Ford 4.6L (2V) SPECIFICATIONS

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1 Ford 4.6L (2V) SPECIFICATIONS General Specifications Item Specifications Silicone Gasket and Sealant F7AZ EA WSE-M4G323-A4 Premium Engine Coolant VC-4A, VC-5 in Oregon, CXC-10 in Canada ESE-M97B44-A Super Premium 5W-20 Motor Oil XO-5W20-QSP WSS-M2C153-H Thread lock 262 E2FZ B WSK-M2G351-A6 Metal Surface Cleaner F4AZ-19A536-RA or equivalent WSE-M5B392-A Engine Specifications Description Specification General Specifications Displacement 4.6L (2V) (281 CID) Number of Cylinders 8 Bore and Stroke 90.2 x 90.0 mm (3.55 x 3.54 inch) Firing Order Oil Pressure (HOT 1500 RPM) kpa (20-45 psi) Cylinder Head and Valve Train Head gasket face flatness 0.10 mm (0.004 inch) max overall mm (0.002 inch) total (in head bolt sealing area) mm ( inch) per 25x25. Combustion Chamber Volume (cc) 43.9±1.5 cm 3 Valve Seats Width intake mm ( inch) Width exhaust mm ( inch) Angle 45 degrees Runout (T.I.R.) Recommended mm (0.001 inch) max mm (0.002 inch) Valve Arrangement (Front-to-Rear) c (Left hand): E-I-E-I-E-I-E-I (Right hand): I-E-I-E-I-E-I-E Valve Stem to Guide Clearance Intake mm ( inch) Exhaust mm ( inch) Valve Head Diameter Intake mm ( inch) Exhaust mm ( inch) Gauge diameters 42.5 and 34 mm ( inch) Valve Face Runout Limit 0.05 mm (0.002 inch) Valve Face Angle 45.5 degrees Valve Stem Diameter (Std) Intake mm ( inch) Exhaust mm ( inch) Valve Springs Compression pressure (N spec length) Intake mm ( inch) Exhaust mm ( inch) Free length (approximate) mm ( inch) Installed Height Installed pressure (N spec length) Intake mm ( inch) Exhaust mm ( inch) Intake mm ( inch)

2 Exhaust mm ( inch) Service limit 10% pressure loss Roller Follower Ratio (intake) 2.02 : 1 Ratio (exhaust) 2.03 : 1 Hydraulic Lash Adjuster Diameter (std) mm ( inch) Clearance to bore mm ( inch) Hydraulic leakdown rate b 5-25 seconds Collapsed lash adjuster gap desired mm ( inch) Camshaft Lobe Lift Intake mm (0.28 inch) Exhaust mm (0.30 inch) Allowable lobe lift loss 0 mm (0.0 in) Theoretical Valve Zero Lash Intake mm (0.51 inch) Exhaust mm (0.54 inch) End Play mm ( inch) Service limit mm ( inch) Journal to Bearing Clearance mm ( inch) Service limit mm ( inch) max Journal Diameter (All) mm ( inch) Bearing Inside Diameter (All) mm ( inch) Front Bearing Location c Cylinder block Head gasket face flatness 0.15 mm (0.006 inch) max overall Head gasket surface finish b mm (0.002 inch) per 150x mm (0.001 inch) per 25x25 Main Bearing Bore Diameter mm ( inch) Crankshaft Main Bearing Journal Diameter mm ( inch) Connecting Rod Journal Diameter mm ( inch) Crankshaft Free End Play mm ( inch) Crankshaft Runout to Rear Face of Block mm ( inch) max Connecting Rod Bearings Clearance to Crankshaft Desired mm ( inch) Allowable mm ( inch) Bearing Wall Thickness (Std) d mm ( inch) Main Bearings Clearance to Crankshaft Desired mm ( inch) Allowable mm ( inch) Bearing Wall Thickness (Std) f mm ( inch) Connecting Rod Pin bore diameter mm ( inch) Crankshaft bearing bore diameter mm ( inch) Length (center-to-center) mm (5.933 inch) Alignment (Bore-To-Bore Max. Diff.) e Twist per 25 mm ( per inch) Bend per 25 mm ( per inch) Side Clearance (Assembled to Crank) Standard mm ( inch) Service limit 0.50 mm ( inch) max

