The XL2E-BA casting that was introduced in ’99 was used up through 2000 when the OHV engine was discontinued. 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. It had six bolt holes on the passenger side and 10 bolt holes on the driver’s side. 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. They can be identified by the letter “U” that’s located on the top of the right rear/left front exhaust port. Ford 4.6 281 V8 DOHC/SOHC Engine rebuild kits. In ’95, the angled slot that was machined in the step at the back of the snout was increased in length. on the 95TM/97TM castings. Indeed, Motor Trend registered 6.1-second runs to 60 mph with the new 3.5 EcoBoost. 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. The first 4.0L block was a 90TM-AB casting. Rebuilders should expect to rebuild or replace most of the rockers. 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. You may want to consider flame-hardening the tips, too. It’s pretty straightforward if you keep the castings straight and pay attention to the details. 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. 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. 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. Rated at a rather anemic 210 horsepower, the 4.0L SOHC V6 is not exactly a high output engine. 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). 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. Just like the 2020 model year, the 2021 Ford F-150 Raptor will use the high-output engine. 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… 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.. Doug Anderson. It also has an unusual overhead cam drive setup. 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. 16V/32V For cars and trucks. Ford says they should be torqued to 80 ft.lbs after resealing them. These pushrod engines are all conventional 60° Vs with cast iron blocks and heads. 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. 1995-’97 Ranger, Explorer and ’97 Aerostar. Is it a more traditional 5.0-liter V8 or a 3.5-liter twin-turbocharged V6? While weaknesses are less obvious, each engine has clear strengths. If going turbo, which one? The crank gear was timed to the crankshaft by the small tab on the back of the gear that fit into the shallow notch that was machined in the step at the back of the snout. The notch in the original 90TM-AB shaft was 0.420? 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. Toyota makes it easy, offering two V8s but selling mostly one, and Nissan presents just one V8 in its half-ton. 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 piston was revised again in ’98. Impressive. This groundbreaking engine pulls from the collective power of gas and electric energy, because teamwork gets the job done. 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. The new 97JM-AC casting came with an additional step, the long keyway and an eight-bolt flange for the flywheel. in diameter. 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. vs 2.40?) 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? 2.3 EcoBoost Engine Problems Ford’s 2.3 EcoBoost engine dates back to 2015. Or, if you prefer to have someone do them for you, rebuilt rockers are available from Delta Camshaft at 253-383-4152. Which cams can you interchange? The pushrods and rockers on the 4.0L tend to show a lot of wear, even on engines with low miles. Ford has used four different cranks with five different casting numbers in the 4.0L. 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. 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. 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. 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. 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. 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’s hard to believe that any oil can actually get into the sockets, so it’s no wonder they wear out prematurely. 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. There have been four different cams used over the last 10 years. 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