Fords new alloy 5.4 engine
10-14-2003, 11:44 AM
#1
Gold Member
Gold MemberThread Starter
Fords new alloy 5.4 engine
Ford designed an all new aluminum 5.4 liter supercharged engine for the GT-40.
Get this.....
Horsepower: 500+ @ 6000
Torque: 500 lb-ft @ 4500 and 400 lb-ft @ 2000
Compression: 8.3:1
Bore: 3.55
Stroke: 4.165
Displacement: 330 ci
Main journal dia.: 2.66
Rod journal dia.: 2.09
Rod length: 6.66
Intake valve dia.: 1.46 X 2
Exhaust valve dia.: 1.26 X 2
Rocker arm ratio: 1.81
Intake lift: .441
Exhaust lift: .453
Int. duration: 242 deg.
Exh. duration: 247 deg.
Injectors: two 32 lb/hr injectors per cylinder
Supercharger: Lysholm type
Supercharger displacement: 2.3 liter
Supercharger RPM (max): 14,500
Weight: 694 lbs with clutch and oil tank
The oil system is a full dry sump with a 10 qt recovery tank.
Ford mandated that this engine must pass their 300 hour durability test. It passed on their third attempt. The test cycles the engine between peak torque and peak horsepower for 300 continuous hours. They also performed an exhaust manifold durabilty test where the engine is run at WOT for 150 straight hours.
The engine will have a full warrenty.
Get this.....
Horsepower: 500+ @ 6000
Torque: 500 lb-ft @ 4500 and 400 lb-ft @ 2000
Compression: 8.3:1
Bore: 3.55
Stroke: 4.165
Displacement: 330 ci
Main journal dia.: 2.66
Rod journal dia.: 2.09
Rod length: 6.66
Intake valve dia.: 1.46 X 2
Exhaust valve dia.: 1.26 X 2
Rocker arm ratio: 1.81
Intake lift: .441
Exhaust lift: .453
Int. duration: 242 deg.
Exh. duration: 247 deg.
Injectors: two 32 lb/hr injectors per cylinder
Supercharger: Lysholm type
Supercharger displacement: 2.3 liter
Supercharger RPM (max): 14,500
Weight: 694 lbs with clutch and oil tank
The oil system is a full dry sump with a 10 qt recovery tank.
Ford mandated that this engine must pass their 300 hour durability test. It passed on their third attempt. The test cycles the engine between peak torque and peak horsepower for 300 continuous hours. They also performed an exhaust manifold durabilty test where the engine is run at WOT for 150 straight hours.
The engine will have a full warrenty.
10-14-2003, 11:58 AM
#2
Guest
Posts: n/a
Ford to Build Marine Engines
12 Jun 2001
Ford Power Products
Press Release
12 June 2001
Ford Power Products Brings New Power to the Marine Industry
Ford Subsidiary Launches New Marine Division
DEARBORN, Mich., June 12 /PRNewswire/ -- Ford Power Products (FPP), a
subsidiary of the Ford Motor Company (NYSE: F), has announced plans to
introduce Ford engines as the new power alternative to the North American
marine industry.
"The boating industry is ready for a change in power leadership and Ford
is positioning to do just that!" said Jack Damron, President and CEO of Power
Products.
Ford plans to target markets with engines that range from a compact I-4 to
the brawny V-8 and V-10 Triton engines. For the serious performance boater,
Ford will also offer the 5.4L Supercharged version of the "Lightning" engine
that is featured exclusively in the Ford SVT Lightning pick-up truck. Ford
Power Products is also collaborating with Michigan-based Sterling Performance
Engines, a specialist in offshore and other high-performance engines, on
marinization packages.
Ford will be opening their new marinization and light assembly operation
in Kennesaw, Georgia in September. Plans call for the 42,000-sq. ft. facility
to house Ford's Marine Division offices, marinization operations, and
inventory for engine and parts fulfillment.
"The plant location and warmer Georgia climate are more conducive to
engine and boat testing, compared to the extended winters of Michigan, and
many of our market partners, suppliers and customers are nearby," Damron
added.
While FPP has maintained a marine presence over the past several years,
their return as a major engine supplier sends a clear message: The market is
ready for a competitive alternative, and Ford plans to meet that need.
Ford Power Products plans to offer a "Customer Bill of Rights" that will
reflect a program dedicated to making the selection of Ford engines a "best in
class" experience.
"We believe that boat builders and their customers will appreciate the
advantages offered with Ford marine power," said Damron. Ford manufactures
some of the finest engines available in their size and power segments, as
evidenced by the recent award received from Ward's AutoWorld magazine naming
the Ford 5.4 liter V-8 engine as one of the "10 Best" in the world for the
fifth consecutive year since its introduction in 1997.
