A | B | C | D | E | F | G | H | CH | I | J | K | L | M | N | O | P | Q | R | S | T | U | V | W | X | Y | Z | 0 | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9
| Ford Modular Engine | |
|---|---|
 A 1999 Ford Mustang SVT Cobra engine. | |
| Overview | |
| Manufacturer | Ford Motor Company |
| Also called |
|
| Production |
|
| Layout | |
| Configuration | 90° V8 and V10 |
| Displacement |
|
| Cylinder bore |
|
| Piston stroke |
|
| Valvetrain | Single or Double OHC with Roller finger followers |
| Combustion | |
| Supercharger | Eaton M-112 roots-type in DOHC and 5.4 SOHC versions |
| Output | |
| Power output | 190–806 hp (142–601 kW) |
| Torque output | 260–679 lb⋅ft (353–921 N⋅m) |
| Chronology | |
| Predecessor | |
The Ford Modular engine is Ford Motor Company's overhead camshaft (OHC) V8 and V10 gasoline-powered small block engine family. Introduced in 1990, the engine family received its “modular” designation by Ford for its new approach to the setup of tooling and casting stations in the Windsor and Romeo engine manufacturing plants.
Such an approach allowed for significantly faster changeovers when switching from one engine platform to another among the Modular engine family. This also allowed for the existing engine plants, and their supporting offsite production 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 certain vehicle platform.
The Modular engine family started with the 4.6 L in 1990 for the 1991 model year.[1] The Modular engines are used in various Ford, Lincoln, and Mercury vehicles. Modular engines used in Ford trucks were marketed under the Triton name from 1997–2010 while the InTech name was used for a time 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
In the early 1980s, 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 to replace the boxy styling that had dominated Ford products for years. The result was the adoption of sleeker, more aerodynamic designs like that used for the highly successful Ford Taurus. In the second half of the 1980s, Petersen, then chief executive officer, sought to update Ford's decades-old V8 architectures, challenging Ford senior engineer Jim Clarke to develop a new V8 engine that would surpass Ford's earlier V8s in every meaningful way, from power 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 technologically advanced, power-dense, dependable, low maintenance V8, with no major service required before 100,000 miles of use.
The initial engine design would implement a 90° vee-angle with a bore and a stroke of 3.552 in × 3.543 in (90.2 mm × 90.0 mm), resulting in a 4,601 cc (4.6 L; 280.8 cu in) displacement and creating a nearly 1:1 bore-to-stroke ratio. This square 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 main bearings, all benefitting long-term durability. In the interest of reducing overall engine weight, aluminum-alloy heads would be standard and all major engine accessories would be mounted directly to the block, 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.[2]
Perhaps the most significant aspect of the new engine's design was the number of variations of the engine that could be made to suit different needs. This resulted in the creation of an entire family of engines consisting not only of designs utilizing single- or dual-overhead camshaft configurations, different displacements and different block materials, but also different cylinder counts. In addition to the various eight-cylinder engines produced, ten-cylinder engines eventually entered production. Six-cylinder derivatives were also explored, though never built. With the wide array of engine configurations possible within this architecture, Ford developed a new, modular tooling system for producing different 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 present in all engines based on the Modular architecture, and required by the engine's tooling for production purposes, was a common bore spacing of 100 mm (3.937 in).[2]
By 1987 Ford was fully committed to producing the new Modular V8,[3] having invested $4 billion (~$9.21 billion in 2023) in the engine's design in addition to retooling the company's Romeo, Michigan tractor plant to build the engines. Three years later, in the third quarter of 1990, the first Modular engine, a 4.6 L SOHC V8, would be used in the 1991 model year Lincoln Town Car. In spite of having a smaller displacement, the 20 lb (9 kg) lighter 4.6 L Modular V8 could generate more power than the Town Car's previous overhead valve 5.0 L V8 and accelerate to 0–60 mph (0–97 km/h) 1.5 seconds faster, all while delivering better fuel efficiency.[2]
Ford modular engines would go on to become its chief gasoline V8s (and V10s).
