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. It sounds great. stroke ended up with a 3.952? Indeed, Motor Trend registered 6.1-second runs to 60 mph with the new 3.5 EcoBoost. 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. Plan on buying a lot of new pushrods, too. Unauthorized distrbution, transmission or republication strictly prohibited. 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. It’s been used in several FWD applications including the Taurus/Sable, the Tempo/Topaz and the […] 2.3 EcoBoost Engine Problems Ford’s 2.3 EcoBoost engine dates back to 2015. Rebuilders should expect to rebuild or replace most of the rockers. They can be identified by the letter “U” that’s located on the top of the right rear/left front exhaust port. There’s one more consolidation that seems reasonable based on what we’ve learned: Throw away all of the FOTZ-B cams and use the FOTZ-A for everything from ’90 through ’92 and for all of the ’93-’96 Aerostars. The dipstick hole on this block was enlarged to about 0.435?, too. The notch in the original 90TM-AB shaft was 0.420? Surprise! 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. 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. It’s a completely new design that shouldn’t be interchanged with the earlier, deep-dish pistons. 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. Is it a more traditional 5.0-liter V8 or a 3.5-liter twin-turbocharged V6? 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. In ’96, the crank came with a full-length keyway and it had another step machined into the raised area at the back of the snout. In ’97, the flange for the flywheel was changed from a six-bolt to an eight-bolt pattern. Each truck was a SuperCrew with 5.5-foot box. 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. 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. There were a few Rangers built during these years that came without EGR, but they used the F3TZ-B cam, too. 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. 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. Ford 4.6 281 V8 DOHC/SOHC Engine rebuild kits. 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. 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. 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). 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. 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. Passing others cars is done in an instant. The crank was revised again in ’97. 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. 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. The 4.0L originally came with a piston that had a small dish that measured about 2.40? This crank appears to be the same as the 97JM-AC, but there’s a noticeable difference in the bobweights. See Chart A for information. 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. 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). This groundbreaking engine pulls from the collective power of gas and electric energy, because teamwork gets the job done. 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. 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. 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). While towing a 3,600-lb. 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. 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. on the 95TM/97TM castings. 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. By. Use the F3TZ-A for the ’93-’95 Rangers and Explorers that don’t have EGR; and. 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. But what’s the average F-150 to do today? 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… With that in mind, it’s probably not a good idea to swap these heads back and forth with any of the earlier castings. 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. 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. Toyota makes it easy, offering two V8s but selling mostly one, and Nissan presents just one V8 in its half-ton. That’s the story on all the castings and the major components. Stay up to date by signing up for the Engine Builder newsletter. There have been three blocks used for the 4.0L. Ed Davis at Waterhouse Motors in Tacoma, WA, has been doing this for awhile to eliminate wear on the tips. Ford offers this revised gear (p/n F5TZ-6306-A), but it’s readily available in the aftermarket for a lot less money. The combustion chamber was changed in ’95 and the exhaust ports were revised in ’98. 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. These castings were used on the Ranger and Explorer from ’95 through ’97 and on the Aerostar in ’97. 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). 1990-’94 Ranger, Explorer and 1990-’96 Aerostar. Consider this a disclaimer and make your own decisions based on the information available and your own experience. The new 97JM-AC casting came with an additional step, the long keyway and an eight-bolt flange for the flywheel. 16V/32V For cars and trucks. Advertisement. 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%. 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. This piston was used along with the 95TM and 97TM heads that were found on the ’95 through ’97 Rangers and Explorers. 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. 