How To Clean Throttle Body Ford 500

Engine family unit produced by Ford Motor Company

Motor vehicle engine

Ford Modular Engine
A 1999 Ford Mustang SVT Cobra engine.
Overview
Manufacturer	Ford Motor Visitor
Also called	Ford Triton Lincoln InTech
Production	1990–present MY: 1991–present
Layout
Configuration	90° V8 and V10
Displacement	V8 4,601 cc (iv.6 L; 280.viii cu in) 4,951 cc (5.0 Fifty; 302.1 cu in) 5,163 cc (5.2 L; 315.i cu in) v,408 cc (5.iv L; 330.0 cu in) 5,753 cc (5.eight Fifty; 351.i cu in) 5,808 cc (5.viii L; 354.4 cu in) V10 6,802 cc (6.8 L; 415.i cu in)
Cylinder bore	three.552 in (90.2 mm) 3.629 in (92.2 mm) 3.681 in (93.5 mm) 3.vii in (94 mm)
Piston stroke	iii.543 in (90.0 mm) three.649 in (92.7 mm) three.661 in (93.0 mm) 3.75 in (95.iii mm) iv.165 in (105.8 mm)
Valvetrain	Single or Double OHC with Roller finger followers
Combustion
Supercharger	Eaton M-112 roots-type in DOHC and 5.four SOHC versions
Output
Ability output	190–806 hp (142–601 kW)
Torque output	260–679 lb⋅ft (353–921 Due north⋅thou)
Chronology
Predecessor	Ford pocket-size block V8 Ford 385 V8

The Ford Modular engine is Ford Motor Company's overhead camshaft (OHC) V8 and V10 gasoline-powered small block engine family. Despite popular belief that the Modular engine family unit received its moniker from the sharing of engine parts across numerous Ford vehicle platforms, in reality, the Modular engine family was named equally such by Ford Motor Company for the new "modular approach" to the setup of tooling and casting stations in the Windsor and Romeo engine manufacturing plants.

This new "modular approach" allowed for significantly faster changeovers when switching from 1 engine platform to another among the Modular engine family. This too allowed for the existing engine plants, and their supporting offsite product facilities, to handle shorter production runs. Implementing shorter production runs without incurring large shutdown and retooling expenses helped to increase the versatility of those production stations that required tooling or machining setups specific to a sure vehicle platform.

The Modular engine family started with the 4.6L in 1990 for the 1991 model year.^[i] The Modular engines are used in various Ford, Lincoln, and Mercury vehicles. Modular engines used in Ford trucks were marketed under the Triton proper noun from 1997–2010 while the InTech name was used for a fourth dimension at Lincoln and Mercury for vehicles equipped with DOHC versions of the engines. The engines were first produced in the Ford Romeo Engine Plant, then additional capacity was added in Windsor, Ontario.

Origins [edit]

In the early 1980s, and then-Ford Motor Company chief operating officer Donald Petersen challenged Ford's vice-president of design, Jack Telnack, and his staff to come up with new vehicle designs that they could take pride in. The result was an abandonment of the boxy styling that had dominated Ford products for years and the adoption of sleeker, more aerodynamic designs like that used for the highly successful Ford Taurus. In the second one-half of the 1980s, Petersen, now main executive officer, sought to update Ford'southward decades-old V8 architectures, challenging Ford senior engineer Jim Clarke to practice for Ford's V8s what Jack Telnack did for Ford's vehicle design. The objective was to develop a new V8 engine that would surpass Ford's earlier V8s in every meaningful way, from ability and efficiency to emissions performance and smoothness of operation.^[2]

Clarke and his engineers studied engine designs from major European and Japanese automakers and sought to develop a V8 that was technologically advanced and power-dense, notwithstanding also dependable with no major service required before 100,000 miles of use. The initial engine design would implement a xc° vee-angle with a bore and a stroke of 3.552 in × iii.543 in (90.2 mm × xc.0 mm), resulting in a 4,601 cc (4.6 L; 280.8 cu in) displacement and creating a almost 1:ane bore-to-stroke ratio. This foursquare configuration was chosen primarily for its positive noise, vibration and harshness characteristics. The engine would utilize features such as a chain-driven, single-overhead camshaft valvetrain with roller finger followers, a deep-skirt cast-iron block construction and cross-bolted primary bearings, all benefitting long-term durability. In the involvement of reducing overall engine weight, aluminum-alloy heads and pistons would exist standard and all major engine accessories would be mounted straight to the cake, resulting in a more complex block casting but eliminating the need for heavy mounting brackets. Tight construction tolerances were used in shaping the engine's cylinder bores with narrow piston rings fitted to the engine's pistons. This would serve to improve engine efficiency through reduced friction and reduce the engine's oil consumption, while also promoting cleaner emissions.^[ii]

Perhaps the almost significant aspect of the new engine'south pattern was the number of variations of the engine that could be made to suit unlike needs. This resulted in the creation of an entire family of engines consisting not only of designs utilizing unmarried- or dual-overhead camshaft configurations, different displacements and different cake materials, just also dissimilar cylinder counts. In add-on to the various eight-cylinder engines produced, ten-cylinder engines somewhen entered production. Half dozen-cylinder derivatives were besides explored, though never built. With the wide array of engine configurations possible inside this architecture, Ford developed a new, modular tooling system for producing unlike engines quickly and efficiently in the same factory. Referring to this method of production, the name Modular was given to the new engine family. Despite all the different engines that would be built over the years, one of the major unifying aspects nowadays in all engines based on the Modular compages, and required past the engine's tooling for product purposes, was a common bore spacing of 100 mm (3.937 in).^[two]

Past 1987 Ford was fully committed to producing the new Modular V8,^[3] having invested $4 billion in the engine's blueprint in addition to retooling the company'south Romeo, Michigan tractor plant to build the engines. Three years later, in the third quarter of 1990, the first Modular engine, a 4.6L SOHC V8, would exist used in the 1991 model year Lincoln Town Machine. To the credit of Jim Clarke'south engineering science team, the new V8 engine in the Town Auto compared favorably to its pushrod-based predecessor. In spite of having a smaller displacement, the 4.6L Modular V8 could generate more power than the Town Car'southward previous 5.0L V8 and could launch the car 0–lx mph (0–97 km/h) 1.5 seconds quicker, all while delivering improve fuel efficiency. Accompanying these performance advantages, the engine was likewise 20 lb (9 kg) lighter than the older v.0L V8.^[2]

Following the Modular V8'due south debut in the Town Car, engines using the Modular architecture would go on to replace older V8 designs in Ford products, eventually becoming Ford's chief gasoline V8 (and V10) architecture.

four.6 L [edit]

The four,601 cc (4.half dozen 50; 280.8 cu in) displacement^[4] 90-degree V8 has been offered in 2-valve SOHC, 3-valve SOHC, and iv-valve DOHC versions. The engines were also offered with both aluminum and cast fe blocks, depending on application. The 4.6 50's bore and stroke are nearly foursquare at 3.552 in × 3.543 in (90.2 mm × 90.0 mm), respectively. Deck height for the 4.6 block is 8.937 in (227.0 mm) and connecting rod length is 5.933 in (150.7 mm) centre to center, giving the 4.6 Fifty a 1.67:1 rod to stroke ratio. Cylinder diameter spacing measures iii.937 in (100.0 mm), which is common to all members of the Modular engine family. All Modular V8s, except for the new 5.0 50 Coyote, employ the same firing order as the Ford 5.0 L HO and 351 CID V8s (i-three-7-2-6-5-iv-8). The iv.6 Fifty engines have been assembled at Romeo Engine Found in Michigan, and at Windsor Engine Plant and Essex Engine Establish, both located in Windsor, Ontario.^[5]

The final 4.vi L engine was produced in May 2014. The engine was a 2-valve version and installed in a 2014 model year Ford E-Series van.^[half-dozen]

2-valve [edit]

The get-go product Modular engine was the 4.6 L ii-valve SOHC V8 introduced in the 1991 Lincoln Town Car.

