|


The
following information is supplied by Kar Kraft Engineering, Inc. for the
automotive enthusiast and hobbyist using Ford V8 modular engine components.
This information is supplied to the
best of our knowledge as a courtesy to our website visiting customers and is not
to be used for commercial or advertising purposes.
Kar Kraft Engineering, Inc. does not
represent itself as Ford Motor Company or as any entity or subsidiary of Ford.
click on picture to enlarge
4.6 2valve cylinder
heads
P.I. head pictured
1991-1999 version used small intake
ports
1999-2000 Mustang GT engines built in
Windsor used the newly designed P.I. head which stood for "Power Improved"
2001-2006 version on all vehicles built
with the 4.6 2valve are P.I. heads with casting number beginning with 1L2E
on the head. left and right heads are interchangeable.
* wildcard: P.I. heads built at the
Windsor engine plant have machined cam caps
4.6 3valve cylinder
heads
 
also used in 2004-present F-series with
5.4 engine
used in all 2005-2008 Mustang GT with
4.6 all aluminum engines.
4.6 and 5.4 engines with 3valve
heads use variable cam timing (VCT)
4.6 and 5.4 3valve cylinder heads
are identical
FYI- wanna get rid of the VCT on the
3valve heads? install the cam gears from a V10 3valve engine. V10's do not have
VCT
4.6 4valve cylinder
heads (1993-1996)

introduced in 1993 on the Lincoln Mark
Vlll and continued thru 1997
same basic head as used on the
1996-1998 Cobra (cam differences)
the 1996/98 Cobra intake manifold will
fit the Mark Vlll engine
heads are dual runner intake design
with controlled secondary runners
4.6 4valve cylinder
heads (1999-2004)

a new single intake runner design
introduced in 1999 on the Cobra
new design head also used on the 2001
Cobra
another improved version introduced on
the 2003/04 S/C Cobra. still a single intake runner design with improved intake
and exhaust flow. same basic head was also used on the 2003/04 Mach1, 2003/2005
Marauder and 2003/2006 Aviator. All had 2C5E casting numbers on the heads.
intake manifold configuration from
1999-2005 will all interchange on the 2C5E cylinder heads however will not
interchange with earlier 4valve heads from 1993-1998. the earlier 1993-1998 head
uses a dual runner design while the later 1999-2005 heads use a single runner
design
*Wild Card:
2valve head engines, 3valve head
engines, and 4valve head engines are never interchangeable as far as
intake manifolds. while the basic displacement of the engine may all be the same
(4.6), the cylinder head designs are all unique to the valve version of that
engine series. in other words, a 2valve intake will not fit 3valve cylinder
heads, a 3valve intake will not fit 4valve cylinder heads and so on.
4.6 & 5.4 4valve
cylinder heads (2000-2008) special SVT
one more monkey wrench gets thrown into
the mix!

