Modular-What is it?
#16
Originally Posted by ghunt
Well that's news to me, I was told the 4.6 and 5.4 used the same block, just with a longer stroke on the 5.4.
Also, if you divide 5.4 by 8, then multiply that by 10, you get 6.75. Round up to the nearest tenth, and you get 6.8, the size of the V10. Coincidence? I doubt it.
I always heard the whole idea of the "modular" family was the ability to interchange parts, and that's why it was called that.
Also, if you divide 5.4 by 8, then multiply that by 10, you get 6.75. Round up to the nearest tenth, and you get 6.8, the size of the V10. Coincidence? I doubt it.
I always heard the whole idea of the "modular" family was the ability to interchange parts, and that's why it was called that.
4.6 and 5.4 blocks are NOT the same blocks.
Yes, a V10 is basically a 5.4 with 2 more cylinders....but the V10 uses a balance shaft.
Believe it or not, there were also 2 versions of the 4.6....Romeo/Windsor which had a few different parts.
#17
Originally Posted by pfogle
The modular design is so called because the cylinders are all the same design. They can take the cores and make a any engine configuration that they want with very minimal changes to the tooling. The 4.6l, 5.4l v8s the 6.8l v10. I believe that even the new 3.5V6 is a variant of the modular series.
3.5L is NOT part of the MOD family.
#18
3.0/3.5/3.7 = duratec v6
3.8/4.2 = essex (very similar to the windors, but don't actually share any parts, IIRC)
4.6/5.4/6.8 = modular (GTTDI CGI 5.0 version for the new mustang.. this is a bored 4.6)
5.8/6.2 will be the new BOSS series.. share a lot of design similarties with the modulars, but have larger bore spacing to allow for bigger cylinder bores.. the only current limitation to the modulars.)
2.0/2.3/2.5 are duratecs too
umm.. the 4.0 is a cologne engine.. based off the old 2.9
3.0 in the ranger is a vulcan
3.8/4.2 = essex (very similar to the windors, but don't actually share any parts, IIRC)
4.6/5.4/6.8 = modular (GTTDI CGI 5.0 version for the new mustang.. this is a bored 4.6)
5.8/6.2 will be the new BOSS series.. share a lot of design similarties with the modulars, but have larger bore spacing to allow for bigger cylinder bores.. the only current limitation to the modulars.)
2.0/2.3/2.5 are duratecs too
umm.. the 4.0 is a cologne engine.. based off the old 2.9
3.0 in the ranger is a vulcan
#19
Originally Posted by captain p4
3.0/3.5/3.7 = duratec v6
3.8/4.2 = essex (very similar to the windors, but don't actually share any parts, IIRC)
4.6/5.4/6.8 = modular (GTTDI CGI 5.0 version for the new mustang.. this is a bored 4.6)
5.8/6.2 will be the new BOSS series.. share a lot of design similarties with the modulars, but have larger bore spacing to allow for bigger cylinder bores.. the only current limitation to the modulars.)
2.0/2.3/2.5 are duratecs too
umm.. the 4.0 is a cologne engine.. based off the old 2.9
3.0 in the ranger is a vulcan
3.8/4.2 = essex (very similar to the windors, but don't actually share any parts, IIRC)
4.6/5.4/6.8 = modular (GTTDI CGI 5.0 version for the new mustang.. this is a bored 4.6)
5.8/6.2 will be the new BOSS series.. share a lot of design similarties with the modulars, but have larger bore spacing to allow for bigger cylinder bores.. the only current limitation to the modulars.)
2.0/2.3/2.5 are duratecs too
umm.. the 4.0 is a cologne engine.. based off the old 2.9
3.0 in the ranger is a vulcan
Good post.
I think I read where the new 3.5/3.7, even though pretty much based on the Duratech line, is now called the "Cyclone" series.
Main differences being soilid lifters (which still freaks me out BTW!!) Valve adjustment is supposedly not needed til 150,000 miles.......glad I only have a 39 month lease on my 3.5L powered MK-Z!!!
#20
#21
It is scary to hear Ford is going back to solid lifters considering how difficult it is to get to the top end of many engines these days. On some of them you can't even tell where the spark plugs are located because they are hidden behind the fuel rails or the intake manifold or both. Can you imagine the cost to get your lifters adjusted(something that is normally reserved for race engines these days) at the local dealership? By the time you have 150K on the clock you are probably out of warranty. Maybe that's why they're saying it won't be needed until after you hit 150K miles. Most customers don't know the difference between a flat tappet, solid, hydraulic or roller lifters nor do the people selling these vehicles. The customer wouldn't know what questions to ask and probably wouldn't understand the answer even if the salesperson could explain it to them.