The iv.half dozen L 2V has been congenital at both Romeo Engine Plant and Windsor Engine Plant, and the plants have different designs for cylinder heads (cam caps: interconnected cam "cages" vs. private caps per cam periodical), camshaft sprockets (bolt-on vs. printing-on), valve covers (11 bolts vs. 13 bolts), crankshaft (6 bolts vs. viii bolts) and main bearing caps (2 commodities fasteners with 2 jackscrews vs. 2 bolt fasteners with dowel pins).^[vii]

Vehicles equipped with the 16-valve SOHC 4.6 L include the post-obit:

Vehicle Name	Production Years[ description needed ]	Engine Output	Notes
Lincoln Boondocks Auto	1991–1993	190 hp (142 kW) 260 lb⋅ft (353 North⋅m)
Aston Martin Lagonda Vignale concept	1993	190 hp (142 kW) 270 lb⋅ft (366 N⋅g)
Lincoln Town Car	1994–1995	205 hp (153 kW) 280 lb⋅ft (380 Due north⋅m)
Lincoln Town Machine	1996–1998	210 hp (157 kW) 280 lb⋅ft (380 N⋅m)	Ford EEC-V Introduced
Lincoln Town Automobile Touring Sedan	1999–2000	239 hp (178 kW) 282 lb⋅ft (382 N⋅m)	Performance Improved w/standard dual exhaust
Lincoln Town Machine	2002–2011	239 hp (178 kW) 282 lb⋅ft (382 N⋅chiliad)
Ford Crown Victoria Mercury K Marquis	1992–1997	210 hp (157 kW) 270 lb⋅ft (366 N⋅k)	with dual exhaust option Ford EEC-V introduced 1996
Ford Crown Victoria Mercury Grand Marquis	1998–2000	215 hp (160 kW) 285 lb⋅ft (386 N⋅grand)	with dual exhaust option
Ford Crown Victoria Mercury Grand Marquis	2001–2002	235 hp (175 kW) 275 lb⋅ft (373 N⋅k)	Performance Improved w/dual exhaust option
Ford Crown Victoria Mercury Grand Marquis	2003–2012	239 hp (178 kW) 282 lb⋅ft (382 N⋅chiliad)	with dual exhaust pick
Ford Crown Victoria Police Interceptor	2004–2011	250 hp (186 kW) and 297 lb⋅ft (403 Due north⋅m)	Mercury Marauder Air Box and xc mm MAF
Ford Thunderbird Mercury Cougar	1994–1995	205 hp (153 kW) 265 lb⋅ft (359 North⋅m)
Ford Thunderbird Mercury Cougar	1996–1997	205 hp (153 kW) 280 lb⋅ft (380 N⋅chiliad)	Ford EEC-V Introduced
Ford F-Series	1997–2000	220 hp (164 kW) @ 4400 rpm[8] 290 lb⋅ft (393 N⋅m) @ 3250 rpm
Ford F-Series	2001–2005	231 hp (172 kW) @ 4750 rpm 293 lb⋅ft (397 Due north⋅grand) @ 3500 rpm	Functioning Improved
Ford F-Series	2006–2010	248 hp (185 kW) @ 4750 rpm 294 lb⋅ft (399 N⋅yard) @ 4000 rpm
Ford E-Series	1997–2000	210 hp (157 kW) 290 lb⋅ft (393 N⋅thousand)
Ford E-Series	2001–2014	231 hp (172 kW) 293 lb⋅ft (397 North⋅m)	Performance Improved
Ford Explorer Mercury Mountaineer	2002–2005	238 hp (177 kW) @ 4750 rpm 282 lb⋅ft (382 Due north⋅chiliad) @ 4000 rpm
Ford Expedition	1997–2000	215 hp (160 kW) 290 lb⋅ft (393 N⋅thousand)
Ford Expedition	2001–2004	231 hp (172 kW) 293 lb⋅ft (397 N⋅m)	Performance Improved
Ford Mustang GT	1996–1997	215 hp (160 kW) 285 lb⋅ft (386 N⋅m)	Ford EEC-5 Introduced
Ford Mustang GT	1998	225 hp (168 kW) 290 lb⋅ft (393 N⋅thousand)
Ford Mustang GT	1999–2004	260 hp (194 kW) 302 lb⋅ft (409 N⋅m)	Performance Improved heads
Ford Mustang GT Bullitt	2001	265 hp (198 kW) 305 lb⋅ft (414 N⋅m)	Functioning Improved heads; alternate intake manifold based on Ford Racing pattern, unique to this application
MG ZT 260	2003–2005	260 hp (194 kW) 300 lb⋅ft (407 N⋅1000)
Rover 75 V8	2003–2005	260 hp (194 kW) 300 lb⋅ft (407 N⋅m)
Mobility Ventures MV-1	2011–2014	248 hp (185 kW) 294 lb⋅ft (399 Due north⋅thou)	also bachelor in factory CNG version

3-valve [edit]

The 3-valve SOHC 4.half dozen L with variable camshaft timing (VCT) first appeared in the redesigned 2005 Ford Mustang.

The engines are equipped with an electronic Accuse Motion Control Valve (CMCV) system that provides increased air velocity at low engine speeds for improved emissions and low-rpm torque. Cylinder block material varies between aluminum used in the 2005+ Mustang GT and bandage iron used in the 2005+ Ford Explorer and the 2006+ Ford Explorer Sport Trac (see below), though the same aluminum heads are used in all applications.^{[ citation needed ]}

The 3-valve SOHC 4.6 50 engine was on the Ward'south 10 Best Engines list for 2005–2008.

