hello everyone.i hope someone can help me here.this is my first post here. i have a 95 explorer and ive got a new 97 4.0 crate motor to go in it. i took the intake, plenium , electrical etc and i figured it all out and already bolted to the motor. the problem im having out of the whole deal is the 95 motor the flywheel is a 6 bolt and the 97 is an 8 bolt. i bought a new flywheel at napa bolted it on and it locks the engine up because its rubbing the bottom of the block.what im wondering is if the manual tranny flywheel has a flywheel spacer in between the crank and flywheel like the automatic does.oh yeah i didnt mention mine is a 5 speed. funny thing is i can bolt my 6 bolt flywheel up i can only line 2 bolts up perfect. torque them down and that flywheel doesnt lock the motor up.thats why i was wondering about the spacer. the ford dealer cant even tell me anything on it. this thing is about to blow my mind.

 

Can you check some measurements on both, like the thickness of the hubs, or their overall diameters? Obviously you can not put a 6 hole flywheel onto a crank with 8 holes, so you need to use the correct flywheel. The automatics definitely have a spacer between the flex plate and the cranks. I don't have any experience with manuals.

 

Reason for your issue is the 4.0L OHV engines are all 6 bolt, the 4.0L SOHC engines are all 8 bolt. Sounds like you have the wrong engine

 

That is a little confusing. Looks like Ford built both the OHV and OHC versions of the engine in 1997. So your crate motor must be the SOHC version, if you got it for an Explorer. You will need to find a matching flex plate and crank spacer for it. Hopefully, the flex plate will have matching holes for the torque converter.

 

He needs a Flywheel spacer as its an Manuel Trans.

4.0L OHV was produced from 1990 to 2000. Vehicles with this engine option was Aerostar 1990 to 1997, Explorer 1991 to 2000, Ranger 1990 to 2000

4.0L SOHC was produced from 1997 to Present. Vehicles with this engine option are 1997 to 2010 Explorer, 2001 to Present Ranger, 2005 to 2010 Mustang.

 

That's even more confusing. Are you saying that between 1997 and 2000, Explorers were produced with both engine types?

 

They also had the 5.0L V8

 

Bumping this old thread as I don't believe the bolded statement above is correct. The article below details rather thoroughly the evolution and differences in the Cologne 4L engine over it's ~10 year lifespan.
https://www.enginebuildermag.com/200...0l-pushrod-v6/

Specifically, take note of this.... "In ’97, the flange for the flywheel was changed from a six-bolt to an eight-bolt pattern"
No mention is made of the OHV engines continuing to get the 6-bolt crankshaft. That said, I could see the 1997 Aerostars continuing on in their final year (1997) with the 6-bolt crank, but then again, didn't only the 1997 Aerostars get the new Automatic transmission? I bet that could have been designed only for the 8-bolt.

 

Just wondering if you're still looking for a 4L Cologne v6.

I have one in my 1990 Aerostar, and I have to say that has to be the worst incarnation of the Cologne engine ever. It's way underpowered, though you might be able to fix that with better intake and exhaust, and it has a tendency to oil leaks. I am told that it's due to it vibratory modes that tend to loosen up fasteners. In the smaller versions, like 2.6 liter, the part were smaller and lighter, so the vibrations weren't as damaging. But in a 4 liter with its heavier crank and rods, the vibrations become real problems.

Mine had a bad oil leak when I got it from the original owner in 1994, and since then, I've had to replace every gasket on it due to oil leaks, except the head gaskets. I just found out that it has a coolant leak into the oil. I replaced the intake manifold gaskets (third set), but the leak remains. I don't think it's the head gaskets, as there is not a huge amount of steam coming out. So other possibilities are cracked heads or cracked block. Not having the time to replace the engine, I will try one of the liquid leak stoppers to see if that will help.

 

Not sure if it's me you're asking, but I am patiently looking for a 4L. Most accounts I've read indicate that the 4L OHV is the most reliable Cologne, having had 20+ years of history with the engine on how to remedy what needed to be "fixed" with the engine.

 

Hi Brad,

I should have addressed you in my post.

So what have you found with the engine that needed to be fixed?

 

The current 2.9 is down a bit in compression - and not consistent cylinder-to-cylinder. Also, there seems to be a very minor internal coolant leak as evidenced solely by a very slow drop in the coolant level. My initial plan was to just swap in some new heads, but then I started considering my alternatives. The 4.0L gets the beefier heads, roller cam, etc. Since I can afford to be patient, perhaps I'll find a relatively low-mileage one that can just drop in with only a gasket re-fresh.

 

I have the same story on mine; old engine with 170K+ miles, significant coolant loss into the oil that was not fixed by new intake gaskets. So I'm concerned that there may be a crack some where.

The engine has always been underpowered, rated around 150 hp, for the Aerostar van. Maybe it will work better in a lighter car like a Scorpio.

 

Is there a way to block off the coolant flow through the intake manifold?

 

No, the coolant flows from the heads into the front of the intake manifold to the water pump (through the thermostat). It's like the flow paths of the Windsor v8.