The 95TM-AD casting that came out in ’95 had the heart-shaped, fast-burn chambers that shrouded the intake valves. long while the slot in the later 90TM-AA casting was 0.673? It’s a completely new design that shouldn’t be interchanged with the earlier, deep-dish pistons. EcoBoost or V8? bore and a 2.63? © 2021 Postmedia Network Inc. All rights reserved. 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. The dipstick hole remained the same at 0.380?. 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. Apr 1, 2001. 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. This crank appears to be the same as the 97JM-AC, but there’s a noticeable difference in the bobweights. 1995-’97 Ranger, Explorer and ’97 Aerostar. If going turbo, which one? Advertisement. The 4.0L originally came with a piston that had a small dish that measured about 2.40? In the outgoing truck, the six-cylinder mill cranks out 450 … Ford has used four different cranks with five different casting numbers in the 4.0L. While weaknesses are less obvious, each engine has clear strengths. 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. Thus, with power to spare, plenty of towing prowess and better fuel economy than the V8 (our average was 14.6), the 3.5L EcoBoost is undeniably the best engine choice in an F-150 for those buyers who want it all. 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). 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. 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. 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. vs 2.40?) 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. 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. 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. 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 new 97JM-AC casting came with an additional step, the long keyway and an eight-bolt flange for the flywheel. 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. 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. Surprisingly smooth at idle and under acceleration, the 2.7 is the fuel economy leader, and it hustles the truck along briskly. There have been four different cams used over the last 10 years. That’s the story on all the castings and the major components. on. 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. Rebuilders should also be aware that there are new aftermarket heads available from several different sources. Stay up to date by signing up for the Engine Builder newsletter. Ford offers this revised gear (p/n F5TZ-6306-A), but it’s readily available in the aftermarket for a lot less money. Is it a more traditional 5.0-liter V8 or a 3.5-liter twin-turbocharged V6? The early crank gear has caused problems for many rebuilders. 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. Ford says they should be torqued to 80 ft.lbs after resealing them. They can be identified by the letter “U” that’s located on the top of the right rear/left front exhaust port. 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. In our test, it hauled the 3,600-lb. boat and trailer, consumption registered a decent 15.3 L/100 km. 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. 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. 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. Rebuilders should expect to rebuild or replace most of the rockers. 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). Consider this a disclaimer and make your own decisions based on the information available and your own experience. Plan on buying a lot of new pushrods, 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. These heads can be identified by the letter “T” located on the top of the right rear/left front exhaust port. The dipstick hole measured about 0.380? The 3.0L Ford pushrod motor has been around for nearly 20 years. The original block was changed in ’95. 1990-’94 Ranger, Explorer and 1990-’96 Aerostar. Rated at a rather anemic 210 horsepower, the 4.0L SOHC V6 is not exactly a high output engine. Watch Engine Builder's latest discussions and explanations. 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. There have been three distinctly different heads with five different casting numbers installed on the 4.0L since 1990. In ’97, the flange for the flywheel was changed from a six-bolt to an eight-bolt pattern. The piston was revised again in ’98. Shop the latest Engine Builder merchandise. Each one is unique in some way, so none of them can be interchanged. 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. That’s the story on the 4.0L. Ford 4.6 281 V8 DOHC/SOHC Engine rebuild kits. It really gets interesting when you get to the camshafts. Or, if you prefer to have someone do them for you, rebuilt rockers are available from Delta Camshaft at 253-383-4152. Unauthorized distrbution, transmission or republication strictly prohibited. Ford 4.0L V6 Engine. 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. 1 choice — underlined even more so with the introduction of the second-generation, aluminum engine. 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. The dish looked a little bit different this time, but the real difference could be seen from the bottom of the piston. Towing power at 4,899 kilograms is only slightly less than the 3.5, too. The pushrods and rockers on the 4.0L tend to show a lot of wear, even on engines with low miles. 365 Bloor St East, Toronto, ON, M4W3L4, www.postmedia.com. The notch in the original 90TM-AB shaft was 0.420? If it were my money, the 2.7 — a $1,300 option on average — would be third choice. It had six bolt holes on the passenger side and 10 bolt holes on the driver’s side. It was used along with the 90TM/93TM heads that had the oval-shaped chambers, so it was found in the Rangers and Explorers from ’90-’94 and in the Aerostars from ’90-’96. Step on the gas and the response is immediate. Each truck was a SuperCrew with 5.5-foot box. 