Vehicles equipped with the 24-valve SOHC VCT 4.6 Fifty include the following:

Vehicle Proper name	Product Years	Engine Output	Notes
Ford Mustang GT	2005–2009	300 hp (224 kW) 320 lb⋅ft (434 Northward⋅chiliad)
Ford Mustang Bullitt	2008–2009	315 hp (235 kW) 325 lb⋅ft (441 North⋅one thousand)
Ford Mustang GT	2010	315 hp (235 kW) 325 lb⋅ft (441 N⋅1000)
Ford Explorer Mercury Mountaineer	2006–2010	292 hp (218 kW) 315 lb⋅ft (427 N⋅m)
Ford Explorer Sport Trac	2006–2010	292 hp (218 kW) 315 lb⋅ft (427 Due north⋅one thousand)
Ford F-Series	2008–2010	292 hp (218 kW) 320 lb⋅ft (434 Northward⋅m)

4-valve [edit]

The 4-valve DOHC version of the Modular engine was introduced in the 1993 Lincoln Marking VIII as the iv.vi L 4-Cam V8. Lincoln marketed the engine nether the name InTech later on 1995.^[9]

The 1993–1998 4-valve engines featured cylinder heads with 2 intake ports per cylinder (separate-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 (one intake port feeding ii intake valves), new camshaft profiles, and fixed runner-length intake manifolds. These changes resulted in more than power, torque and a broader power-band when compared to the earlier 4-valve engines.^[vii]

All 4.6 50 iv-valve engines featured aluminum engine blocks with 6-commodities master bearing caps, the but exception being the 2003–2004 SVT Cobra which had a 4-bolt chief bandage fe block. The 1999 and earlier engines featured an aluminum cake cast in Italy past Fiat subsidiary Teksid Due south.p.A. Since 1996, all of the 4.6 50 4-valve engines manufactured for use in the SVT Cobra have been hand-built by SVT technicians at Ford's Romeo, Michigan found.^[10]

The 4-valve DOHC 4.6 L engine was on the Ward's 10 Best Engines list for 1996 and 1997.

Vehicles equipped with the 32-valve DOHC 4.six L include the following:

Vehicle Name	Product Years	Engine Output	Notes
Lincoln Mark Viii	1993–1998	280 hp (209 kW) 285 lb⋅ft (386 N⋅m)
Lincoln Mark VIII LSC	1995–1998	290 hp (216 kW) 295 lb⋅ft (400 Due north⋅yard)
Ford Thunderbird SVE	1996–1997	350 hp (261 kW) 375 lb⋅ft (508 Northward⋅one thousand)	Supercharged, never progressed past prototype phase
Lincoln Continental	1995–1998	260 hp (194 kW) 265 lb⋅ft (359 Due north⋅m)	FWD, Different Bellhousing
Lincoln Continental	1999–2002	275 hp (205 kW) 275 lb⋅ft (373 N⋅m)	FWD, Dissimilar Bellhousing
Lincoln Aviator	2003–2005	302 hp (225 kW) 300 lb⋅ft (407 N⋅m)
Mercury Marauder	2003–2004	302 hp (225 kW) 318 lb⋅ft (431 N⋅m)
Ford Mustang SVT Cobra	1996–1998	305 hp (227 kW) 300 lb⋅ft (407 N⋅m)
Ford Mustang SVT Cobra	1999, 2001	320 hp (239 kW) 317 lb⋅ft (430 N⋅grand)
Ford Mustang SVT Cobra	2003–2004	390 hp (291 kW) 390 lb⋅ft (529 N⋅m)	Iron block, Supercharged
Ford Mustang Mach 1	2003	305 hp (227 kW) 320 lb⋅ft (434 N⋅m)
Ford Mustang Mach ane	2004	310 hp (231 kW)[11] 335 lb⋅ft (454 N⋅m)[eleven]
Marcos Mantis	1997–1999	327 hp (244 kW) 317 lb⋅ft (430 N⋅grand)
Marcos Mantis GT	1998–1999	506 hp (377 kW) 452 lb⋅ft (613 Northward⋅m)	Supercharged
Panoz AIV Roadster	1997–1999	305 hp (227 kW) 300 lb⋅ft (407 N⋅m)
Panoz Esperante	2000–2009	305 hp (227 kW) 300 lb⋅ft (407 Due north⋅yard) [12]
Qvale Mangusta	2000–2001	320 hp (239 kW) 317 lb⋅ft (430 N⋅m)
MG X-Power SV	2003–2005	320 hp (239 kW) 317 lb⋅ft (430 N⋅chiliad)
Koenigsegg CC8S	2003	646 hp (482 kW) 550 lb⋅ft (746 N⋅m)	Supercharged
Koenigsegg CCR	2004–2006	806 hp (601 kW) 679 lb⋅ft (920 Northward⋅g)	Dual Supercharged
Invicta S1	2004–2012	320 hp (239 kW) 317 lb⋅ft (430 N⋅thou)

5.0 L Coyote [edit]

The 5.0 L; 302.one cu in (4,951 cc)^[13] Based on the architecture of the 4.6L and 5.4L Modular V8's, the "Coyote" V8 is the latest evolution of the Modular engine.^[14] Ford engineers needed to pattern a V8, specifically for the Mustang GT, that would compete with the GM 6.2L LS3 used in the new Chevrolet Camaro, and the new Chrysler half-dozen.4L Hemi ESF in the Charger, Challenger, and K Cherokee. Since this engine replaced the already pop 4.6L and v.4L Modular Engines, this engine had to remain close to the same physical size of the outgoing 4.6L, and share other specifications with it such as bore spacing, deck height, bong housing bolt pattern, etc. in club for the engine to utilize existing Modular production line tooling (the source of the 'Modular' designation for the engine family). The event was the 5.0L Coyote, which produced roughly the aforementioned amount of ability as its competitors, merely with a much smaller deportation. To strengthen the block enough to handle increased output, webbing was extensively used every bit reinforcement in the casting, rather than increasing the thickness of the walls. The intake plenum was also situated low between the two cylinder banks to run into the height constraint, thus the alternator traditionally placed depression and middle was moved to the side of the engine. It shares the 4.six L (280.7 cu in)'s 3.937 in (100.0 mm) bore spacing and 8.937 in (227.0 mm) deck height,^[15] while bore bore and stroke have increased to 92.2 mm × 92.7 mm (3.63 in × 3.65 in), respectively. The engine too retains the 4.vi L's v.933 in (150.vii mm) connecting rod length, which produces a 1.62:1 rod to stroke ratio.^[16] The firing order has been changed from that shared past all previous Modular V8s (1-3-7-ii-6-5-4-viii) to that of the Ford Flathead V8 (ane-5-iv-viii-6-3-7-2).^[sixteen] Compression ratio is 11.0:1, and despite having port fuel injection (as opposed to direct injection) the engine tin still be run on 87 octane gasoline.

The Coyote features all new 4 valve DOHC cylinder heads that accept shifted the camshafts outboard, which immune for a meaty roller finger follower setup with remote hydraulic valve lash adjusters and improved (raised) intake port geometry. The result is an intake port that outflows the Ford GT intake port by 4 percent and the Yates D3 (NASCAR) intake port up to 0.472 in (12.0 mm) lift, which is the maximum elevator of the Coyote'due south intake cams. Engine redline is 7000 rpm.^[xvi]

The Coyote is Ford's first implementation of its cam-torque-actuated (CTA) Twin Contained Variable Cam Timing (Ti-VCT) in a V8 engine, which allows the powertrain control module (PCM) to advance and retard intake and exhaust cam timing independently of each other, providing improved ability, fuel economy and reduced emissions. The engine is assembled in Ford'due south Essex Engine Plant in Windsor, Ontario, using existing Modular tooling.^[17]

2018 (Gen. 3) Updates [edit]

For 2018, Ford made revisions to the Coyote equipped in the Mustang GT, near notably the addition of high-pressure direct injection (in addition to the existing port injection system), and an increase of the piston bore diameter from 92.ii to 93 mm (three.63 to three.66 in). This increment in the bore size, resulting from the adoption of Plasma Wire Arc Transfer cylinder liner technology in identify of the more traditional sleeve in the block, brings full displacement upwardly from 4,951 to 5,035 cc (302 to 307 cu in). Other changes include Gen. three specific camshafts, enlarged intake and exhaust valves, an increased compression ratio of 12.0:one, a revised intake manifold, and 7500 RPM redline in the Mustang. With these changes the updated 5.0L Coyote is rated by Ford at 460 hp (343 kW) and 420 lb⋅ft (569 N⋅1000).