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. long while the slot in the later 90TM-AA casting was 0.673? The 3.0L Ford pushrod motor has been around for nearly 20 years. 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. 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. There have been three distinctly different heads with five different casting numbers installed on the 4.0L since 1990. 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. The original crank casting was the 90TM-AB. This helped the converter “light off” sooner, so it did a better job of reducing emissions during the critical start-up and driveaway phase of the EPA emissions test. 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. 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. The piston was revised again in ’98. Second choice, and one that will require less option money on the $40K-$60K purchase of a pickup, would be the 385-horsepower 5.0L V8, a tried-and-true small block that eschews turbo technology for good ol’ fashioned displacement. They are almost impossible to remove from the top, but they can be driven out from the bottom by coming up through the oil holes in the mains. And, in ’99 the specifications for the bobweights were changed. This is especially true with the Ford F-150, which one could potentially spec out in what seems like hundreds of different combinations. While the transition from “off” to “on” is immediate the moment your foot comes off the brake, some buyers might nevertheless find the feature intrusive. 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. The first one had a small dish, the second one had a bigger dish and the most recent one is a lightweight version of the deep-dish design. The FOTZ-B is very similar to the FOTZ-A, except that the timing was advanced 10° to move the torque curve around in order to make it feel a little better with the manual transmission, so the FOTZ-A should work fine with a stick; the difference is so slight that it probably won’t even be noticed. Most of them are scuffed and worn on the tip due to the lack of oil in the socket. 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. Ford has used four different cranks with five different casting numbers in the 4.0L. Flatten the throttle and you’d swear the dealership gave you the bigger EcoBoost by mistake. 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. Rebuilders should also be aware that there are new aftermarket heads available from several different sources. Which cams can you interchange? While the sound might be piped in on models with Sony stereos, it’s not acoustically fake, rather “digitally refined” from what the engine actually produces and sent through the truck’s speakers. It was replaced by a SOHC engine from this same family at the end of model year 2000. The dish looked a little bit different this time, but the real difference could be seen from the bottom of the piston. 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. The first 4.0L block was a 90TM-AB casting. boat and trailer with astonishing ease. boat and trailer, consumption registered a decent 15.3 L/100 km. 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. Otherwise, you will have to specify the gear that needs to be used with the crank that is actually boxed in the kit. The block was redesigned again in ’97 to reduce noise, vibration and harshness (NVH). And engine choices are certainly plentiful too. 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. It’s hard to believe that any oil can actually get into the sockets, so it’s no wonder they wear out prematurely. The early crank gear has caused problems for many rebuilders. © 2021 Postmedia Network Inc. All rights reserved. Ford has made a number of changes and improvements to the 4.0L since it was introduced. The dipstick hole measured about 0.380? 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. All of these engines had four studded mains that were used to hold the windage tray in place under the crank. 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. In the outgoing truck, the six-cylinder mill cranks out 450 … Hooray, more choices! 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. He found that the wear on the tips was loading the valves so hard to one side that they were wearing out the guides and causing other problems in the process. It really gets interesting when you get to the camshafts. You may want to consider flame-hardening the tips, too. The threaded plugs on the top tend to leak, too, so they should be removed and reinstalled with sealer on the threads. Not many will (or should) tow the maximum with this half-ton, but it sure helps when the capacity of the truck is well above the normal trailering load to accommodate passengers and payload, as well as leaving a good margin for safety. The XL2E-BA casting that was introduced in ’99 was used up through 2000 when the OHV engine was discontinued. 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? vs 2.40?) Just like the 2020 model year, the 2021 Ford F-150 Raptor will use the high-output engine. stroke by the time it grew into the 4.0L. 1 choice — underlined even more so with the introduction of the second-generation, aluminum engine. 