Ford Power Products, a wholly owned subsidiary of the Ford Motor Company,
sells Ford engines, transmissions and other powertrain systems to original
equipment manufacturers in the industrial, marine and vehicular markets.
Headquartered in Dearborn, Michigan, FPP has locations in Kennesaw, Georgia,
Aveley, England and Cologne, Germany. Ford Power Products is ISO 9001
certified and holds the Ford Q1 quality award. For additional information
about FPP, visit its web site at http://www.fordpowerproducts.com .
SOURCE Ford Power Products
Web Site: http://www.fordpowerproducts.com
12 Jun 2001
Ford Power Products
Press Release
12 June 2001
Ford Power Products Brings New Power to the Marine Industry
Ford Subsidiary Launches New Marine Division
DEARBORN, Mich., June 12 /PRNewswire/ -- Ford Power Products (FPP), a
subsidiary of the Ford Motor Company (NYSE: F), has announced plans to
introduce Ford engines as the new power alternative to the North American
marine industry.
"The boating industry is ready for a change in power leadership and Ford
is positioning to do just that!" said Jack Damron, President and CEO of Power
Products.
Ford plans to target markets with engines that range from a compact I-4 to
the brawny V-8 and V-10 Triton engines. For the serious performance boater,
Ford will also offer the 5.4L Supercharged version of the "Lightning" engine
that is featured exclusively in the Ford SVT Lightning pick-up truck. Ford
Power Products is also collaborating with Michigan-based Sterling Performance
Engines, a specialist in offshore and other high-performance engines, on
marinization packages.
Ford will be opening their new marinization and light assembly operation
in Kennesaw, Georgia in September. Plans call for the 42,000-sq. ft. facility
to house Ford's Marine Division offices, marinization operations, and
inventory for engine and parts fulfillment.
"The plant location and warmer Georgia climate are more conducive to
engine and boat testing, compared to the extended winters of Michigan, and
many of our market partners, suppliers and customers are nearby," Damron
added.
While FPP has maintained a marine presence over the past several years,
their return as a major engine supplier sends a clear message: The market is
ready for a competitive alternative, and Ford plans to meet that need.
Ford Power Products plans to offer a "Customer Bill of Rights" that will
reflect a program dedicated to making the selection of Ford engines a "best in
class" experience.
"We believe that boat builders and their customers will appreciate the
advantages offered with Ford marine power," said Damron. Ford manufactures
some of the finest engines available in their size and power segments, as
evidenced by the recent award received from Ward's AutoWorld magazine naming
the Ford 5.4 liter V-8 engine as one of the "10 Best" in the world for the
fifth consecutive year since its introduction in 1997.
Ford Power Products, a wholly owned subsidiary of the Ford Motor Company,
sells Ford engines, transmissions and other powertrain systems to original
equipment manufacturers in the industrial, marine and vehicular markets.
Headquartered in Dearborn, Michigan, FPP has locations in Kennesaw, Georgia,
Aveley, England and Cologne, Germany. Ford Power Products is ISO 9001
certified and holds the Ford Q1 quality award. For additional information
about FPP, visit its web site at http://www.fordpowerproducts.com .
SOURCE Ford Power Products
Web Site: http://www.fordpowerproducts.com
10-14-2003, 12:12 PM
#3
Gold Member
Gold MemberThread Starter
So Ford is going to "test the waters", eh?
I'll bet it's going to be a 351 Windsor all iron engine. Reason I say that is I don't think Ford has an iron head for the 4.6/5.4 series of modular engines. Otherwise it'll have to be FWC.
I'm not sure if Ford produces the 460 FE engine any more.
Maybe a marinized V-10 to compete with the Viper engine?
I'll bet it's going to be a 351 Windsor all iron engine. Reason I say that is I don't think Ford has an iron head for the 4.6/5.4 series of modular engines. Otherwise it'll have to be FWC.
I'm not sure if Ford produces the 460 FE engine any more.
Maybe a marinized V-10 to compete with the Viper engine?
10-17-2003, 07:54 PM
#5
Guest
Posts: n/a
Where do they come up with this stuff?
The 5.4 L Ford is another example of the people at Ford blowing money on an old design that will never amount to anything. The modular 4.6 and 5.4 V8 engine is about to be replaced because it can not be made bigger in displacement and Ford spends millions on it to make it into a GT 40 performance engine.
The bore size of the 5.4 is a ridiculously small 3.55 inches and can't be made any bigger. You simply can't put large enough valves (for a 5.4 liter engine) into a cylinder/combustion chamber that small.
The crankshaft stroke is a humongous 4.165 inches!
The bore-to-stroke is a miserable .85:1 ratio. Even the stock passenger car engine (5.0L/302) has a better bore-to-stroke ratio (4"bore X 3" stroke) at 1.33:1.