Boss 302 (Route Runner) Variant [edit]

A higher performance variant of the Coyote, dubbed Road Runner internally by Ford, is produced under the Dominate 302 moniker used for the resurrected Boss 302 Mustang for the 2012 model year.^[18] The Boss 302 receives CNC ported heads cast in 356 aluminum providing additional airflow and strength, and a higher lift exhaust camshaft profile is used. Valvetrain components were lightened as much as possible, including the use of sodium filled exhaust valves, while strengthened powdered metal rods and forged aluminum pistons were added. Piston-cooling jets were also deleted, which are standard in the 5.0 model.^[19] Exterior changes include a high-mount intake plenum (as opposed to the standard engine'due south low-mounted one) with shorter runners to ameliorate high-rpm power. Power is increased from 412 hp (307 kW) to 444 hp (331 kW), and torque drops from 390 lb⋅ft (529 N⋅m) to 380 lb⋅ft (515 N⋅1000) due to the upgrades. The Boss's redline is increased to 7500 rpm, but has been verified stable up to 8400.^[20]

F-150 variant [edit]

A torque-biased variant of the Coyote is produced as an alternative to the EcoBoost V6 in the F-150 pickup truck. The F-150 v.0L receives a lower compression ratio (10.v:1), intake camshafts with less elapsing, cast fe exhaust manifolds, and revised cylinder heads to improve cooling. The intake manifold changed simply in color, and height. These changes promote low-terminate and mid-range power and torque. The engine retains the Coyote'south forged steel creepo and piston-cooling jets only benefits from the addition of an external engine oil cooler like to the Boss 302's. The changes issue in the engine's peak horsepower dropping to 360 hp (268 kW; 365 PS) at 5500 rpm, while torque is rated at 380 lb⋅ft (520 N⋅one thousand) at 4250 rpm. When the 2015 F-150 was revealed, Ford improved the induction organization to pull air from above the grille under the hood (aka Ram Air Result) equally opposed to the fender intake inlet that had been used for all previous Ford Modular Engines. The improver of Ram Air Effect pulled more than cool air into the engine in favor for a power increase to 385 hp (287 kW; 390 PS) at 5750 rpm and 387 lb⋅ft (525 N⋅chiliad) at 3850 rpm.^[21]

For 2018, numerous revisions were fabricated to the 5.0. Nigh notably, the adoption of a port and direct fuel injection system, as well as spray-on diameter liner, eliminating the need for conventional cast iron cylinder bore liners (changes shared with the 2018 Mustang), and compression ratio is increased to 12.0:1. Ability and torque increased to 395 hp (295 kW; 400 PS) at 5750 rpm, while torque is rated at 400 lb⋅ft (540 Northward⋅m) at 4500 rpm.^[22]

Miami variant [edit]

The Miami was a supercharged variant designed by FPV (a joint -venture by Ford Australia and Prodrive) while the Coyote was still in development. Pre-production engines were shipped to Australia where they were fitted with Australian adult superchargers. The blocks and crank were mutual with the US Coyote engine but the sump, rods, pistons, intake manifold, supercharger, exhaust manifolds, wiring loom and engine control unit of measurement were designed and manufactured in Australia. The US Coyote engine had VVT on all iv cams just the Australian ECU only had enough outputs to control two cams, so only the intake cams have VVT. The supercharger uses Eaton rotors in a housing designed past Australian visitor Harrop Engineering – the aforementioned company that provides superchargers to Roush Performance.^{[23] [24] [25] [26]}

Initial variants made 422 hp (315 kW), 402 lbf⋅ft (545 N⋅m) and 449 hp (335 kW), 420 lbf⋅ft (570 N⋅m). Later on versions made 463 hp (345 kW), 471 hp (351 kW) and ultimately 648 hp (483 kW) (with the addition of an intercooler).^[23]

Applications [edit]

The Miami variant was sold in the Australian Ford Falcon-based FPV GT range and the FGX XR8.^{[24] [25] [26]} The 648 hp (483 kW) version was sold in the Falcon FPV Holy Grail.^[23]

The Coyote made Ward's 10 Best Engines list for 2011, 2012, and 2018.^{[27] [28]}

The Coyote is available as a crate motor from Ford Racing Operation Parts (FRPP) complete with alternator, manifold, and wiring harness in standard 412 bhp (307 kW; 418 PS) configuration. The Boss 302 is also available from FRPP for a premium over the standard 5.0L.

The engine is gradually replacing the 4.6L and 5.4L Modular V8 units in all Ford vehicles. This is the first fourth dimension that Ford has used the "five.0" designation since the pushrod 5.0 was discontinued and replaced past the 4.6L Modular unit in the mid-90s.

Vehicles equipped with the 32-valve DOHC Ti-VCT v.0 L include the following:

Vehicle Proper name	Product Years	Engine Output	Notes
Ford Mustang GT	2011–2012	412 hp (307 kW) at 6500 rpm 390 lb⋅ft (529 North⋅one thousand) at 4250 rpm
Ford Mustang Boss 302	2012–2013	444 hp (331 kW) at 7500 rpm 380 lb⋅ft (515 North⋅m) at 4500 rpm [19] [29]	The Dominate engine is "the road runner" variant. Information technology shares null merely the engine block. All of the internals are upgraded for greater RPMs
Ford Mustang GT	2013–2014	420 hp (313 kW) at 6500 rpm 390 lb⋅ft (529 Northward⋅m) at 4250 rpm [xxx]	Aluminum block
Ford Mustang GT	2015–2017	435 hp (324 kW) at 6500 rpm 400 lb⋅ft (542 N⋅grand) at 4250 rpm [31]	Aluminum block
Ford Mustang GT	2018–present	460 hp (343 kW) at 7,000 rpm 420 lb⋅ft (569 N⋅m) at 4,600 rpm	Aluminum block, sprayed-in cylinder liners
Ford Mustang BULLITT	2019–2020	480 hp (358 kW) at seven,000 rpm 420 lb⋅ft (569 N⋅k) at 4,600 rpm	Aluminum block, sprayed-in cylinder liners, larger 87mm throttle body, modified GT350 manifold and cold air intake with recalibration.
Ford Mustang Mach 1	2021–	480 hp (358 kW) at vii,000 rpm 420 lb⋅ft (569 N⋅g) at iv,600 rpm	Aluminum block, sprayed-in cylinder liners, larger 87mm throttle body, modified GT350 manifold and cold air intake with special calibration.
Ford F-150	2011–2014	360 hp (268 kW) at 5500 rpm 380 lb⋅ft (515 N⋅m) at 4250 rpm [32]
Ford F-150	2015–2017	385 hp (287 kW) at 5750 rpm 387 lb⋅ft (525 N⋅m) at 3850 rpm
Ford F-150	2018–2020	395 hp (295 kW) at 5750 rpm 400 lb⋅ft (542 North⋅m) at 4500 rpm[33]	Directly injection and port fuel injection. Increased compression from 10.5:1 to 12:ane. Diameter increased from 92.ii to 93 mm (3.63 to 3.66 in).
Ford F-150	2021–nowadays	400 hp (298 kW) at 6000 rpm 410 lb⋅ft (556 North⋅m) at 4250 rpm
Ford Falcon GT[34] [35]	2011–2014	449 hp (335 kW) at 5750 rpm 420 lb⋅ft (570 Northward⋅g) at 2200–5500 rpm[24]	Supercharged
Ford Falcon XR8	2014–2016	449 hp (335 kW) at 5750 rpm 420 lb⋅ft (570 N⋅grand) at 2200–5500 rpm[36]	Supercharged Tiptop output of 375 kW (503 hp) with overboost[37]
FPV Ford Falcon GT-F	2014	471 hp (351 kW) at 5750 rpm [542 hp (404 kW) with overboost[38] 420 lb⋅ft (570 N⋅chiliad) at 2200–5500 rpm[39]	Supercharged
TVR Griffith	2020	500 hp (373 kW) 430 lb⋅ft (583 Northward⋅g)	Tuned by Cosworth
Panoz Esperante	2014–present	450 hp (336 kW) 570 N⋅m (420 lb⋅ft)

