 4-valve V8 had several key differences from its Lincoln counterpart. While the iron block and forged steel crankshaft were sourced directly from the InTech 5.4 L, the Cobra R powerplant benefited from new, high-flow cylinder heads that were designed with features developed for Ford's "Rough Rider" off-road racing program, application specific camshafts with higher lift and more duration than other Modular cams, forged I-beam connecting rods sourced from Carillo, forged pistons that provided a 9.6:1 compression ratio, and a unique high-flow "cross-ram" style aluminum intake manifold. The Cobra R was rated at and though chassis dynamometer results have shown these ratings to be conservative with unmodified Cobra Rs often producing nearly at the rear wheels.
The Ford GT version of the 5.4 L is a highly-specialized version of the Modular engine. It is an all-aluminum, dry-sump 5.4 L 4-valve DOHC with a Lysholm screw-type supercharger and showcases numerous technological features, such as dual fuel injectors per cylinder and oil squirters for the piston skirts, not found in other Ford Modular engines. The GT 5.4 L benefits from an improved version of the high-flow 2000 Cobra R cylinder head and unique high-lift camshafts. The GT is rated at 550 hp (410 kW) and 500 ft·lbf (678 N·m), though independent tests conducted on chassis dynamometers have shown these numbers to be conservative, with as delivered Ford GTs often producing nearly at the rear wheels.
The Shelby GT500 uses an iron block 4-valve DOHC 5.4 L with an Eaton M122H Roots type supercharger and air-to-liquid intercooler. The GT500 5.4 L shares its high-flow cylinder head castings with the Ford GT, with only minor machining differences, and shares camshafts with the 2003–2004 Ford Mustang SVT Cobra; which have less lift and duration than the Ford GT camshafts. All of the 5.4 L 4-valve engines destined for use in SVT vehicles, such as the Ford GT and Shelby GT500, have been hand-built by technicians at Ford's Romeo, Michigan plant.
- 1999–2004 Lincoln Navigator, 4-valve DOHC, and
- 2000 Ford Mustang SVT Cobra R, 4-valve DOHC, and
- 2002–2005 Ford Falcon XR8, 4-valve DOHC, and
- 2005–2006 Ford GT, 4-valve DOHC, Aluminum Block, Supercharged, and
- 2006 Ford Falcon FPV GT, 4-valve DOHC, and
- 2007–2009 Ford Shelby GT500, 4-valve DOHC, Supercharged, and SAE J1349 certified
- 2007 Ford Falcon FPV GT Cobra, 4-valve DOHC, and
- 2008 Ford Falcon FPV GT, 4-valve DOHC, and
- 2010 Ford Shelby GT500, 4-valve DOHC, Supercharged, and
6.8 L V10
The 6.8 L (6760 cc, 413 CID) V10 is another variation of the Modular family created for use in large trucks. Bore size is 90.2 mm (3.552 in) and stroke is 105.8 mm (4.165 in), identical to the 5.4 L V8. Both 2-valve and 3-valve versions are currently produced. The 6.8 L uses a balance shaft to quell vibrations inherent to a 90° bank angle V10 engine configuration. The 2-valve version, built at Ford's Windsor, Ontario LVL engine line, was first introduced in 1997. For 2005, Ford introduced a 3-valve non-VCT version of the 6.8 L V10 . The 3-valve engine is built alongside the 2-valve engine at Ford's Windsor, Ontario engine plant.
Vehicles equipped with the 6.8 L V10 Modular engine include the following:
2-valve
3-valve
5.0 L Cammer
In 2005, Ford Racing Performance Parts introduced a 5.0 L (4992 cc, 305 CID) V8 crate engine for use in motor racing and home-made performance cars, officially called M-6007-T50EA, but more widely known as "Cammer". Since then, other higher performance variations of the Cammer have been introduced for Grand-Am Cup and European FIA. All versions of the Cammer are DOHC 4-valve per cylinder designs with a 94 mm (3.700 in) bore and a 90 mm (3.543 in) stroke. The Cammer achieves its larger 94 mm bore by resleeving a production 4.6 L aluminum block.