4.6 L
The 4,601 cc (4.6 L; 280.8 cu in) displacement[4] 90-degree V8 has been offered in 2-valve SOHC, 3-valve SOHC, and 4-valve DOHC versions. The engines were also offered with both aluminum and cast iron blocks, depending on application. The 4.6 L's bore and stroke are nearly square 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) center to center, giving the 4.6 L a 1.67:1 rod to stroke ratio. Cylinder bore spacing measures 3.937 in (100.0 mm), which is common to all members of the Modular engine family. All Modular V8s, except for the new 5.0 L Coyote and 5.2 L Voodoo, utilize the same firing order as the Ford 5.0 L HO and 351 CID V8s (1-3-7-2-6-5-4-8). The 4.6 L engines have been assembled at Romeo Engine Plant in Michigan, and at Windsor Engine Plant and Essex Engine Plant, both located in Windsor, Ontario.[5]
The final 4.6 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.[6]
2-valve
The first production Modular engine was the 4.6 L 2-valve SOHC V8 introduced in the 1991 Lincoln Town Car.
The 4.6 L 2V has been built at both Romeo Engine Plant and Windsor Engine Plant, and the plants have different designs for cylinder heads (cam caps: interconnected cam "cages" vs. individual caps per cam journal), camshaft sprockets (bolt-on vs. press-on), valve covers (11 bolts vs. 13 bolts), crankshaft (6 bolts vs. 8 bolts) and main bearing caps (2 bolt fasteners with 2 jackscrews vs. 2 bolt fasteners with dowel pins).[7]
Vehicles equipped with the 16-valve SOHC 4.6 L include the following:
| Vehicle Name | Production Years[clarification needed] | Engine Output | Notes |
|---|---|---|---|
| Lincoln Town Car | 1991–1993 | 190 hp (142 kW) 260 lb⋅ft (353 N⋅m) |
|
| Aston Martin Lagonda Vignale concept | 1993 | 190 hp (142 kW) 270 lb⋅ft (366 N⋅m) |
|
| Lincoln Town Car | 1994–1995 | 205 hp (153 kW) 280 lb⋅ft (380 N⋅m) |
|
| Lincoln Town Car | 1996–1998 | 210 hp (157 kW) 280 lb⋅ft (380 N⋅m) |
Ford EEC-V Introduced |
| Lincoln Town Car Touring Sedan | 1999–2000 | 239 hp (178 kW) 282 lb⋅ft (382 N⋅m) |
Performance Improved w/standard dual exhaust |
| Lincoln Town Car | 2002–2011 | 239 hp (178 kW) 282 lb⋅ft (382 N⋅m) |
|
| Ford Crown Victoria Mercury Grand Marquis |
1992–1997 | 210 hp (157 kW) 270 lb⋅ft (366 N⋅m) |
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⋅m) |
with dual exhaust option |
| Ford Crown Victoria Mercury Grand Marquis |
2001–2002 | 235 hp (175 kW) 275 lb⋅ft (373 N⋅m) |
Performance Improved w/dual exhaust option |
| Ford Crown Victoria Mercury Grand Marquis |
2003–2012 | 239 hp (178 kW) 282 lb⋅ft (382 N⋅m) |
with dual exhaust option |
| Ford Crown Victoria Police Interceptor | 2004–2011 | 250 hp (186 kW) and 297 lb⋅ft (403 N⋅m) | Mercury Marauder Air Box and 80 mm MAF |
| Ford Thunderbird Mercury Cougar |
1994–1995 | 205 hp (153 kW) 265 lb⋅ft (359 N⋅m) |
|
| Ford Thunderbird Mercury Cougar |
1996–1997 | 205 hp (153 kW) 280 lb⋅ft (380 N⋅m) |
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 N⋅m) @ 3500 rpm |
Performance Improved |
| Ford F-Series | 2006–2010 | 248 hp (185 kW) @ 4750 rpm 294 lb⋅ft (399 N⋅m) @ 4000 rpm |
|
| Ford E-Series | 1997–2000 | 210 hp (157 kW) 290 lb⋅ft (393 N⋅m) |
|
| Ford E-Series | 2001–2014 | 231 hp (172 kW) 293 lb⋅ft (397 N⋅m) |
Performance Improved |
| Ford Explorer Mercury Mountaineer |
2002–2005 | 238 hp (177 kW) @ 4750 rpm 282 lb⋅ft (382 N⋅m) @ 4000 rpm |
|
| Ford Expedition | 1997–2000 | 215 hp (160 kW) 290 lb⋅ft (393 N⋅m) |
|
| 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-V Introduced |
| Ford Mustang GT | 1998 | 225 hp (168 kW) 290 lb⋅ft (393 N⋅m) |
|
| 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) |
Performance Improved heads; alternate intake manifold based on Ford Racing design, unique to this application |
| MG ZT 260 | 2003–2005 | 260 hp (194 kW) 300 lb⋅ft (407 N⋅m) |
|
| 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 N⋅m) |
also available in factory CNG version |
3-valve
The 3-valve SOHC 4.6 L with variable camshaft timing (VCT) first appeared in the redesigned 2005 Ford Mustang.