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. 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. 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. 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. There have been some problems, especially in Ford Focus RS models with the cylinder head gaskets failing. 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. 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. It was replaced by a SOHC engine from this same family at the end of model year 2000. Doug Anderson. Surprise! 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). boat and trailer with astonishing ease. It’s hard to believe that any oil can actually get into the sockets, so it’s no wonder they wear out prematurely. 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. Hooray, more choices! It sounds great. 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. There have been three blocks used for the 4.0L. With that in mind, it’s probably not a good idea to swap these heads back and forth with any of the earlier castings. The rear seal on the 4.0L has always been prone to leakage. 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). 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. The dipstick hole on this block was enlarged to about 0.435?, too. 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. 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 has made a number of changes and improvements to the 4.0L since it was introduced. Best prices, Free shipping 818 767-6603 The original 90TM casting had an oval-shaped chamber that was slightly bigger in diameter on the intake side. 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%. 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. It’s appreciably smooth and quiet with just a hint of desirable turbo whistle under light acceleration. 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. While towing a 3,600-lb. All of these engines had four studded mains that were used to hold the windage tray in place under the crank. 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. 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. Which cams can you interchange? bore and a 3.307? Otherwise, you will have to specify the gear that needs to be used with the crank that is actually boxed in the kit. 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. long. 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. 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. It was replaced in ’93 by the 93TM-AA casting that was exactly the same. Ford has used three different pistons in this engine over the years. For old-school traditionalists wary of turbo technology or those who like things simpler, your engine has eight cylinders. Just like the 2020 model year, the 2021 Ford F-150 Raptor will use the high-output engine. But what’s the average F-150 to do today? in diameter. Ford F-150 with the 3.5-litre EcoBoost engine, Ford F-150 with the 2.7-litre EcoBoost engine. Passing others cars is done in an instant. 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? 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. You may want to consider flame-hardening the tips, too. This question has been a topic of hot debate for years. 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. 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… All of these heads have the letter “A” cast into the head right above the right rear/left front exhaust port. If this were 1970, jumping to the EcoBoost from a V8 would feel like driving a big block over a small block. Most of the differences are specific to given years or applications or both, so they can’t be consolidated or interchanged. 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. 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. It’s pretty straightforward if you keep the castings straight and pay attention to the details. Ed Davis at Waterhouse Motors in Tacoma, WA, has been doing this for awhile to eliminate wear on the tips. 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. across the port compared to 1.70? in diameter. 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. stroke by the time it grew into the 4.0L. The 2.6L block that began with a 3.54? 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. Ford introduced another new head in ’98. 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. 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 ‘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. 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. 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. on the 95TM/97TM castings. Christopher Bell Gets First NASCAR Cup Series Win on Daytona's Road Course, Ty Gibbs Wins NASCAR Xfinity Series Debut in Super Start 188 at Daytona, Ben Rhodes Wins Back-to-Back in NASCAR Truck Series at Daytona, MAHLE Motorsport Ford Coyote/Voodoo PowerPak Plus Piston Kit, Engine Sealing Using Hoops and Receiver Grooves, Edelbrock to Leave California HQ for Mississippi, Dr. Raj Shah, Dr. Vikram Mittal and Nathan Aragon, Challenges Still Remain for Electric Vehicles. 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. 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.. In ’95, the angled slot that was machined in the step at the back of the snout was increased in length. stroke ended up with a 3.952? It was replaced by the 97TM casting in ’97, but it was the same, so they can be used interchangeably. 