The T50 Cammer crate engine, the least expensive and most street oriented version, utilizes derivatives of the cylinder heads, variable runner-length magnesium intake manifold, and camshafts first used in the 2000 FR500 Mustang concept car. These parts are unique to the T50 Cammer crate engine and are not found in any other production Modular applications. The T50 has an 11.0:1 compression ratio and exceeds with the proper exhaust manifolds.
The Cammer that has seen success in Grand Am Cup powering the Mustang FR500C is officially called M-6007-R50 and features a unique dual plenum, fixed runner-length magnesium intake manifold, Ford GT aluminum cylinder heads, unique camshafts of unrevealed specifications, and an 11.0:1 compression ratio. The R50 Cammer produces over despite being fitted with a Grand Am Cup-supplied "restrictor plate" mounted directly aft of the throttle body. Upon introduction the R50 Cammer-powered Mustang FR500C proved to be dominant in Grand-Am Cup, having achieved five victories and podium appearances in nearly every race in the GS class during the 2005 season, giving David Empringham the championship title with the Multimatic Motorsports team, and Ford the manufacturer's title.
Robert Yates publicly expressed interest in using a similar 5.0 L 4-valve DOHC Modular V8 to compete in the NASCAR Winston (now Sprint) Cup series. Roush-Yates currently supplies a naturally aspirated 5.0 L Cammer for the Mustang FR500GT, also known as the "Man-Racer", that participates in FIA GT3 European Championship.
Ford of Australia
Ford Australia uses 5.4 L Modular V8s in the Ford Falcon and previously on the Ford Fairlane sedan model ranges, as well as in its high performance Ford Performance Vehicles (FPV) division models. The DOHC 5.4 L V8s are coined Boss by Ford Australia while the SOHC versions were coined Barra, with a number designation referring to power output in kW. The SOHC Barra engines were, and the DOHC Boss short blocks and cylinder heads are built in Windsor, Ontario. The Boss engines include some locally sourced parts such as intake and pistons. All are built with cast-iron blocks.
Ford of Australia 5.4 L engines include:
- Barra 220 3-valve SOHC 5.4 L V8, @ 4750 rpm, @ 3250 rpm
- Barra 230 3-valve SOHC 5.4 L V8, @ 5350 rpm, @ 3500 rpm
- Boss 260 4-valve DOHC 5.4 L V8, @ 5250 rpm, @ 4000 rpm
- Boss 290 4-valve DOHC 5.4 L V8, @ 5500 rpm, @ 4500 rpm
- Boss 302 4-valve DOHC 5.4 L V8, @ 6000 rpm, @ 4750 rpm
- Boss 315 4-valve DOHC 5.4 L V8, @ 6500 rpm, @ 4750 rpm
World Record
The Koenigsegg CCR used a modified, Rotrex supercharged Ford Modular 4-valve DOHC 4.7L V8, which produced 806 hp (601 kW), to achieve a top speed of 241 mph (388 km/h). This certified top speed was recorded on February 28, 2005 in Nardo, Italy and broke the McLaren F1's world record for fastest production car. The accomplishment was recognized by Guinness World Records in 2005, who gave the Koenigsegg CCR the official title of World's Fastest Production Car. The Koenigsegg record was broken several months later by the Bugatti Veyron. This engine is the basis for Koenigsegg's twin-supercharged flexible fuel V8 seen in the CCX.
Intake Manifold Defect
Starting in 1996, Ford began installing a DuPont Zytel nylon-composite intake manifold onto the 2-valve SOHC engines which were found to crack at the front coolant crossover, leaking coolant and possibly causing engine failure. A class-action suit was filed on behalf of owners, resulting in a settlement announced on December 17, 2005. Starting with the 2002 model year, and implemented halfway through the 2001 lineup, Ford began using a revised DuPont Zytel nylon-composite intake manifold with an aluminum front coolant crossover that corrected the issue. Replacement intakes were also made available for 1996–2001 engines.
The following vehicles were included in this class-action suit settlement:
See also
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