5.ii L [edit]

Voodoo [edit]

The 5.ii L; 315.1 cu in (v,163 cc) "Voodoo" is a evolution of the Coyote engine. The engine was developed specifically for the Shelby GT350 version of the sixth generation Mustang. Bore and stroke are both upwards from the 5.0 50 Coyote at 94 mm × 93 mm (iii.seventy in × 3.66 in), as is the pinch ratio at 12.0:1. The Voodoo makes 526 hp (392 kW) at 7500 RPM and 429 lb⋅ft (582 N⋅thousand) of torque at 4750 RPM and has a redline of 8250 rpm.^[xl] In 2016, the engine received a Ward's ten All-time Engines award.^[41] Like other modern Ford Performance Mustang engines, the Voodoo is hand-built at Ford's Romeo Institute on the Niche Line.^[42]

Dissimilar the Coyote and previous Modular V8s, the Voodoo features a apartment plane crankshaft. During evolution, Ford purchased a Ferrari California, the only other front-engine flat-plane crank V8 car in production, every bit a benchmark.^[43] The Voodoo features a unique Up-Down-Up-Down crank pin configuration, equally opposed to the typical Up-Downwardly-Downwardly-Upwardly in inline-4s and other flat-plane V8s.^[44] Due to the unique crankpin configuration, the back-to-forepart firing order of 1-5-iv-8-iii-7-2-6, is also unique to the Voodoo. This engine was the biggest production flat aeroplane crank V8 by displacement until General Motors introduced the LT6.^[45]

The GT350R variant of the engine received a number of valvetrain enhancements, including the timing chains, lash adjusters, and VCT mechanisms.^[42]

Vehicles equipped with the 32-valve DOHC 5.2 L include the following:

Vehicle Proper noun	Production Years	Engine Output
Ford Mustang Shelby GT350/350R	2015–2020	526 hp (392 kW) at 7500 rpm 429 lb⋅ft (582 N⋅m) at 4750 rpm

Aluminator [edit]

The "Aluminator" is another variant of the Coyote engine utilizing the 5.2 L cylinder block from the GT350. The Aluminator is differentiated from the Voodoo engine by a Cobra Jet intake manifold and throttle trunk, CNC ported cylinder heads, and a cantankerous-plane crankshaft.^[46] The engine has a claimed output of 580 hp (433 kW) and 445 lb⋅ft (603 N⋅grand). Like the "Voodoo" engine, information technology likewise features a 12:i compression ratio and 5.ii L; 315.1 cu in (v,163 cc) of displacement.^[47]

This engine is sold as a Ford Functioning Parts crate engine without a wiring harness, a flywheel, or headers.

Predator [edit]

The "Predator" is a 5.two L; 315.1 cu in (5,163 cc) variant of the "Coyote" engine utilizing a cross-plane crank and a supercharger, which is installed in the Mustang Shelby GT500 starting in 2020. The engine has an output of 760 hp (570 kW; 770 PS) and 625 lb⋅ft (847 N⋅m) of torque.^{[48] [49]}

5.iv L [edit]

The v,409 cc (5.4 L; 330.one cu in)^[4] V8 is a member of the Modular engine family unit offset introduced in the 1997 F-series pick-ups, in place of the 5.8L 351W. Bore diameter is 3.552 in (90.2 mm) and stroke is iv.165 in (105.8 mm), the increased stroke necessitated a taller 10.079 in (256.0 mm) engine block deck superlative. A half-dozen.658 in (169.1 mm) connecting rod length is used to achieve a 1.60:one rod to stroke ratio. The 5.four L 2V was congenital at the Windsor Engine Plant, while the 5.iv L 3V moved product to the Essex Engine Establish beginning in 2003, and so back to Windsor Engine Institute in 2009.^[50] The SVT v.4 L four-valve engines are built at Romeo Engine Plant, manus assembled on the niche line.^[51]

2-valve [edit]

Introduced in 1997, the SOHC 2-valve 5.four Fifty has a cast iron engine cake and aluminum cylinder heads. The 5.four L features multi-port fuel injection, roller finger followers, fracture-divide powder metal connecting rods, and in some applications a forged steel crankshaft.

The 2-valve SOHC 5.4 L engine was on the Ward'due south 10 Best Engines list for 1997–1998 and 2000–2002.

Vehicles equipped with the xvi-valve SOHC 5.4 L include the following:

Vehicle Proper name	Production Years	Engine Output	Notes
Ford F-Series	1997–1998	235 hp (175 kW) 330 lb⋅ft (447 N⋅m)
Ford F-Serial	1999–2004	260 hp (194 kW) 350 lb⋅ft (475 Due north⋅m)	Operation Improved
Ford SVT Lightning	1999–2004	380 hp (283 kW) 450 lb⋅ft (610 N⋅m)	Supercharged ratings for 2001 and later model years
Ford F-150 Harley Davidson Edition	2002–2003	340 hp (254 kW) at 4500 rpm 425 lb⋅ft (576 N⋅one thousand) at 3250 rpm	Supercharged and Intercooled
Ford Expedition Lincoln Navigator	1997–1998	235 hp (175 kW) 330 lb⋅ft (447 North⋅thousand)
Ford Expedition Lincoln Navigator	1999–2004	260 hp (194 kW) 350 lb⋅ft (475 N⋅m)	Functioning Improved
Ford E-Series	1997–1998	235 hp (175 kW) 330 lb⋅ft (447 N⋅one thousand)
Ford E-Series	1999–2017	260 hp (194 kW) 350 lb⋅ft (475 N⋅yard)	Performance Improved

iii-valve [edit]

In 2002, Ford introduced a new 3-valve SOHC cylinder head with variable camshaft timing (VCT), improving power and torque over the previous two-valve SOHC version. The 3-valve cylinder head was first used on the 2002 Ford Fairmont 5.4 L Barra 220 engine in Australia manufactured in Windsor, Ontario, Canada.^[52] The 3-valve 5.4 L was introduced to the Due north American market in the redesigned 2004 Ford F-150.

