Scuse my IGNERENTZ....
- Thread starter Sweet90SC
- Start date
Parker Dean
Registered User
Extra intake.
The Modulars don't seem to have a significant exhaust problem at this point, which is unusual for Ford engines. Cylinder filling in the two valve modulars OTOH, is problematic even on 4.6's and added displacement doesn't help.
The Modulars don't seem to have a significant exhaust problem at this point, which is unusual for Ford engines. Cylinder filling in the two valve modulars OTOH, is problematic even on 4.6's and added displacement doesn't help.
The new 3-valve V-8 engines are “second-generation” designs of Ford’s Modular V-8 family of engines, which consist of 4.6-liter and 5.4-liter V-8 engines and a 6.8-liter V-10.
With one basic engine architecture to suit a variety of vehicle needs, the Modular V-8 family of engines powers a diverse number of Ford products from SUVs to pickup trucks to sports cars and luxury cars.
In 2002, one-third of all Ford Motor Company vehicles sold in North America, or 1.3 million vehicles, were powered by Modular V-8 engines.
Beginning with the new 2004 F-150, Ford’s Modular V-8 family of engines will be available in 2, 3 and 4 valvetrain configurations, per cylinder, equaling 16, 24 and 32 valve engine designs. The 2-valve configuration will be offered in value applications; 3-valve for higher feature content powertrains – when customers want additional performance; and 4-valve designs for high-performance vehicles.
“This new 3-valve architecture, now being introduced in the 2004 F-150, will be the basis for many future products for which Romeo will build engines,” said Dave Szczupak, vice president, Powertrain Operations, Ford Motor Company. “The new multi-valve arrangement enhances the engine’s ability to ‘breathe’ – that is, to move large volumes of air in and out of the cylinders – squeezing all of the energy out of each combustion event, improving power and delivering fuel efficiency.
Variable cam timing
“In addition, we will be adding variable-valve timing to a significant number of all our engines, including nearly all of our V-8 engines,” Szczupak said. “This feature, combined with the combustion efficiency of our 3-valve design, significantly improves the efficiency of our engines for both fuel economy and emissions, while at the same time improving overall performance.”
With the new 3-valve design, Ford engineers discovered they were able to get many of the benefits of a 4-valve design – such as a central spark plug and symmetrical combustion chamber – using two intake valves and a single exhaust valve – with reduced weight and complexity compared with 4-valve designs. The two intake valves allow peak airflow of approximately 350 cubic feet per minute, compared with about 250 cubic feet per minute in the 5.4-liter Triton V-8, which uses a single intake valve per cylinder. This represents a 40-percent improvement.
As an example of the engine team’s holistic approach, this improvement in peak flow also is due to a completely redesigned intake port, which provides a much straighter path to the cylinder – very similar to the approach taken in racing engines.
3-Valve Assembly
With an all-aluminum head, a single camshaft, magnesium cam covers and a clean-sheet design approach, Ford’s engineers have been able to develop a three-valve head that has virtually no weight penalty over the 2-valve V-8 engines. The 3-valve head is actually dimensionally smaller and somewhat lighter than the 2-valve design for the 5.4-liter engine, while offering more rigidity and strength. It also is easier to manufacture, with simpler drilling angles and straight-machined surfaces.
“Our innovative new 3-valve architecture delivers the benefits of multiple valves in a much smaller, more economical package than most competitive designs,” said Pete Dowding, manager for Ford’s lineup of Modular V-8 and V-10 engines. “The new 3-valve head is even smaller and lighter than our 2-valve cylinder head.
With one basic engine architecture to suit a variety of vehicle needs, the Modular V-8 family of engines powers a diverse number of Ford products from SUVs to pickup trucks to sports cars and luxury cars.
In 2002, one-third of all Ford Motor Company vehicles sold in North America, or 1.3 million vehicles, were powered by Modular V-8 engines.
Beginning with the new 2004 F-150, Ford’s Modular V-8 family of engines will be available in 2, 3 and 4 valvetrain configurations, per cylinder, equaling 16, 24 and 32 valve engine designs. The 2-valve configuration will be offered in value applications; 3-valve for higher feature content powertrains – when customers want additional performance; and 4-valve designs for high-performance vehicles.
“This new 3-valve architecture, now being introduced in the 2004 F-150, will be the basis for many future products for which Romeo will build engines,” said Dave Szczupak, vice president, Powertrain Operations, Ford Motor Company. “The new multi-valve arrangement enhances the engine’s ability to ‘breathe’ – that is, to move large volumes of air in and out of the cylinders – squeezing all of the energy out of each combustion event, improving power and delivering fuel efficiency.
Variable cam timing
“In addition, we will be adding variable-valve timing to a significant number of all our engines, including nearly all of our V-8 engines,” Szczupak said. “This feature, combined with the combustion efficiency of our 3-valve design, significantly improves the efficiency of our engines for both fuel economy and emissions, while at the same time improving overall performance.”
With the new 3-valve design, Ford engineers discovered they were able to get many of the benefits of a 4-valve design – such as a central spark plug and symmetrical combustion chamber – using two intake valves and a single exhaust valve – with reduced weight and complexity compared with 4-valve designs. The two intake valves allow peak airflow of approximately 350 cubic feet per minute, compared with about 250 cubic feet per minute in the 5.4-liter Triton V-8, which uses a single intake valve per cylinder. This represents a 40-percent improvement.
As an example of the engine team’s holistic approach, this improvement in peak flow also is due to a completely redesigned intake port, which provides a much straighter path to the cylinder – very similar to the approach taken in racing engines.
3-Valve Assembly
With an all-aluminum head, a single camshaft, magnesium cam covers and a clean-sheet design approach, Ford’s engineers have been able to develop a three-valve head that has virtually no weight penalty over the 2-valve V-8 engines. The 3-valve head is actually dimensionally smaller and somewhat lighter than the 2-valve design for the 5.4-liter engine, while offering more rigidity and strength. It also is easier to manufacture, with simpler drilling angles and straight-machined surfaces.
“Our innovative new 3-valve architecture delivers the benefits of multiple valves in a much smaller, more economical package than most competitive designs,” said Pete Dowding, manager for Ford’s lineup of Modular V-8 and V-10 engines. “The new 3-valve head is even smaller and lighter than our 2-valve cylinder head.