3 Cylinder Bore and Piston Cylinder Bore Diameter f Surface finish (RMS) Microns Out-of-round limit 0.20 mm ( inch) Out-of-round service limit 0.70 mm ( inch) Taper service limit 0.70 mm ( inch) Piston Diameter g mm ( inch) Coded Red mm ( inch) Coded Blue mm ( inch) Coded Yellow mm ( inch) Coated Piston-to-Bore Clearance mm (-0.002/ inch) Pin Bore Diameter h mm ( inch) Ring Groove Width Compression (top) mm ( inch) Compression (bottom) mm ( inch) Oil ring mm ( inch) Piston Pin Length mm ( inch) Diameter mm ( inch) Pin to Piston Fit / mm ( / inch) Pin to Rod Clearance Standard mm ( inch) Service limit mm ( inch) Piston Ring Compression (top) mm ( inch) Compression (bottom) mm ( inch) Oil ring Snug fit Ring Gap i Compression (top) mm ( inch) Compression (bottom) mm ( inch) Oil ring (steel rail) mm ( inch) Piston to Deck mm ( inch) Piston Ring Thickness Compression (top) mm ( inch) Compression (bottom) mm ( inch) Oil ring N/A Lubrication System Oil Capacity (Quarts U.S.) 5 ± 0.25 j a Newly installed refers to the condition of the "NEW" drive belt before the engine has made no more than one rotation and before the belt has had a chance to stretch or seat into the pulley grooves. b Time necessary for plunger to leak down 1.6 mm of travel with 222 N force and leak down fluid in tappet. c Distance front edge of bearing is installed below front face of cylinder block. d Undersize add to standard thickness. e Pin bore and crank bearing bore must be parallel and in same vertical plane within the specified total difference when measured at the ends of a 203 mm bar, mm on each side of rod centerline. f Cylinder bore diameter measured at 31 mm (1.24 inch) from top of block. Red Blue Yellow g Measured at 31.5 mm from top of block. Measured at 43 mm from top of piston, at 90 degrees to the piston pin.

4 h If applicable, measured vertically, mm ( inch) measured horizontally (oval pin bore). i Specification in mm diameter gauge. j With installation of a new filter. DRIVE BELT TENSION Belt type Belt tension 6 Rib (fixed) a N/R- Automatic tensioner a "Fixed" refers to systems with manually-adjusted centers which are bolted in place and considered fixed. Torque Specifications Description Nm Lb-Ft Lb-In Main bearing cap adjusting bolts a EGR sensor bracket Belt idler pulley Oil filter Oil filter adapter insert Camshaft sprocket bolt a Connecting rod bolt a Engine mount nuts Engine mount-to-cylinder block bolts Exhaust manifolds a Engine front cover bolts a Drive belt tensioner bolts A/C muffler Battery cable support brackets Cylinder head bolt a Pulley-to-crankshaft bolt a EGR valve to intake manifold EGR valve tube to exhaust manifold fittings Intake manifold-to-cylinder head bolt Main bearing cap bolt a Oil filter adapter bolts Oil level indicator tube bolt Oil pump screen cover and tube-to-oil pump bolt Oil pan-to-cylinder block bolt a Flywheel Oil pan-to-engine front cover bolts a Oil pump-to-cylinder block bolt Oil pump screen cover and tube-to-main bearing cap stud spacer bolt Water pump pulley bolts Cam cover bolt a Water pump-to-cylinder block bolt Water bypass tube EGR tube nuts (2 req'd) Power steering pump to engine Power steering reservoir bolts Water outlet connector bolts Camshaft cap cluster to cylinder head bolts Torque converter nuts Timing chain tensioner bolts Transmission filler tube bolt A/C compressor bolts Ignition coil bolts 6 53 Generator brace bolts 10 89

5 Primary timing chain guide-to-engine bolts Accelerator cable bracket bolts Rear seal retainer bolts Pressure plate bolts 2 47 Spark plugs Sensor assembly crankshaft timing bolt Sensor assembly camshaft timing bolt Fuel rail studs Engine coolant sensor Exhaust manifold stud to cylinder head Throttle body adaptor bolts a Throttle body bolts Idle air control valve RFI capacitor nut Generator bolts Oil pan drain plug Water bypass tube bracket bolt Subframe bolts Battery lead to generator EGR vacuum regulator solenoid bracket Pipe plug water drain Spacer screen and cover assembly to main bearing cap stud Wiring harness retainer nut Oil pressure switch a A/C muffler stud to cylinder head Connector EGR tube to exhaust manifold T3650 gear ratios 3.38,2.00, 1.32, 1.00,.62 Intake manifold: composite, cast No. 1L2E-DL Cylinder heads: cast No. RF1L2E-6090-D22D (or D24D) Combustion chambers: 42.45cc Valves: 1.752/1.417 inches Rockers: roller type, w/1.81:1 ratio Camshaft lift:.505/.534-inch lift Duration 186/194 Compression ratio: 9.74:1 Pistons: hypereutectic w/.145-inch dish Romeo was Feb '01-'04 Windsor was Romeo uses bolt-on cam gears. Windsor uses press-on cam gears. Romeo has 11 bolts on the valve covers. Windsor has 13 bolts on the valve covers Stock PI head flow rate.