Vehicles equipped with the 24-valve SOHC VCT 5.four L include the post-obit:

Vehicle Name	Production Years	Engine Output	Notes
Ford Falcon/Futura/Fairmont/Fairmont Ghia	2002–2005	327 hp (244 kW) 347 lb⋅ft (470 N⋅grand)
Ford Fairlane G220 Ford LTD	2003–2004	295 hp (220 kW) 347 lb⋅ft (470 Northward⋅m)
Ford Fairlane G8 Ford LTD	2005–2007	309 hp (230 kW) 369 lb⋅ft (500 N⋅g)
Ford Falcon/Fairmont Ghia	2006–2007	309 hp (230 kW) 369 lb⋅ft (500 Due north⋅thousand)
Ford F-Series	2004–2008	300 hp (224 kW) 365 lb⋅ft (495 N⋅m)	Except 2004 F-150 Heritage model
Ford F-Series	2009–2010	310 hp (231 kW) 365 lb⋅ft (495 Due north⋅g)
Ford F-Serial	2009–2010	320 hp (239 kW) 390 lb⋅ft (529 Northward⋅thousand)	Ratings on e85 biofuel
Ford Expedition Lincoln Navigator	2005–2014	310 hp (231 kW) 365 lb⋅ft (495 Due north⋅m)	Ratings for 2010 and later model years
Lincoln Mark LT	2006–2008

four-valve [edit]

In 1999, Ford introduced the DOHC 4-valve 5.4 Fifty in the Lincoln Navigator under the InTech moniker, making information technology the second engine to utilize this name. Ford later used versions of the DOHC four-valve five.4 L in the 2000 Ford Mustang SVT Cobra R, the Ford GT supercar, and the Ford Shelby GT500. The DOHC 4-valve 5.4 L was too used in the Ford Falcon line in Australia nether the Boss moniker until 2010, when it was replaced by a locally developed, supercharged version of the 5.0 litre Modular V8.^{[ citation needed ]}

The SVT Cobra R version of the 5.4 L 4-valve V8 had several key differences from its Lincoln counterpart. While the fe block and forged steel crankshaft were sourced directly from the InTech 5.4 L, the Cobra R powerplant benefited from new, loftier-flow cylinder heads that were designed with features developed for Ford's "Crude Rider" off-road racing program, application specific camshafts with college lift and more elapsing than other four-valve Modular cams, forged I-axle connecting rods sourced from Carillo, forged pistons that provided a nine.half-dozen:one pinch ratio in conjunction with the 52 cc combustion chambers, and a unique high-flow "cross-ram" style aluminum intake manifold. The Cobra R was rated at 385 hp (287 kW) and 385 lb⋅ft (522 N⋅grand) though chassis dynamometer results have shown these ratings to exist conservative with unmodified Cobra Rs frequently producing nearly 380 hp (280 kW) at the rear wheels.^[53]

The Ford GT version of the 5.four L; 330.ane cu in (5,409 cc) is a highly specialized version of the Modular engine. It is an all-aluminum alloy, dry-sump DOHC iv valves per cylinder with an Eaton 2300 Lysholm screw-type supercharger and showcases numerous technological features, such equally dual fuel injectors per cylinder and oil squirters for the piston skirts, not found in other Ford Modular engines of the time. This engine benefits from an improved version of the high-catamenia 2000 Cobra R cylinder caput and unique high-lift camshafts, now rated at 550 bhp (558 PS; 410 kW) at 6500 rpm and 500 lb⋅ft (678 N⋅m) at 4500 rpm.^{[54] [55]}

The Shelby GT500 uses a 4-valve DOHC 5.4 L with an Eaton M122H Roots type supercharger and air-to-liquid intercooler.^[56] The GT500 v.4 L shares its high-flow cylinder head castings with the Ford GT, with just pocket-size machining differences, and shares camshafts with the 2003–2004 Ford Mustang SVT Cobra; which accept less lift and duration than the Ford GT camshafts. The 2007–2010 GT500 engine used an iron engine block, while the 2011 GT500 5.four L receives a new aluminum engine block, with Ford's first production application of their patented Plasma Transferred Wire Arc (PTWA) cylinder coating, eliminating the need for pressed in cylinder liners. The PTWA spray apparatus was co-developed by Ford and Flame-Spray Industries of Long Island, New York, for which they received the 2009 IPO National Inventors of the Yr Laurels.^[57] The 2011 GT500 engine weighs 102 lb (46 kg) less than the previous atomic number 26-block version, cheers in part to the lack of cast atomic number 26 cylinder liners.^[58] All of the five.4 L iv-valve engines destined for use in SVT vehicles, such as the Ford GT and Shelby GT500, have been mitt-built by technicians at Ford'southward Romeo, Michigan institute.^[10]

Vehicles equipped with the 32-valve DOHC 5.4 L include the following:

Vehicle Proper name	Production Years	Engine Output	Notes
Lincoln Navigator	1999–2004	300 hp (224 kW) 355 lb⋅ft (481 N⋅thou)
Lincoln Blackwood	2002	300 hp (224 kW) 355 lb⋅ft (481 N⋅1000)
Ford Mustang SVT Cobra R	2000	385 hp (287 kW) 385 lb⋅ft (522 N⋅g)
Ford Shelby GT500	2007–2009	500 hp (373 kW) 480 lb⋅ft (651 Northward⋅m)	Supercharged SAE J1349 certified
Ford Shelby GT500KR	2008–2009	540 hp (403 kW) 510 lb⋅ft (691 N⋅thou)	Supercharged
Ford Shelby GT500	2010	540 hp (403 kW) 510 lb⋅ft (691 N⋅thousand)	Supercharged
Ford Shelby GT500	2011–2012	550 hp (410 kW) 510 lb⋅ft (691 N⋅m)	Aluminum cake, Supercharged
Ford GT	2004–2006	550 hp (410 kW) 500 lb⋅ft (678 Due north⋅thousand)	Aluminum cake, Supercharged
Ford Falcon XR8	2002–2008	349 hp (260 kW) 369 lb⋅ft (500 North⋅m)
Ford Falcon FPV GT	2003–2008	389 hp (290 kW) 384 lb⋅ft (520 Due north⋅grand)
Ford Falcon FPV GT Cobra	2007	405 hp (302 kW) 398 lb⋅ft (540 North⋅m)
Ford Falcon FPV GT	2008–2010	422 hp (315 kW) 406 lb⋅ft (550 Due north⋅thousand)
Brabham BT62	2018–present	691 hp (515 kW) 492 lb⋅ft (667 N⋅m)	Tuned by Brabham

v.8 50 Trinity [edit]

The 5.8 is formally known as the Trinity Engine or 5.8-liter V8 engine, which benefits from cylinder heads with improved coolant catamenia, Ford GT camshafts, piston-cooling oil jets like to those found on the 5.0 Coyote, new v-layer MLS head gaskets, an over-rev function that increases the red line to 7000 rpm for upward to 8 seconds (from 6250 rpm), and a pinch ratio increased to 9.0:1 from eight.5:1. Displacement is five,812 cc (5.8 L; 354.seven cu in) with a diameter x stroke of 93.5 mm × 105.8 mm (three.68 in × 4.17 in). Heave is supplied by a 2.3 Fifty TVS Supercharger with maximum boost of 14 psi (0.97 bar).^[59] Trinity has 37 mm (ane.five in) intake valves and 32 mm (1.iii in) frazzle valves.