Although the 5.4L has long 6.66 inch connecting rods, with that long stroke crankshaft, the rod-to-stroke ratio is only 1.59:1 . Again, the old lowly 302 has a better rod-to-stroke ratio of 1.66:1.
Building a similar engine, only with the bore and stroke dimensions reversed (with a 4.165 inch bore and a 3.55 inch stroke) would kick the 5.4L GT 40 engines ass!
Good thing that weird engine has a supercharger because thats the only way its going to make any horsepower! Typical of shoddy engineering, if you can't design an engine that makes enough horsepower you install a supercharger on it.
Once again we can thank Ford for an American designed V8 that embarrasses our country in front of the European and Japanese engineers!
Too bad, the GT 40 deserves so much better.
Dennis Moore
The bore size of the 5.4 is a ridiculously small 3.55 inches and can't be made any bigger. You simply can't put large enough valves (for a 5.4 liter engine) into a cylinder/combustion chamber that small.
The crankshaft stroke is a humongous 4.165 inches!
The bore-to-stroke is a miserable .85:1 ratio. Even the stock passenger car engine (5.0L/302) has a better bore-to-stroke ratio (4"bore X 3" stroke) at 1.33:1.
Although the 5.4L has long 6.66 inch connecting rods, with that long stroke crankshaft, the rod-to-stroke ratio is only 1.59:1 . Again, the old lowly 302 has a better rod-to-stroke ratio of 1.66:1.
Building a similar engine, only with the bore and stroke dimensions reversed (with a 4.165 inch bore and a 3.55 inch stroke) would kick the 5.4L GT 40 engines ass!
Good thing that weird engine has a supercharger because thats the only way its going to make any horsepower! Typical of shoddy engineering, if you can't design an engine that makes enough horsepower you install a supercharger on it.
Once again we can thank Ford for an American designed V8 that embarrasses our country in front of the European and Japanese engineers!
Too bad, the GT 40 deserves so much better.
Dennis Moore
10-17-2003, 08:11 PM
#6
Registered
Join Date: Mar 2002
Location: Irish Hills, Michigan
Posts: 108
Likes: 0
Received 0 Likes
on
0 Posts
Eaton Corp screw type supercharger...
540 hp or so on the dyno last time i saw one running.
the modular motors actually are capable of decent passenger car power numbers but ford is too wimpy to actually do much... unlike GM... the original pre-production 4.6 actually made some impressive numbers in 2V trim... and actually had decent fuel consumption numbers... but they felt it was too *hot* so they knocked the lobes off, shortened duration and tweaked the timing and fuel curves in the ECM
the 3 valve stuff is pretty interesting... good power numbers.. and even better capability if utilized...
i've seen the modulars run on the dyno during the ford severe durability test... one of the original pre production 4.6's went 5 full durability cycles (something like 100,000 miles / cycle) before she laid her cookies down... and ford's spec'd durability run is one of the toughest in the industry... severe beating to say the least.
i am not a great fan of the modulars but they are decent pieces... if only ford would grow some gonads...
540 hp or so on the dyno last time i saw one running.
the modular motors actually are capable of decent passenger car power numbers but ford is too wimpy to actually do much... unlike GM... the original pre-production 4.6 actually made some impressive numbers in 2V trim... and actually had decent fuel consumption numbers... but they felt it was too *hot* so they knocked the lobes off, shortened duration and tweaked the timing and fuel curves in the ECM
the 3 valve stuff is pretty interesting... good power numbers.. and even better capability if utilized...
i've seen the modulars run on the dyno during the ford severe durability test... one of the original pre production 4.6's went 5 full durability cycles (something like 100,000 miles / cycle) before she laid her cookies down... and ford's spec'd durability run is one of the toughest in the industry... severe beating to say the least.
i am not a great fan of the modulars but they are decent pieces... if only ford would grow some gonads...
Last edited by jaroot; 10-17-2003 at 08:13 PM.
10-17-2003, 09:34 PM
#7
Toxic FORMULA
Platinum Member
Seems to me they are just to BIG outside for what's going on inside. I mean those suckers are bigger that a BIG block. So why not just do a big block and have some reliable HP instead of SCing it and spinning it to the moon
I'll never forget the first one I saw in a Mustang
till I found out it was only 4.6 liters
I'll never forget the first one I saw in a Mustang
till I found out it was only 4.6 liters
10-18-2003, 04:31 AM
#8
Gold Member
Gold Member
Re: Where do they come up with this stuff?
Originally posted by Dennis Moore
The 5.4 L Ford is another example of the people at Ford blowing money on an old design that will never amount to anything. The modular 4.6 and 5.4 V8 engine is about to be replaced because it can not be made bigger in displacement and Ford spends millions on it to make it into a GT 40 performance engine.