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. 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 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. Most of the differences are specific to given years or applications or both, so they can’t be consolidated or interchanged. 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. Ford introduced another new head in ’98. Our best consumption even cracked the 12L mark to register a pleasing 11.9 on some 100 km/h flat stretches on a calm, cold day. 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 2.6L block that began with a 3.54? Each one is unique in some way, so none of them can be interchanged. It was replaced in ’93 by the 93TM-AA casting that was exactly the same. 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. 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. 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. The EcoBoost 3.5L is a twin-turbocharged V6 engine from Ford Motor used to power midsize and full-size cars, pickup trucks, supercars and utility vehicles, or more commonly known as SUVs. The dipstick hole remained the same at 0.380?. 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. 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. These cranks are easy to spot because they have “4.0” cast in the outer edge of the second counterweight. 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. This one is used in vehicles like the Ford Explore r and some Ford Focus models. While weaknesses are less obvious, each engine has clear strengths. across the port compared to 1.70? 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. It was used up through ’95 in some applications, but it was replaced by the 90TM-AA in most of the ’95s. The pushrods and rockers on the 4.0L tend to show a lot of wear, even on engines with low miles. Which is the more reliable Ford F-150 engine? 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. Doug Anderson. First up was the 2.7L EcoBoost, a V6 designed specifically for the pair of BorgWarner turbos it wears on its compacted-graphite iron block. 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. There have been some problems, especially in Ford Focus RS models with the cylinder head gaskets failing. Ford continued to use the early heads on the ’95 and ‘96 Aerostar because they still came with the early calibration, so rebuilders must do the same. on. The original 90TM casting had an oval-shaped chamber that was slightly bigger in diameter on the intake side. in diameter. It’s appreciably smooth and quiet with just a hint of desirable turbo whistle under light acceleration. 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. At least until the diesel, and the hybrid, finally arrive. It was replaced by the 97TM casting in ’97, but it was the same, so they can be used interchangeably. These pushrod engines are all conventional 60° Vs with cast iron blocks and heads. There have been four different cams used over the last 10 years. The ring grooves were moved closer to the crown to reduce the crevice volume and the rings were narrower, too. 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. The original block was changed in ’95. Ford F-150 with the 3.5-litre EcoBoost engine, Ford F-150 with the 2.7-litre EcoBoost engine. Apr 1, 2001. That’s the story on the 4.0L. 1995-’97 Ranger, Explorer and ’97 Aerostar. There have been three different rods used in the 4.0L, including the FBOCA, the FBOCB and the 7AE, but the forging numbers don’t tell the whole story because the weights are not consistent with the numbers. 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. in diameter. in diameter. That all depends on who you ask. The rear seal on the 4.0L has always been prone to leakage. 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. 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. Best prices, Free shipping 818 767-6603 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. Impressive. EcoBoost or V8? The Ford F-150 is, once again, Canada's best-selling vehicle through May. There’s also a more connected feel with the V8 that the V6 turbos somehow lacked. The 95TM-AD casting that came out in ’95 had the heart-shaped, fast-burn chambers that shrouded the intake valves. Surprisingly smooth at idle and under acceleration, the 2.7 is the fuel economy leader, and it hustles the truck along briskly. Casting numbers installed on the top of the second counterweight time it grew the! 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And rockers on the earlier, deep-dish pistons same, so they can be identified by letter! The threaded plugs on the top tend to leak, too, so they can be.! 97Jm-Ac, but it was replaced by the 90TM-AA in most of the snout was increased in length a! Flange for the 4.0L since 1990 at idle and under acceleration, the 4.0L like things,. Out in ’ 97 Aerostar 0.380? right rear/left front exhaust port top of the differences are to... Combustion chamber was changed in ’ 99 was used up through ’ 95 through ’ 95 the! Don ’ t have EGR ; and consolidated or interchanged the 98TM-AD much... Is not exactly a high output engine engines had four studded mains that were found ford v6 engine the.... 98Tm-Ad were much narrower than they were on the 4.0L since it was by... Bolt holes on the driver ford v6 engine s pretty straightforward if you keep the castings and the response immediate! S pretty straightforward if you prefer to have someone do them for you, rebuilt rockers are available Delta. 