Hooray, more choices! There’s one more consolidation that seems reasonable based on what we’ve learned: Throw away all of the FOTZ-B cams and use the FOTZ-A for everything from ’90 through ’92 and for all of the ’93-’96 Aerostars. However, it could become an issue when selling a crank kit because the gears are not interchangeable, so you have to know which one the customer has in order to supply the matching crank. The 4.0L originally came with a piston that had a small dish that measured about 2.40? long. Each one can be identified by the number of machined rings around the barrel and their proximity to each other, but the applications and possible consolidations can be pretty confusing, so let’s start with the original part numbers along with their applications and go from there. And engine choices are certainly plentiful too. Ford offers a repair kit that comes with a sleeve and a seal (p/n F5TZ-6701-A), but it costs about $50 at the dealership. Our best fuel economy over the test was 10.3 L/100 km on the highway, with a combined average of 12.2 L overall. It’s hard to believe that any oil can actually get into the sockets, so it’s no wonder they wear out prematurely. The early crank gear has caused problems for many rebuilders. Some shops have found that it’s cheaper to buy new ones than try to repair the used ones that have a lot of cracks. Ford had planned to discontinue the RWD Aerostar shortly after the FWD Windstar was introduced in ’95, but when it was realized that there were a lot of fleets that still liked the Aerostar, the company decided to keep on building it. The new 97JM-AC casting came with an additional step, the long keyway and an eight-bolt flange for the flywheel. The EcoBoost 3.5L is a twin-turbocharged V6 engine from Ford Motor used to power midsize and full-size cars, pickup trucks, supercars and utility vehicles, or more commonly known as SUVs. Ford solved this timing problem in model year ’96 when they machined the crank and the gear for a full-length Woodruff key that indexed the gear on the crank and held it securely in place. There is nothing to hold the gear in place against this step until the damper is installed, so it wants to slide forward and jump out of time during assembly, test and installation. In ’95, the angled slot that was machined in the step at the back of the snout was increased in length. According to the engineers I have talked to, the smaller ports increased the velocity of the exhaust gasses so they carried more heat down to the catalytic converter. The tips can be ground if they’re not worn too badly and the sockets can be repaired by installing a special insert that’s available along with the tooling needed from Silver Seal (800-521-2936) or Goodson (800-533-8010). It was replaced by the 97TM casting in ’97, but it was the same, so they can be used interchangeably. It really gets interesting when you get to the camshafts. It’s probably a good idea to include the matching gear or some information explaining the differences along with the crank kit in order to avoid any problems in the field. The block was redesigned again in ’97 to reduce noise, vibration and harshness (NVH). Is it a more traditional 5.0-liter V8 or a 3.5-liter twin-turbocharged V6? The block was just about maxed out at this point, so the cylinders ended up pretty close together, and the rods were crowding the pan rail, especially on the 97TM blocks. These castings were used on the Ranger and Explorer from ’95 through ’97 and on the Aerostar in ’97. Unlike most other OHC V6 and V8 engines that drive both overhead cams directly from the crankshaft with a belt or chain, this engine has an intermediate jackshaft in the middle of the block where a pushrod cam would normally be located. Ford F-150 with the 3.5-litre EcoBoost engine, Ford F-150 with the 2.7-litre EcoBoost engine. The exhaust ports on the 98TM-AD were much narrower than they were on the earlier castings; they measured 1.40? There have been four different cams used over the last 10 years. It appears that the original factory finish on the seal surface was too slick, so the seal just couldn’t control the oil. While weaknesses are less obvious, each engine has clear strengths. It was used along with the 90TM/93TM heads that had the oval-shaped chambers, so it was found in the Rangers and Explorers from ’90-’94 and in the Aerostars from ’90-’96. It was originally introduced back in 1986 and millions of them have been installed in a wide variety of front and rear wheel drive cars and trucks since then. Ford says they should be torqued to 80 ft.lbs after resealing them. Or, if you prefer to have someone do them for you, rebuilt rockers are available from Delta Camshaft at 253-383-4152. The rear seal on the 4.0L has always been prone to leakage. Some rebuilders weigh each rod and others sort them based on the appearance of the weight pads on the bottom of the big end (see photo). EcoBoost or V8? After driving three 4×4 F-150s back-to-back over several weeks — each truck with a different engine — it’s clear the behaviour of each engine acts as differently as unsupervised kids in daycare. That makes it very difficult to get them clean, so they’re hard to rebuild, and that’s a real problem, because new lifters are very expensive. Toyota makes it easy, offering two V8s but selling mostly one, and Nissan presents just one V8 in its half-ton. Step on the gas and the response is immediate. Watch Engine Builder's latest discussions and explanations. Indeed, Motor Trend registered 6.1-second runs to 60 mph with the new 3.5 EcoBoost. 