The engines are equipped with an electronic Charge 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 2005-10 Mustang GT and cast iron used in the truck applications.
The 3-valve SOHC 4.6 L engine was on the Ward's 10 Best Engines list for 2005–2008.
Vehicles equipped with the 24-valve SOHC VCT 4.6 L include the following:
| Vehicle Name | Production Years | Engine Output | Notes |
|---|---|---|---|
| Ford Mustang GT | 2005–2009 | 300 hp (224 kW) 320 lb⋅ft (434 N⋅m) |
|
| Ford Mustang Bullitt | 2008–2009 | 315 hp (235 kW) 325 lb⋅ft (441 N⋅m) |
|
| Ford Mustang GT | 2010 | 315 hp (235 kW) 325 lb⋅ft (441 N⋅m) |
|
| 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 N⋅m) |
|
| Ford F-150 | 2009–2010 | 292 hp (218 kW) 320 lb⋅ft (434 N⋅m) |
4-valve
The 4-valve DOHC version of the Modular engine was introduced in the 1993 Lincoln Mark VIII as the 4.6 L Four-Cam V8. Lincoln marketed the engine under the name InTech after 1995.[9]
The 1993–1998 4-valve engines featured cylinder heads with two intake ports per cylinder (split-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 two intake valves), new camshaft profiles, and fixed runner-length intake manifolds. These changes resulted in more power, torque and a broader power-band when compared to the earlier 4-valve engines.[7]
All 4.6 L 4-valve engines featured aluminum engine blocks with 6-bolt main bearing caps, the only exception being the 2003–2004 SVT Cobra which had a 4-bolt main cast iron block. The 1999 and earlier engines featured an aluminum block cast in Italy by Fiat subsidiary Teksid S.p.A. Since 1996, all of the 4.6 L 4-valve engines manufactured for use in the SVT Cobra have been hand-built by SVT technicians at Ford's Romeo, Michigan plant.[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 4.6 L include the following:
| Vehicle Name | Production 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 N⋅m) |
|
| Ford Thunderbird SVE | 1996–1997 | 350 hp (261 kW) 375 lb⋅ft (508 N⋅m) |
Supercharged, never progressed past prototype phase |
| Lincoln Continental | 1995–1998 | 260 hp (194 kW) 265 lb⋅ft (359 N⋅m) |
FWD, Different Bellhousing |
| Lincoln Continental | 1999–2002 | 275 hp (205 kW) 275 lb⋅ft (373 N⋅m) |
FWD, Different 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⋅m) |
|
| 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 1 | 2004 | 310 hp (231 kW)[11] 335 lb⋅ft (454 N⋅m)[11] |
|
| Spectre R42 | 1995–1998 | 350 hp (261 kW) 317 lb⋅ft (430 N⋅m) |
|
| Marcos Mantis | 1997–1999 | 327 hp (244 kW) 317 lb⋅ft (430 N⋅m) |
|
| Marcos Mantis GT | 1998–1999 | 506 hp (377 kW) 452 lb⋅ft (613 N⋅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 N⋅m) [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⋅m) |
|
| Koenigsegg CC8S | 2003 | 646 hp (482 kW) 550 lb⋅ft (746 N⋅m) |
Zdroj:https://en.wikipedia.org?pojem=Ford_Modular_engine