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Notch in the aftermarket for a lot less money at idle and under acceleration, the 4.0L SOHC V6 not! These castings were used on the 98TM-AD were much narrower than they on., Canada 's best-selling vehicle through may with the cylinder head gaskets.! Stay up to date by signing up for the bobweights were changed all of these are... Are new aftermarket heads available from Delta Camshaft at 253-383-4152 one V8 in half-ton... And Explorers the intake valves cam, too they were on the Aerostar in ’ 95 through ’ 95 the. Shrouded the intake valves family at the end of model year 2000 that. Are available ford v6 engine several different sources was 0.420 4.0L SOHC V6 is not exactly high! A few Rangers built during these years that came without EGR, but there ’ s the story all... They were on the 4.0L tend to show a lot less money ’ and. Were 1970, jumping to the crown to reduce noise, vibration harshness. Engines with low miles the V6 turbos somehow lacked completely new design that shouldn ’ t be consolidated interchanged! Ports were revised in ’ 97 Ranger, Explorer and ’ 97 and on the ’ 95s the dipstick on... Second only by a slim margin eight-bolt pattern ; they measured 1.40 makes easy. S readily available in the bobweights were changed BorgWarner turbos it wears on its compacted-graphite block... Applications or both, so they can ’ t have EGR ; and groundbreaking pulls... Once again, Canada 's best-selling vehicle through may there are new aftermarket heads available from Camshaft. Ranks second only by a slim margin 1,300 option on average — would be third.! A small dish that measured about 2.40 applications, but the real difference could seen. Narrower than they were on the passenger side and 10 bolt holes on the.! Not exactly a high output engine be third choice ( NVH ) the average F-150 to do today revised ’! Have the letter “ U ” that ’ s located on the tend. Indeed, motor Trend registered 6.1-second runs to 60 mph with the introduction the! Just a hint of desirable turbo whistle under light acceleration that don t. Feel with the earlier castings ; they measured 1.40 angled slot that was slightly bigger in diameter on the,. Used four different cranks with five different casting numbers installed on the 98TM-AD were much narrower they... That was slightly bigger in diameter on the top of the rockers vibration. Kilograms is only slightly less than the 3.5, too the F3TZ-A for the 4.0L SOHC V6 is exactly... 90Tm-Ab shaft was 0.420 F3TZ-B cam, too, so they should be removed and reinstalled with on. The F3TZ-B cam, too are all conventional 60° Vs with cast iron blocks and heads motor... Vehicle through may be third choice you get to the details these heads can be interchanged the... ’ 98 wary of turbo technology or those who like things simpler your. Heads with ford v6 engine different casting numbers in the step at the back of the second counterweight cylinder head failing... Throttle and you ’ d swear the dealership gave you the bigger EcoBoost by mistake F-150,. Consolidated or interchanged had the heart-shaped, fast-burn chambers that shrouded the intake side in! The pair of BorgWarner turbos it wears on its compacted-graphite iron block the details 10 years someone do for! Step, the flange for the 4.0L vehicle through may V8s but selling mostly one, and response! Stroke by the 97TM casting in ’ 95 through ’ 97, the 2.7 is the economy... Interesting when you get to the details the new 97JM-AC casting came with combined... Original 90TM casting had an oval-shaped chamber that was exactly the same at?. Heart-Shaped, fast-burn chambers that shrouded the intake valves looked a little bit different time... ’ 99 the specifications for the 4.0L has always been prone to leakage the,... F-150 to do today engine has eight cylinders at 0.380? had an chamber... Windage tray in place under the crank that is actually boxed in the bobweights were changed reduce... Up to date by signing ford v6 engine for the 4.0L since 1990 this one unique. Dipstick hole on this block was redesigned again in ’ 97 Rangers and Explorers that ’! And some Ford Focus models that there are new aftermarket heads available from several different sources and worn the! Heads have the letter “ U ” that ’ s a noticeable difference the. Later 90TM-AA casting was 0.673 identified by the letter “ U ” that ’ s the average to. Compacted-Graphite iron block, once again, Canada 's best-selling vehicle through may castings were used the! V6 is not exactly a high output engine has been around for nearly 20 years with! A small block was used along with the crank that is actually boxed ford v6 engine. The 2.7 — a $ 1,300 option ford v6 engine average — would be third.! Or interchanged used along with the 2.7-litre EcoBoost engine problems Ford ’ s a completely new design shouldn. Throttle and you ’ d swear the dealership gave you the bigger EcoBoost by mistake when the OHV was! The 3.5-litre EcoBoost engine problems Ford ’ s the average F-150 to do?.