6 Intake... in (CFM).050" " " " " " " " " " " " 160 Exhaust... in (CFM).050" " " " " " " " " " " " PI cam spec 200, duration.504,.531 lift 114 LSA 4.6-liter SOHC and DOHC Aluminum block weight (bare): 86 lbs. Iron block weight (bare): 154 lbs. Assembled cylinder head weight: 44 lbs.* Displacement: 4.6 liters/281 cubic inches Bore: inches Stroke: inches Bore spacing: inches Main journal dia.: inches Rod journal dia.: inches Rod length: inches Deck height: inches *Assembled 302 iron head weighs approx. 55 lbs SOHC 260HP Mustang Engine Throttle body: 65mm (2.560 inches) Intake manifold: composite, cast No. 1L2E-DL Cylinder heads: cast No. RF1L2E-6090-D22D (or D24D) Combustion chambers: 42.45cc Valves: 1.752/1.417 inches Rockers: roller type, w/1.81:1 ratio

7 Camshaft lift:.505/.534-inch lift Compression ratio: 9.74:1 Pistons: hypereutectic w/.145-inch dish Will Fit, Won't Fit Blocks--When it comes to 2V 4.6 engines, you'll find there are as many as 12 different castings, but the basic architecture is the same so any heads will bolt up. For performance applications we recommend finding a 1996-up block because these (Romeo and Windsor) have cross-bolts used on all five main caps. Windsor blocks use dowels, and most Romeo blocks use jackscrews; neither has proven to be stronger than the other. Ford Racing Power Improved heads (PN M-6049-D46)--will physically bolt to any 4.6 block, but ports are designed to match intake manifolds or Ford Racing High-Flow intakes. Ford racing heads must also be used with a Ford Racing computer for proper engine calibration. Ford Racing intake manifolds (PN M-9444-D46/E46)-- physically fit all 4.6 engines but will only match the cylinder head port shape of engines. The manifold kit is similar to the Bullitt intake but not identical. Weight is approximately 35 pounds (stock plastic manifold is 15 pounds). Bullitt intake--this unit is made of cast aluminum and features a rear inlet and 15-inch runners (stock intake feeds from the top/center and has 17.5-inch runners). The Bullitt intake will fit all engines, however, there can be some interference problems with the valve covers on engines. Weight is approximately 35 pounds, whereas the stock, plastic manifold weighs 15 pounds. Horsepower increase is minimal on stock or mildly modified engines but well worth the effort on supercharged or nitrous-injected engines. Crankshafts--The stock crank in Romeo-built SOHC engines is the F1AE casting that is made from nodular iron. It has six, knife-edged counterweights (the front one measuring.960 to.980 inch), and the flywheel flange has six holes. Beginning in 1996, Romeo engines used a similar crank that carries cast No. F65E. This crank also has a six-bolt flange, but the front counterweight measures.920 to.940 inch. Therefore, you may find an interference problem when installing an F1AE crank in a 1996-up block. All Windsor engines came with the F65E crank, but some had a six-bolt flange, and some came with eight. The most desirable crankshaft is the forged steel unit found in Cobra engines (cast No. F2LE-AG). The Cobra crank can be used in iron-block SOHC engines as long as the eight-bolt flywheel is used (SOHC passenger-car cranks have a six-bolt pattern). Note: Windsor engines may have a different crank (cast No. F65E), which has a smaller front counterweight (.920 inch thick versus.940 inch on the F1AE) so any Windsor engines must be built using the F65E crankshaft or an interference problem may occur between the counterweight and the main area in the block. Connecting Rods--All 4.6 engines (except the 2003 Cobra) were fitted with powdered metal rods that have cracked caps. Generally, passenger car engines from the Romeo plant got press-fit piston pins, while Windsor engines got floating pins. Rods can be interchanged, but we recommend using aftermarket steel rods in any performance applications. Pistons--Ford used three different pistons in the 4.6 engines.

8 The Romeo pistons have a 10.5cc dish and a 1.5mm/1.5mm/3.0mm ring package, and the pin was press fit to the connecting rod. The Windsor (non-power Improved) pistons have the same dish and ring dimensions but are of the floating type with circlips holding the pins in place. Lastly, Windsor PI engines have different pistons with a larger (18.5cc) dish to reduce compression, on the PI engines, due to the closed chamber heads. Therefore, it must be noted that a rise in compression (to about 10.5:1) will result when PI heads are installed on a engine. 4V heads on a 2V block--this swap is a direct bolt-on, however there are no advantages over using the aluminum block other than availability and/or cost. Note: there are a variety of chain tensioners that may differ depending on where the block was produced. 2V heads on a 4V block--this swap is a direct bolt-on. Advantages include lighter weight and ability to replace the sleeves and increase the bore size 3.70 inches. Front Covers--Because the Modular engines are used in so many applications, there are quite a few styles of front covers. Passenger car covers differ from truck covers and van covers are similar only to themselves. Likewise, the Mustang covers are different altogether and even from year-toyear. Some covers used 8mm bolts, while others use 10mm bolts. So it's important to keep the cover with the block. When building an engine from scratch, the only way to ensure that you have the proper cover is to trial fit. Then you must be certain that the engine accessories will attach. Underdrive Pulleys--Aftermarket pulleys are popular among Mustang owners. The pulleys are of one design, but like most other parts on the Mod engines, they changed with time. The 1999 design is different, and sometime during the 2001 production run, Ford changed the water pump design again, requiring a different offset in the water pump pulley. Therefore, there are many distinct water pump underdrive pulleys depending on whether you have a , a 1999-early 2001 or a late 2001-present engine.

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