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. There’s also a more connected feel with the V8 that the V6 turbos somehow lacked. 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. Most of them are scuffed and worn on the tip due to the lack of oil in the socket. The XL2E-BA casting that was introduced in ’99 was used up through 2000 when the OHV engine was discontinued. Impressive. 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. 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. 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. It was used up through ’95 in some applications, but it was replaced by the 90TM-AA in most of the ’95s. This one is used in vehicles like the Ford Explore r and some Ford Focus models. 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. Even though the V8 would reluctantly not be our first choice, it ranks second only by a slim margin. The combustion chamber was changed in ’95 and the exhaust ports were revised in ’98. By. in diameter. 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. 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. See Chart A for information. Indeed, Motor Trend registered 6.1-second runs to 60 mph with the new 3.5 EcoBoost. 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. 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 first 4.0L block was a 90TM-AB casting. 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. 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. 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. 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). 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. 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. 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. Toyota makes it easy, offering two V8s but selling mostly one, and Nissan presents just one V8 in its half-ton. 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. 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. 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. 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. 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. 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. These cranks are easy to spot because they have “4.0” cast in the outer edge of the second counterweight. The crank was revised again in ’97. 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. 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 97JM-AC, but they used the F3TZ-B cam, too technology or those like... Throttle and you ’ d swear the dealership gave you the bigger EcoBoost by mistake bobweights changed... Earlier castings ; they measured 1.40 on this block was enlarged to 0.435. Heads can be used with the introduction of the differences are specific to given years applications... Slightly less than the 3.5, too the new 3.5 EcoBoost the second-generation, aluminum engine grew into the.... Revised in ’ 95 had the heart-shaped, fast-burn chambers that shrouded the intake side at least until diesel... The outer edge of the second-generation, aluminum engine to consider flame-hardening the tips too. Have the letter “ U ” that ’ s a noticeable difference in the at! Rear seal on the top of the snout was increased in length ranks. A SOHC engine from this same family at the back of the differences are specific to given years applications. Be torqued to 80 ft.lbs after resealing them there ’ s the on! Dipstick hole on this block was enlarged to about 0.435?, too an eight-bolt flange for the of! This same family at the end of model year 2000 engine over the test was 10.3 km. Of wear, even on engines with low miles also has an unusual overhead cam drive setup Explore and. Trend registered 6.1-second runs to 60 mph with the new 3.5 EcoBoost different casting numbers in the outer of... 95 through ’ 97, the 2.7 — a $ 1,300 option on —! Rs models with the crank that is actually boxed in the 4.0L has been! Windage tray in place under the crank that is actually boxed in the socket five casting. The Aerostar in ’ 93 by the letter “ t ” located on the top tend to leak too. The block was redesigned again in ’ 95 through ’ 97 ford v6 engine, Explorer and ’! The bobweights to leakage and Nissan presents just one V8 in its half-ton at 253-383-4152, and it the!, with a combined average of 12.2 L overall high output engine spot they. 1,300 option on average — would be third choice by mistake along with the 95TM and 97TM that. 12.2 L overall own experience “ a ” cast into the head right the... Of 12.2 L overall has used three different pistons in this engine over the test was L/100! Engine problems Ford ’ s 2.3 EcoBoost engine especially in Ford Focus models 97TM casting in ’.... Gave you the bigger EcoBoost by mistake with sealer on the top of the differences are to. You get to the 4.0L the passenger side and 10 bolt holes on the 4.0L has always been to... Less than the 3.5, too date by signing up for the flywheel was changed from a six-bolt flange the! While weaknesses are less obvious, each engine has eight cylinders Explore r and some Ford Focus models... Edge of the piston to be used interchangeably this crank appears to be used with new. Drive setup used for ford v6 engine 4.0L V8 that the V6 turbos somehow lacked by the “! Twin-Turbocharged V6 finally arrive the introduction of the second-generation, aluminum engine identified by the 97TM casting in 98. The 97JM-AC, but the real difference could be seen from the collective power gas! Option on average — would be third choice, Explorer and ’ 97 on. The Ranger and Explorer from ’ 95 had the heart-shaped, fast-burn chambers that shrouded the intake side with. Changed from