Now if we could get all nations on earth to meet half of yours...

 

The DOHC Navi engine was 300hp (unless there was a more powerful variant) - which was why it was scrapped for the 3V variant, it provided no performance/economy gains over the cheaper 3V

And Tim, agreed - how bout you sort that out

 

No, there wasn't.

What would the significance be with a direct injection style gasoline engine towards fuel mileage?

 

You are talking about a 15% improvement in fuel economy... Significant gains.

My mom sold her 2004 VW diesel Golf for a 2006 VW Golf GTi (turbocharged direct injection 2.0l), it makes 200hp, weighs around 3000lbs, yet gets about 38mpg on the freeway.
Even the diesel only got 55mpg, and while the 133hp diesel engine was no slouch (0-60 in low 8's), the petrol one just hauls.

 

I had no idea. That is significant. No DOD for us Ford guys!

 

No, indeed not!!!
I still don't know whether it will make it to production - the DI that is - my "little birdy" said the system had been developed, but said it was still undecided with regards to production...
I really hope it does, because it provides aforementioned economy improvements, as well as better performance

 

No doubt...it seems stupid not to...

 

So did that 'little birdy' say what the expected power numbers are from it bigf350?

 

No, but I would look very closely at its competitors (i.e. 6.1l HEMI, New Votec etc.)

 

Forget whatever the specs "claim"........the 4V Navi is a full second or more quicker than the 3V variant.


3V cheaper?????

Explain how a 3V head with electro/hydraulic variable valve technology that had to be designed and cast from the ground up could possibly be less expensive than a head that's been in production 13+(?) years????

Typical Ford action.........change for the sake of change IMO.

Very curious to see what the Hurricane holds.....The thing is, the DOHC 5.4 in Oz and in the 2000 Cobra R has been close to the numbers of the pseudo-hemi 6.1 and the 6.0 LS6.

Fred, is that motor that peaky that 30 more HP would ruin streetability???

German and Japenese DOHC 4 valve motors get plenty of power per cube with this architecture..........Ford uses OHC but then does not take advantage of the design..........instead, they'll spend millions designing a new head to MEET current performance or build a whole new motor instead of refining the one they have.

 

I have some ideas, but it would require in hour at the United Nations.....
Only one hour in front of all the Nations, that is all I ask

 

I would comment about the United Nations but that would be taking this thread down a political road.

 

Fair point, but we don't have a whole lot to go off except the quoted numbers...
Forget about all the forms of technology (and you would be amazed how cheap an actuator is compared to 2 extra camshafts, 2 more timing chains, 8 extra valves), and think about production - they would have saved millions of dollars by not having a seperate assembly line for a 4V 5.4l....
BTW - don't know off the top of my head, but how long has the DOHC head been around? I didn't think it was 13 years - could be wrong though...
Indeed it is, in fact - useing your "real word" numbers, our "389hp" 5.4 usually dyno's at 20 more hp at the rears than vehicles fitted with the 6.0l GM motor - we don't get the 6.1l HEMI here...
It depends - the primary limiting factor is the intake design, the runners on the standard engine have been set up for mid - high end range, and it is felt.
It is pretty sluggish below 3500rpms (but still better than the 5.7l HEMI's I have driven), but above 3500rpms the runners come into play, and it goes very well (and sounds pure horn).
Another 30 more hp would be possible without deteriorating driveability - I think close to 30hp could be achieved with some good tuning, the things run pretty rich from the factory - and are pretty consertive with thier spark advance with premium.

I got around the 3500rpms thing with the supercharger, and a very nifty (if I may say so myself ) intake runner design
I don't know here, to be quite honest, while I love the modular motors, the 4.6l isn't big enough in terms of capacity, and the 5.4l has far to long a stroke to be a serious performance motor - I remember doing the calculations at the stock 6000rpm cut out on my motor, and the piston velicoties were beyond comprehendable...

A new platform that is closer in terms of bore and stroke AND larger in capacity could be a good thing in my opinion...

 

Good answers....I believe the Mark VIII was first introduced in '93; that's where the 13 years of DOHC heads came from.

And even if you're correct on the cost factor, it seems the Japanese have no problem keeping DOHC/4valve motors in their trucks.


I'll check on the Bore and stroke ratios of the Japanese and German DOHC motors....but off the top of my head it only takes Mercedes 5.0L to get to 400 HP and I think the Infinity 4.XXX is around 340HP.


I, too, love the MOD motors and I don't want to concede that DOHC 4 valve technology can't make up for a .6 or .7 liter deficiency to the DCX/GM motors.

 

Personally, I'd like to see a return to pushrods, but that is just me.

As was stated before, the 5.4 has too long of a stroke for making serious power without forced induction, or to really take advantage of DOHC 4V heads. I would like to see a motor with a bigger bore and shorter stroke no more than 4 inches.