in 2000, Ford manufactured the limited
version of the Mustang Cobra called the Cobra "R". this was a very limited
version of the Cobra. not all Cobras are Cobra "R"'s! These cars were
built with a high output version of the 5.4 Navigator engine using unique high
flow 4valve cylinder heads called the "R" heads. while yes they will bolt on to
any 4.6 or 5.4 engine, the intake ports were redesigned which calls
for a unique intake manifold.
in 2004, Ford manufactured the Ford GT
supercar which used a very similar version of the 2000 Cobra "R" cylinder head.
there again a unique intake manifold to fit these heads was also designed and
used with a supercharger on the 5.4 4valve engine and has a unique bolt pattern
on the exhaust side.
again in 2007, Ford manufactured the
SVT GT500 engine which also uses the Ford GT/Cobra R cylinder head along
with a unique intake manifold.
the Cobra R, Ford GT and 5.4 SVT GT500
engine intake manifolds will all interchange with each other with minor fitment alterations.
*Wild Card:
the 1999/01 Cobra intake manifold and
2003/05 Mach1, Marauder and Aviator intake manifolds will not fit the
2000 Cobra R, Ford GT or SVT GT500 heads even though they are all 4valve heads.
just as they will not fit the 1993-1998 Mark Vlll or Cobra heads.
also, exhaust ports and bolt spacing is
unique to the "R" head, Ford GT and GT500 head. exhaust manifolds from a 2001
Cobra will not bolt onto these heads.
Blocks:
the 4.6 aluminum blocks manufactured
from 1993-1998 and some 1999's were manufactured in Italy by Teksid. these were
a very expensive block for Ford to have made and are probably one of the most
durable blocks produced for the 4.6. these blocks are very desirable among
racers. these blocks can be used for any 4.6 engine build with any of the
2valve, 3valve or 4valve heads including Cobra R heads.
the strongest Teksid block produced of
that vintage was the front wheel drive block in the 4.6 Lincoln Continental due
it's added ribbing in the sides for it's East/West fitment in the FWD
Continental. motor mounts become difficult with that block but the added
strength makes up for it! Also, a starter pocket has to be fabricated to use
these blocks since they have no starter pocket, similar to the Ford GT 5.4
aluminum block.
Most of the 4.6 aluminum and cast iron
blocks can all be interchanged for whatever application is needed. special
attention needs to be given to Windsor iron blocks which have a big "W" cast in the
block. while some say it's a stronger block, some problems can occur when
installing the timing cover. it's possible not all bolts will line up on the
Windsor blocks. (usually not a huge problem)
The newer aluminum blocks can be used in
an earlier applications by simply drilling out and re-tapping the knock sensor
holes in the valley from 5/16" out to 3/8". basically a newer 2003 block can be
used in a 1996 Cobra since the early Teksid blocks are harder to find. in fact,
Ford discontinued the service short block for the 1996-98 Cobras due to the
expense of the Teksid Italian block. the 1999/01 Cobra short block can be used as a
replacement by drilling out the knock sensor holes as described above.
5.4 Ford GT aluminum blocks are one of
the strongest alloy blocks ever produced by Ford. the production block is set up
for dry sump oiling and has no starter pocket provision since the starter is
located in the transaxle. However, these blocks can be machined to be used as a
standard wet sump application and the starter pocket can also be used for a
standard starter.
5.4 S/C SVT 2007/08 iron blocks are the
same as a standard 2002 and up F150 and Navigator block except for one thing
which is the water pocket from the front of the engine over to the oil/water
adaptor on the driver's side of the block is not machined thru. the 2007/08 S/C
SVT engine uses a front outlet water pump which means water does not circulate
to the side of the block.
Crankshafts:
while the early 1993-98 Mark Vlll
engines look very similar to the 1996/98 Cobra and the Intake manifolds can be
interchanged, the main difference between the 2 engines is the crankshaft. The
Mark Vlll uses a cast iron 6 bolt fly wheel version crankshaft while the Cobra
uses a machined steel 8 bolt flywheel high performance crank.
Also, the newer 2003/04 Marauder,
Aviator and Mach1 automatic transmission engines also use a cast iron crankshaft
except for the manual transmission Mach1's which use a Cobra crank. The 2003/04
S/C Cobra also use a steel high performance crankshaft. All 4.6 rod journals and
mains maintain the same diameters.
Flywheels and Harmonic
Balancers
While there are differences in
applications from engine to engine, all balancers and flywheels are balanced to
"ZERO" on all modular engines. rotating balance on these engines is all done
internally.
Valve Covers
We're
not even going to begin to talk about 2valve plastic valve covers. 11 bolt, 13
bolt, RH oil fill, LH oil fill. We're not going there!
However, we will talk about
2007/08 SVT 5.4 S/C engine valve covers. A 4V valve cover is a 4V valve cover
right? WRONG! The 2007/08 5.4 SVT engine began with a fitment
problem in the 2005/08 Mustang chassis. The partial fix was reduce the size of
the valve cover hump for the front cam gears to clear the shock towers. The
result was smaller cam gears and smaller humps in the valve covers which means
the 07/08 SVT valve covers cannot be installed on a production Cobra or 4valve
engine with the standard front cam gears. Trust us, it immediately creates your
own milling machine inside the valve covers on the cam gears!
3valve valve covers- is it even
possible to manufacture an uglier valve cover????? a beautiful Mustang GT or
F150 and this is the valve covers you get?
come on Henry! you can do better than
that!
Speaking of the 3V valve covers, in
2008, the Mustang GT and we believe the F-series valve covers now use a revised
attachment system by reducing the number of valve cover bolts to attach them to
the heads. the heads retain the same amount of threaded holes for the valve
covers but the new covers skip every other hole for attachment. the 2005 thru
2008 valve covers will interchange with each other regardless of the vintage of
cylinder head.
5.0 valve covers- the 1994/95 Mustang
Cobra used a unique set of tin valve covers. the one noticeable thing is that
these came with "COBRA" lettering on the valve covers. the second thing is that
they are very heavy compared to stock 5.0 GT valve covers. the reason is a
double layer of metal with a sound deadening epoxy between the layers to
quiet down the rattling of the roller rockers which are production stock on a
5.0 Cobra. NOTE: while 94/95 Cobras use these valve covers, the very rare 1995
Cobra R uses the same valve covers but are modified to clear the intake inlet
since these cars have a 5.8 engine instead of a 5.0.
Want to use an original pair of pretty
blue 2005/06 Ford GT valve covers on your DOHC engine? yes, they will fit and
bolt up but make sure you have another way to add oil to your engine! the Ford
GT uses a dry sump oiling system with an oil reservoir tank which is where the
oil gets added. these valve covers have no oil fill provision or oil cap!
6.2 litre engine
A lot of speculation has been written
on the new 6.2 litre V8 engine. Well here are some facts and here is also some
more speculation! If you think the 4.6 and 5.4 DOHC engines are wide, you
haven't seen a 6.2! It's huge! Several versions have been test run in the dyno
room and for durability with both plastic and aluminum intake manifolds. We're
guessing the production version will be a plastic manifold if we've seen the
latest version. The block is cast iron, with dual spark plug aluminum heads
which are like nothing you've ever seen before! The valve covers are also cast
aluminum with "Power by Ford" casted right in the top which looks great! Oh and
did we mention that the block has "The Boss is Back" casted in the valley of the
block? While we know this engine was designed for use in the heavy trucks to
replace the V10, what else is the thinking behind the use of this engine? Unless
the shock towers get revised in the 2009 stang, they're ain't no way this thing
will fit in the current configuration engine bay. The cool thing about this
engine and having a cast iron block is that a local Nascar owner who owns a
company here in Livonia (do we really need to mention names?) has punched this
engine out to 7 litres which has been drag raced this year already and did
outstanding. 7 litres=427 cubic inch. Do we hear a marketing strategy taking
place with this engine? Hopefully!
More to come!
|