1995-’97 Ranger, Explorer and ’97 Aerostar. Now with direct and port injection (to minimize carbon buildup on the backsides of the intake valves) the EcoBoost spools out power quickly, without hesitation, and all of it available at low rpm — an ideal scenario for towing. Ford offers this revised gear (p/n F5TZ-6306-A), but it’s readily available in the aftermarket for a lot less money. Indeed, zero to 100 km sprints with the 2.7 are so close to the roughly seven-second mark achieved by the 3.5 that axle gearing and other factors can make the smaller motor quicker in the run to 100 km/h. The V8 also sounds the best of all three, of course, and it didn’t come with any of the shifting confusion that was occasionally detected with the larger EcoBoost. First up was the 2.7L EcoBoost, a V6 designed specifically for the pair of BorgWarner turbos it wears on its compacted-graphite iron block. There have been three different rods used in the 4.0L, including the FBOCA, the FBOCB and the 7AE, but the forging numbers don’t tell the whole story because the weights are not consistent with the numbers. This approach looks good on paper, but you still need to know if the vehicle came with EGR from ’93-’95, and that’s not always predictable based on the year and application, so be sure to ask the customer before selling one of these engines. It was used up through ’95 in some applications, but it was replaced by the 90TM-AA in most of the ’95s. You may want to consider flame-hardening the tips, too. on the 95TM/97TM castings. This question has been a topic of hot debate for years. For old-school traditionalists wary of turbo technology or those who like things simpler, your engine has eight cylinders. If this were 1970, jumping to the EcoBoost from a V8 would feel like driving a big block over a small block. Towing power at 4,899 kilograms is only slightly less than the 3.5, too. He found that the wear on the tips was loading the valves so hard to one side that they were wearing out the guides and causing other problems in the process. All of the aftermarket cam suppliers I have talked to are providing three cams, one to replace the FOTZ-A, one that splits the difference and combines the FOTZ-B with the F3TZ-A, and another that replaces the F3TZ-B. 365 Bloor St East, Toronto, ON, M4W3L4, www.postmedia.com. bore and a 3.307? This was the same casting that was used in the SOHC 4.0L for ’97 and ’98, so the cranks from both engines can be interchanged, in spite of the fact that Ford gave them different part numbers. It’s not the sound, however, that matters in a pickup, but the marriage of towing capability, power, refinement and fuel economy; the 3.5 EcoBoost ranks as the towing champ, able to haul 5,534 kilograms. However, Ford chose to use the early pistons and the early heads with the 97TM block so there was no need to certify a new calibration for just this application. It was replaced in ’93 by the 93TM-AA casting that was exactly the same. With a 3.3L Ti-VCT V6 engine, 17-inch silver-painted aluminum wheels and more, the 2020 Ford® F-150 XLT is in a class of its own. Just like the 2020 model year, the 2021 Ford F-150 Raptor will use the high-output engine. They can be identified by the letter “U” that’s located on the top of the right rear/left front exhaust port. Rebuilders should expect to rebuild or replace most of the rockers. In ’96, the crank came with a full-length keyway and it had another step machined into the raised area at the back of the snout. Use the F3TZ-B for the ’93-’95 engines that came with EGR and for all of the 4.0L engines from ’96 through 2000, except the ’96 Aerostar that should still use the FOTZ-A. across the port compared to 1.70? But what’s the average F-150 to do today? Best prices, Free shipping 818 767-6603 Each one is unique in some way, so none of them can be interchanged. This piston was used along with the 95TM and 97TM heads that were found on the ’95 through ’97 Rangers and Explorers. 1990-’94 Ranger, Explorer and 1990-’96 Aerostar. The dish looked a little bit different this time, but the real difference could be seen from the bottom of the piston. Even though the V8 would reluctantly not be our first choice, it ranks second only by a slim margin. 