• 2013–2014 Ford Shelby GT500, DOHC four valves per cylinder, Aluminum block, supercharged and intercooled, 662 bhp (671 PS; 494 kW) at 6500 rpm and 631 lb⋅ft (856 N⋅m) at 4000 rpm of torque.^[60]

6.8 Fifty V10 [edit]

The 6.8 L; 412.5 cu in (6,760 cc) SOHC V10 is another variation of the Modular family unit created for utilise in large trucks. Bore and stroke size is iii.552 in × 4.165 in (90.2 mm × 105.8 mm), identical to the five.4 Fifty V8. Both ii-valve and 3-valve versions have been produced. The six.8 L uses a split-pin crank with 72° firing intervals and a balance shaft to quell vibrations inherent to a 90° bank angle V10 engine. The engine'due south firing club is 1-vi-5-x-ii-7-3-8-four-9. The two-valve version was first introduced in 1997, with a three-valve non-VCT version to follow in 2005.

Vehicles equipped with the half dozen.8 L V10 Modular engine include the following:

2-valve [edit]

Vehicle Name	Production Years	Engine Output	Notes
Ford E250-E450 F53 Motorhome	1997–2004	305 hp (227 kW) 420 lb⋅ft (569 N⋅one thousand)	ratings for 2000 and later model years
Ford F250-F550 F53 Motorhome	1999–2004	310 hp (231 kW) 425 lb⋅ft (576 N⋅one thousand)	ratings for 2000 and later model years
Ford Excursion	2000–2005	310 hp (231 kW) 425 lb⋅ft (576 N⋅m)	ratings for 2000 and later model years
Ford E350 & E450	2005–2019	305 hp (227 kW) 420 lb⋅ft (569 N⋅m)	E350 and E450 available simply as chassis cab and cutaway afterwards 2015 [61]

^{[62] [63]}

3-valve [edit]

Vehicle Name	Product Years	Engine Output	Notes
Ford Super Duty	2005–2010	362 hp (270 kW) 457 lb⋅ft (620 N⋅chiliad)
F450-F550 Chassis Cab	2005–2019	288 hp (215 kW) 424 lb⋅ft (575 N⋅m) [64]
F53, F59 stripped chassis	2005–2019	320 hp (239 kW) 460 lb⋅ft (624 N⋅m)[65]
Ford F-650/F-750 Super Duty	2012–2019	320 hp (239 kW) 460 lb⋅ft (624 N⋅yard)[66]
Blue Bird Vision	2011–2021	362 hp (270 kW) 457 lb⋅ft (620 N⋅m)	Equipped to run on gasoline and propane
New Flyer GE40LF/GE40LFR/GE40LFA/GE35LFR	2004–2013	305 hp (227 kW)[67] 390 lb⋅ft (529 N⋅m)[68]	ISE-Siemens ThunderVolt hybrid powertrain

Ford of Commonwealth of australia [edit]

5.4 L 3-valve VCT SOHC Barra V8

Ford Commonwealth of australia used 5.iv L Modular V8s in the Ford Falcon and previously on the Ford Fairlane sedan model ranges, as well equally in its high performance Ford Performance Vehicles (FPV) segmentation models, until mid-2010, when they were replaced by the 5.0L. The DOHC five.4 L V8s are named Dominate by Ford Australia.

Ford of Australia 4-valve DOHC 5.iv L V8 engines include:

Variant	Power	Torque
Boss 260	349 hp (260 kW) @ 5250 rpm	369 lb⋅ft (500 Due north⋅g) @ 4250 rpm
Boss 290	389 hp (290 kW) @ 5500 rpm	384 lb⋅ft (520 Northward⋅g) @ 4500 rpm
Boss 302	405 hp (302 kW) @ 6000 rpm	398 lb⋅ft (540 N⋅m) @ 4750 rpm
Boss 302	405 hp (302 kW) @ 6000 rpm	406 lb⋅ft (551 N⋅m) @ 4750 rpm for the FPV GS model
Boss 315	422 hp (315 kW) @ 6500 rpm	406 lb⋅ft (551 N⋅m) @ 4750 rpm

5.0 L and 5.iii L Cammer [edit]

5.0 50 R50 Cammer 4-valve DOHC V8 engine installed in a Grand-Am Cup Mustang FR500C.

In 2005, Ford Racing Performance Parts introduced a v.0 50; 304.9 cu in (iv,997 cc) V8 crate engine for use in motor racing and home-made functioning cars, officially called Thou-6007-T50EA, but more widely known as "Cammer". Since then, other college functioning variations of the Cammer take been introduced for KONI Sports Car Challenge and GT4 European Cup. All versions of the Cammer are DOHC 4-valve per cylinder designs with a bore and stroke of three.seven in × 3.543 in (94.0 mm × xc.0 mm). The Cammer achieves its larger 3.7 in (94 mm) bore past resleeving the 4.6 L aluminum cake.^[69]

The T50 Cammer crate engine, the least expensive and most street oriented version, uses 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 non institute in any other production Modular applications. The T50 has an 11.0:1 compression ratio and exceeds 420 hp (313 kW) with the proper exhaust manifolds.^[69]

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 undisclosed specifications, and an 11.0:i compression ratio. The R50 Cammer produces over 450 hp (336 kW) without restrictor plates. Upon introduction the R50 Cammer-powered Mustang FR500C proved to be dominant in One thousand-Am Loving cup, having accomplished 5 victories and podium appearances in nigh every race in the GS class during the 2005 season, giving David Empringham the championship title with the Multimatic Motorsports squad, and Ford the manufacturer's championship.^{[ citation needed ]}

Robert Yates publicly expressed interest in using a similar v.0 50 4-valve DOHC Modular V8 to compete in the NASCAR Winston Loving cup Series.^{[70] [71] [72]} Roush-Yates supplies a naturally aspirated^[73] 550 hp (410 kW) v.0 L Cammer for use in the Mustang FR500GT3 and Matech-Ford GT3 which participate in the FIA GT3 European Championship,^{[74] [75]} and a naturally aspirated 665 hp (496 kW) v.three Fifty Cammer for employ in the 2010 Matech-Ford GT1 that competes in FIA GT1 World Championship.^[76] The 5.iii 50; 322.7 cu in (5,288 cc) Cammer's extra displacement is achieved via a iii.75 in (95.25 mm) stroke.