#23
Originally Posted by eallanboggs
It is scary to hear Ford is going back to solid lifters considering how difficult it is to get to the top end of many engines these days. On some of them you can't even tell where the spark plugs are located because they are hidden behind the fuel rails or the intake manifold or both. Can you imagine the cost to get your lifters adjusted(something that is normally reserved for race engines these days) at the local dealership? By the time you have 150K on the clock you are probably out of warranty. Maybe that's why they're saying it won't be needed until after you hit 150K miles. Most customers don't know the difference between a flat tappet, solid, hydraulic or roller lifters nor do the people selling these vehicles. The customer wouldn't know what questions to ask and probably wouldn't understand the answer even if the salesperson could explain it to them.
#25
I didn't know about the solid lifters on the Toyota trucks. That's the kind of thing manufacturers make know readily. You have to dig for that kind of detailed information. How can a solid lift go 150K miles or in the case of the Toyota never need adjustment. At the drag strip the alcohol and fuel dragsters and funney cars have to adjust their lifters every 1/4th of a mile. In 150K miles that's 600,000 lifter adjustments.
#26
Originally Posted by captain p4
I think their main reason for doing it was so the engine wouldn't be any physically bigger than the d30 that it replaced/is replacing in some applications.
#27
Originally Posted by eallanboggs
I didn't know about the solid lifters on the Toyota trucks. That's the kind of thing manufacturers make know readily. You have to dig for that kind of detailed information. How can a solid lift go 150K miles or in the case of the Toyota never need adjustment. At the drag strip the alcohol and fuel dragsters and funney cars have to adjust their lifters every 1/4th of a mile. In 150K miles that's 600,000 lifter adjustments.
#28
What's funny is a few of us (me included) are using the wrong terminoloy............"solid lifter" doesn't apply to these DOHC motors.
Think it's "direct contact" or "bucket and shim".......sumpin' like that.
Now the OHC motors that use followers or rockers do have a hydraulic lifter or plunger at one end to take up lash. I think Honda has used the lifter on a few bikes as have most OHC car motors including ALL the Fords untill this latest "Cyclone" 3.5L.
Some Suzuki bike motors use rockers with a screw adjuster on their DOHC mills so the cam does not have to be removed for adjustment.
Think it's "direct contact" or "bucket and shim".......sumpin' like that.
Now the OHC motors that use followers or rockers do have a hydraulic lifter or plunger at one end to take up lash. I think Honda has used the lifter on a few bikes as have most OHC car motors including ALL the Fords untill this latest "Cyclone" 3.5L.
Some Suzuki bike motors use rockers with a screw adjuster on their DOHC mills so the cam does not have to be removed for adjustment.
Last edited by DOHCmarauder; 02-01-2008 at 12:32 PM.
#29
Originally Posted by captain p4
how's that mkz treating you dohc? haven't seen you around in a while. maybe because i haven't been in the competition forum, lol
IMHO, the motor transformed this chassis.
Always thought the Fusions biggest downfall was lack of power compared to the Toy and Honda. This motor would solve most of that.
I like the amenities(sp?) the Lincoln offers but it is lacking in a few details that kinda freak me out considering it's a $35,000 car.
Trunk doesn't open when unlatched. (even the lowly VW Jetta did that)
100 MPH+ the hood likes to dance a tad......I need to see if I can tighten the bump stops.
Top of the line THX monster stereo is............fair. That bums me the most because of all the reviews I read had the stereo being GREAT.
No rear A/C vents.......again, the VW Jetta had 'em.
NAV sytem is FANTASTIC!!!
Car is nice and quiet.
Comfortable ride.....not sporty, but not mushy.
Car did a bizarre thing on Thanksgiving day......snuck out of the house to get my wife her B-day present. Drove 20 miles to the strip, and on the way back the temp guage spiked and the car died on the freeway.
Ford roadside got me a flatbed to get it home and then had to call again to get it to the dealer Saturday.
Turns out the cap on the overflow tank is defective which allows all the coolant to escape over time.....the funny thing is, is it was dealer serviced aprox. 500 miles before the shut down......coinsidence(sp?)???
The good thing is the electronics saved the motor from a complete meltdown. The bad thing is I had to tell the wife where I was the last 3 hours..
All in all, when Ford blows 'em out on the low $300/39 month lease specials I think it's a great deal.....If I were spending $35K cash money, there are a few other cars I'd consider. (Infinity G37 comes to mind)
Last edited by DOHCmarauder; 02-01-2008 at 12:59 PM.
#30
Originally Posted by osbornk
Most of the Toyotas have solid lifters in their trucks. (V6s, 4.7, etc) but I don't know about the 5.7. They are generally never adjusted and don't give any problems.
5.7 info......page 9.
http://www.tundrasolutions.com/forum...-1-.7l-pt1.pdf
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