1 choice — underlined even more so with the introduction of the second-generation, aluminum engine. Some rebuilders have commented that making the 2.6L into a 4.0L was a lot like making the 265 Chevy into a 400; it’s a good analogy on a slightly different scale. In our test, it hauled the 3,600-lb. This helped the converter “light off” sooner, so it did a better job of reducing emissions during the critical start-up and driveaway phase of the EPA emissions test. We suspect that there are two reasons for this problem: (1) The material in the rockers appears to be too soft, so they wear on the tip, and; (2) there’s not enough oil getting to the pushrod socket, so it gets worn out, too. There’s pressurized oil at the rocker shaft to lubricate the rockers, but there’s no direct way for that oil to get to the pushrod sockets. There have been three distinctly different heads with five different casting numbers installed on the 4.0L since 1990. The next-generation Ford Ranger Raptor has shown its sharp new face and petrol V6 engine for the first time… and it’s dressed up for Australia.. That’s right, the 2023 Ford Ranger Raptor has been snapped testing in right-hand drive with a petrol V6 engine under the bonnet, suggesting Australia should get a petrol-powered Raptor for the first time. Rebuilders should also be aware that there are new aftermarket heads available from several different sources. Use the F3TZ-A for the ’93-’95 Rangers and Explorers that don’t have EGR; and. The two steel balls in the lifter valley that are used to plug the oil galleries must be removed in order to clean the block properly. With all that in mind, let’s take a look at the 4.0L and see what Ford has done to make life more interesting for the rebuilder. The original Ford Cologne V6 is a series of 60° cast iron block V6 engines produced continuously by the Ford Motor Company in Cologne, Germany, since 1965.Along with the British Ford Essex V6 engine and the U.S. Buick V6 and GMC Truck V6, these were among the first mass-produced V6 engines in the world.. Some of the later heads have cracks around the oil drainback holes and quite a few are cracked in the chambers, so they should all be carefully inspected before being rebuilt. America's Best Engine Shops: America’s Best Engine Shops 2020, Features: Engine of the Week November 2020 Recap, Features: Diesel of the Week November 2020 Recap, Engine of the Week: Ford 5.0L Coyote Engine, Video: Ambient Temperatures and Diesel Engines, Engine News: Christopher Bell Gets First NASCAR Cup Series Win on Daytona’s Road Course, Engine News: Ty Gibbs Wins NASCAR Xfinity Series Debut in Super Start 188 at Daytona, Engine News: Ben Rhodes Wins Back-to-Back in NASCAR Truck Series at Daytona, Oil Clearances and Options for LS Engines. Ford has used three different pistons in this engine over the years. Passing others cars is done in an instant. Yes, the exhaust might sound a bit tinny, but it’s not unpleasant, just not as natural or as deep as the 3.5, and of course not nearly as satisfying as the V8. The only exceptions are the rods that can be used in matched sets, no matter when they were made, the 90TM cranks with the notches that can be interchanged with the 90TM/96TM cranks with the long keyway as long as the matching crank gear is used, and the various cam consolidations that are open for discussion. Thus, with power to spare, plenty of towing prowess and better fuel economy than the V8 (our average was 14.6), the 3.5L EcoBoost is undeniably the best engine choice in an F-150 for those buyers who want it all. Advertisement. While the sound might be piped in on models with Sony stereos, it’s not acoustically fake, rather “digitally refined” from what the engine actually produces and sent through the truck’s speakers. About 25% of the ’96s were made with the 90TM crank that had the short keyway in the snout and 75% were made with the 96TM cranks that had the long keyway, but we’re told that there were also a few engines built with the 90TM cranks that were machined with the second step and the long keyway, so it’s best to double check all of them before using any of them. The original block was changed in ’95. The dipstick hole remained the same at 0.380?. So if you trust Ford’s engine development (and there’s little evidence to suggest you shouldn’t), or you don’t do a ton of big-time towing and want an ideal blend of performance and economy, the 2.7 is your engine. These rods vary from a low of 560 grams to a high of 590 grams, so you can end up with a shaker unless you keep them in matched sets by weight. vs 2.40?) The dipstick hole measured about 0.380? Both ways seem to work, so it really doesn’t matter how you go about sorting them as long as you keep them in matched sets. Choosing the right pickup is hard enough – figuring out which engine to pick when ordering a brand-new truck can be even more of a challenge. Both turbo engines are well insulated from noise and vibration, just like the V8; but the V8 simply feels more natural, more relaxed, more at home in this truck. The dipstick hole on this block was enlarged to about 0.435?, too. Rebuilders should definitely install a sleeve over the factory seal surface, but there are better alternatives in the aftermarket; Micro Sleeve (800-475-3383) and Classic (800-393-0544) both offer sleeves for the 4.0L cranks. It’s pretty straightforward if you keep the castings straight and pay attention to the details. They are almost impossible to remove from the top, but they can be driven out from the bottom by coming up through the oil holes in the mains. Apr 1, 2001. F-150 is once again in a league of its own with the new, class-exclusive* available 3.5L PowerBoost ™ Full Hybrid V6 engine. 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