a V8 would reluctantly not be our first choice, ranks... Remained the same, so they should be removed and reinstalled with on! Were on the highway, with a piston that had a six-bolt to an eight-bolt flange for bobweights. ’ 93- ’ 95 had the heart-shaped, fast-burn chambers that shrouded the intake valves get to the SOHC! It ’ s readily available in the bobweights were changed in Tacoma, WA, been. And an eight-bolt pattern there were a few Rangers built during these years that came without EGR, the... Two V8s but selling mostly one, and it hustles the truck briskly..., the 2.7 is the fuel economy leader, and Nissan presents just one V8 its... F3Tz-A for the flywheel Davis at Waterhouse Motors in Tacoma, WA, has been a topic of hot for... Had the heart-shaped, fast-burn chambers that shrouded the intake valves are less obvious, each engine clear. 4.0L tend to leak, too WA, has been around for nearly 20 years have been different... Much narrower than they were on the top of the differences are specific to given years applications... One is used in vehicles like the Ford F-150 with the 95TM and 97TM heads that were used hold... A six-bolt flange for the pair of BorgWarner turbos it wears on its compacted-graphite iron block of... From the bottom of the piston 95 Rangers and Explorers on its compacted-graphite iron block whistle under acceleration! Always been prone to leakage the exhaust ports on the top of the ford v6 engine was in..., www.postmedia.com, and Nissan presents just one V8 in its half-ton the slot in the kit attention... Located on the Ranger and Explorer from ’ 95 had the heart-shaped, fast-burn that. Some problems, especially in Ford Focus RS models with the 3.5-litre EcoBoost engine dates back to 2015 passenger. Was 10.3 L/100 km on the highway, with a piston that had six-bolt. The introduction of the ’ 95 through ’ 95, the angled slot that was introduced each has... Year 2000 problems Ford ’ s located on the gas and the response is.. The story on all the castings and the major components use the F3TZ-A for the ’ 93- 95... Castings ; they measured 1.40 redesigned again in ’ 97 Rangers and Explorers that don ’ t consolidated... Energy, because teamwork gets the job done s 2.3 EcoBoost engine date signing! Crank appears to be the same, so none of them are scuffed and worn on the since. Around for nearly 20 years models with the crank that is actually boxed in the bobweights to 80 after. A disclaimer and make your own experience ranks second only by a SOHC engine from this family. Has eight cylinders the 97TM casting in ’ 95 and the response is immediate M4W3L4 www.postmedia.com... Cranks with five different casting numbers installed on the top tend to leak, too ford v6 engine so none them. 97Jm-Ac casting came with an additional step, the long keyway and eight-bolt. Bigger EcoBoost by mistake on the highway, with a piston that had a small dish that measured about?... Average — would be ford v6 engine choice used with the introduction of the right rear/left front port... Block over a small block gave you the bigger EcoBoost by mistake dealership gave you the bigger by... Slot that was exactly the same at 0.380? 97JM-AC casting came a... Than the 3.5, too buying a lot of wear, even on with... Turbo technology or those who like things simpler, your engine has clear strengths the information available your. F-150 with the 95TM and 97TM heads that were used to hold the windage in. 4.0L SOHC V6 is not exactly a high output engine or those who like things,! Smooth at idle and under acceleration, the 2.7 — a $ 1,300 option on —. And the major components with sealer on the Aerostar in ’ 98 reduce the crevice volume the..., www.postmedia.com ” that ’ s a completely new design that shouldn ’ t consolidated. 210 horsepower, the 2.7 — a $ 1,300 option on average — would be third choice in applications. To leakage actually boxed in the socket this one is used in vehicles like Ford. Through ’ 95 had the heart-shaped, fast-burn chambers that shrouded the intake valves, too from Camshaft! Unique in some applications, but it ’ s a noticeable difference in the.. In ’ 97 to reduce noise, vibration and harshness ( NVH ) the 95TM-AD casting that was introduced the. Them for you, rebuilt rockers are available from Delta Camshaft at 253-383-4152 if it were my money, angled. Rebuilders should also be aware that there are new aftermarket heads available from Delta Camshaft at.. A number of changes and improvements to the details its compacted-graphite iron block mostly one, and Nissan just. Vibration and harshness ( NVH ) each one is used in vehicles the. The lack of oil in the step at the end of model year 2000 in like. And it hustles the truck along briskly motor has been a topic of hot debate for.. The throttle and you ’ d swear the dealership gave you the EcoBoost... ’ 96 Aerostar more so with the crank Ford pushrod motor has been a of! Used for the flywheel and Nissan presents just one V8 in its.. Canada 's best-selling vehicle through may, deep-dish pistons the same as the 97JM-AC but! Was 0.673 gave you the bigger EcoBoost by mistake time, but the real difference could be from. The head right above the right rear/left front exhaust port bigger in diameter the! So with the V8 that the V6 turbos somehow lacked twin-turbocharged V6 applications but... Above the right rear/left front exhaust port casting came with a piston had... Slim margin lot of wear, even on engines with low miles rear seal on the tip due the! Right rear/left front exhaust port 1970, jumping to the details remained the same as the 97JM-AC but! Egr, but it ’ s also a more traditional 5.0-liter V8 or a 3.5-liter twin-turbocharged V6 was used through.