World records [edit]

Globe's fastest production car [edit]

On February 28, 2005, the Koenigsegg CCR used a modified, Rotrex supercharged Ford Modular 4-valve DOHC 4.6L V8, which produced 806 hp (601 kW), to reach a elevation speed of 241 mph (388 km/h). This engine used a bore of 94.6 mm (iii.725") and a stroke of 94mm (3.700). ^{[ citation needed ]} The bore was accomplished using Darton M.I.D. Sleeves. This certified elevation speed was recorded on February 28, 2005, in Nardo, Italy, and broke the McLaren F1'south world record for fastest production automobile.^[77] The achievement was recognized by Guinness World Records in 2005, who gave the Koenigsegg CCR the official title of "World'south Fastest Production Car." The Koenigsegg tape was broken several months after past the Bugatti Veyron. This engine is the basis for Koenigsegg's twin-supercharged flexible fuel V8 seen in the CCX.

1/8 Mile & 1/4 Mile Elevate Race Earth Records [edit]

1/eight Mile

On March xi, 2018, the team at Modular Motorsports Racing (MMR) used a modified Coyote engine, which produced over 3,500 hp (2,600 kW), and set the world tape for the fastest Ford Modular & Coyote engine always in the i⁄8 mile (201 one thousand), with 3.83 seconds at 202.29 mph (326 km/h). This beat the previous 1⁄8 mile record, and made MMR'southward tape the outset within the 3.8 seconds zone, and starting time to break the 200 mph marking in the i/8 mile. The elapsed fourth dimension and mph record were recorded at Bradenton Motorsports Park located in Bradenton, Florida, during an event sanctioned by the National Musculus Car Association (NMCA). The accomplishment was recognized by sanctioning bodies, such as the National Muscle Car Clan (NMCA) and the National Mustang Racers Association (NMRA), granting it the official title of the "Fastest i⁄8 Mile Modular / Coyote-Powered Vehicle in the World."^{[78] [79]} On March 10, 2019, MMR announced that they had topped their previously-held record from 2018. The squad's new records were 3.817 seconds at 204.17 mph (328.58 km/h).^[lxxx] The tape was achieved with MMR'south GenX 351 cubic inch Coyote-based engine platform, that featured a "new barracks manifold" and other various engine updates.^[lxxx]

1/4 Mile

On November 23, 2019, Modular Motorsports Racing (MMR) with commuter Marking Luton set the world tape for the "world'due south fastest Ford-powered vehicle in the quarter-mile,"^[81] with a v.67 second laissez passer at 265.43 mph (427.17 km/h). The tape was accomplished with a Coyote-based engine which featured factory Ford cylinder head castings, valves, lifters, and followers sitting atop a barracks reproduction of the factory architecture Coyote cylinder cake. The specifics of the engine are described by Luton as being a "351 cubic-inch billet MMR block that has a Bryant crankshaft, BME rods, and MMR pistons that are manufactured past Manley," in improver to "cylinder heads [that] are a manufactory cast head from Ford… that piece of work with the twin 94mm turbos from Garrett."^[82] The elapsed time and mph records were recorded at the Las Vegas Motor Speedway, during a qualifying race hosted by Street Car Super Nationals (SCSN).^[82]

Intake manifold defect [edit]

Starting in 1996, Ford began installing a DuPont Zytel nylon-composite intake manifold onto the 2-valve SOHC engines. Plaintiffs in grade action lawsuits declared that the coolant crossover passage of these intake manifolds may crack, resulting in coolant leakage. A US form-action adapt was filed on behalf of owners, resulting in a settlement announced on December 17, 2005.^{[ citation needed ]}

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 likewise made bachelor for 1996–2001 engines.^[83] To be eligible for reimbursement, owners needed to contact a Ford, Lincoln or Mercury dealer within xc days of Dec 16, 2005. Further, Ford offered an extended warranty for this function, for seven years from the start engagement (which means the initial vehicle auction engagement) without a mileage limitation.

The following vehicles were included in this grade-activeness suit settlement:

• Mercury Grand Marquis, 1996–2001
• Lincoln Town Car, 1996–2001
• Ford Crown Victoria, 1996–2001
• Mercury Cougar, 1996–1997
• Ford Thunderbird, 1996–1997
• Ford Mustang, June 24, 1997 – 2001 (some vehicles)
• Ford Explorer, early 2002

Spark plug bug [edit]

2-valve four.6 L, 5.4 50, and half dozen.viii Fifty engines constitute in many 1997–2008 Ford, Lincoln, and Mercury vehicles may accept aluminum cylinder heads with threads for spark plugs that are stripped, missing, or otherwise comparatively bored out. Ford acknowledges this consequence in Technical Service Bulletin 07-21-2 besides as before TSBs. Ford'southward TSB does not state that this issue is caused by possessor neglect. Ford'southward only authorized repair procedure for out-of-warranty vehicles is to utilize the LOCK-Northward-Stitch aluminum insert and tool kit. For vehicles under the New Vehicle Limited Warranty, Ford will only comprehend the replacement of the entire cylinder head; withal, the Ford recommended spark plug service interval extends beyond the elapsing of the New Vehicle Express Warranty.^[84]

3-valve 5.4 50 and 6.8 Fifty engines built earlier 10/ix/07 and 3-valve four.six Ls congenital before 11/30/07 plant in many 2004–2008 Ford, Lincoln, and Mercury vehicles accept an result with difficult-to-remove spark plugs, which can cause office of the spark plug to become seized in the cylinder head. The source of the problem is a unique plug blueprint that uses a two-piece vanquish, which often separates, leaving the lower portion of the spark plug stuck deep in the engine'southward cylinder caput. The two-piece OE spark plug design is intrinsically flawed, thus making it susceptible to this problem. Ford acknowledges this issue in TSB 08-7-6 every bit well every bit earlier TSBs. Ford'south TSB does not state that this event is acquired by possessor neglect. The TSB provides a special procedure for spark plug removal on these engines. For situations in which the spark plug has partially cleaved off in the cylinder head, Ford distributes multiple special tools for removing the seized portion of the plug. Their TSB explains the multiple procedures required for handling the different cases/situations that occur when parts of plugs are seized in these engines. This repair is covered for vehicles nether warranty; however, the Ford recommended spark plug service interval extends across the elapsing of the New Vehicle Limited Warranty.^[85]

See as well [edit]

• List of Ford engines
• List of Ford factories

References [edit]

1. ^ Smart, Jim (2005-10-05). "Ford Modular V-viii Engine". Mustang & Fords Magazine. US. Retrieved 2020-ten-25 .
2. ^ ^{a b c d} McCosh, Dan; McCraw, Jim (October 1990). "Detroit Shifts the Residual of Power: This year, the engine engineering science headlines are fabricated in America". Pop Science. Times Mirror Magazines, Inc. pp. 82–85. Retrieved 2016-12-12 .
3. ^ Visnic, Nib (2007-10-29). "Ford Determined to Stay on Top With Modular 5-8". WardsAuto. Informa PLC. Archived from the original on 2016-12-20. Retrieved 2016-12-12 .
4. ^ ^{a b} "Ford Vehicles: Get Specifications F-150". Ford Motor Company. Archived from the original on 2008-02-28. Retrieved 2008-04-25 . Engine type: 5.4L Triton SOHC 24-valve V8... Displacement (cu. in.): 330 CID
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Source: https://en.wikipedia.org/wiki/Ford_Modular_engine

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