The bore size of the 5.4 is a ridiculously small 3.55 inches and can't be made any bigger. You simply can't put large enough valves (for a 5.4 liter engine) into a cylinder/combustion chamber that small.
The crankshaft stroke is a humongous 4.165 inches!
The bore-to-stroke is a miserable .85:1 ratio. Even the stock passenger car engine (5.0L/302) has a better bore-to-stroke ratio (4"bore X 3" stroke) at 1.33:1.
Although the 5.4L has long 6.66 inch connecting rods, with that long stroke crankshaft, the rod-to-stroke ratio is only 1.59:1 . Again, the old lowly 302 has a better rod-to-stroke ratio of 1.66:1.
Building a similar engine, only with the bore and stroke dimensions reversed (with a 4.165 inch bore and a 3.55 inch stroke) would kick the 5.4L GT 40 engines ass!
Good thing that weird engine has a supercharger because thats the only way its going to make any horsepower! Typical of shoddy engineering, if you can't design an engine that makes enough horsepower you install a supercharger on it.
Once again we can thank Ford for an American designed V8 that embarrasses our country in front of the European and Japanese engineers!
Too bad, the GT 40 deserves so much better.
Dennis Moore
The 5.4 L Ford is another example of the people at Ford blowing money on an old design that will never amount to anything. The modular 4.6 and 5.4 V8 engine is about to be replaced because it can not be made bigger in displacement and Ford spends millions on it to make it into a GT 40 performance engine.
The bore size of the 5.4 is a ridiculously small 3.55 inches and can't be made any bigger. You simply can't put large enough valves (for a 5.4 liter engine) into a cylinder/combustion chamber that small.
The crankshaft stroke is a humongous 4.165 inches!
The bore-to-stroke is a miserable .85:1 ratio. Even the stock passenger car engine (5.0L/302) has a better bore-to-stroke ratio (4"bore X 3" stroke) at 1.33:1.
Although the 5.4L has long 6.66 inch connecting rods, with that long stroke crankshaft, the rod-to-stroke ratio is only 1.59:1 . Again, the old lowly 302 has a better rod-to-stroke ratio of 1.66:1.
Building a similar engine, only with the bore and stroke dimensions reversed (with a 4.165 inch bore and a 3.55 inch stroke) would kick the 5.4L GT 40 engines ass!
Good thing that weird engine has a supercharger because thats the only way its going to make any horsepower! Typical of shoddy engineering, if you can't design an engine that makes enough horsepower you install a supercharger on it.
Once again we can thank Ford for an American designed V8 that embarrasses our country in front of the European and Japanese engineers!
Too bad, the GT 40 deserves so much better.
Dennis Moore
Dennis, What exactly is your experience with the 5.4L?
Last edited by Lee; 10-18-2003 at 04:43 AM.
10-18-2003, 03:41 PM
#9
Guest
Posts: n/a
Truck engine/Caterpillar engine
The 5.4L Ford engine has some pretty discouraging engine specs. With a 4.165 inch stroke the piston speed and ring friction at 6,000 rpm (500 hp @6,000 rpm) must be stratospheric! The 454 and 502 big block Chevy has a shorter 4.00 inch stroke!
When most high performance engines have gone smaller on the main and rod bearings to reduce crankshaft friction (NASCAR 351 Fords are running engines with 302 sized main bearings of 2.25") the 5.4 has main bearings that measure 2.66 inches in diameter.
These engine specs are suitable for a ultra low torque/low speed truck engine or an industrial engine but not for a $150,000.00 sports car.
But no matter what Ford builds, there will always be somebody that thinks they are the greatest without question.
Dennis Moore
When most high performance engines have gone smaller on the main and rod bearings to reduce crankshaft friction (NASCAR 351 Fords are running engines with 302 sized main bearings of 2.25") the 5.4 has main bearings that measure 2.66 inches in diameter.
These engine specs are suitable for a ultra low torque/low speed truck engine or an industrial engine but not for a $150,000.00 sports car.
But no matter what Ford builds, there will always be somebody that thinks they are the greatest without question.
Dennis Moore
10-18-2003, 06:13 PM
#10
Gold Member
Gold Member
Re: Truck engine/Caterpillar engine
Originally posted by Dennis Moore
The 5.4L Ford engine has some pretty discouraging engine specs. With a 4.165 inch stroke the piston speed and ring friction at 6,000 rpm (500 hp @6,000 rpm) must be stratospheric! The 454 and 502 big block Chevy has a shorter 4.00 inch stroke!
When most high performance engines have gone smaller on the main and rod bearings to reduce crankshaft friction (NASCAR 351 Fords are running engines with 302 sized main bearings of 2.25") the 5.4 has main bearings that measure 2.66 inches in diameter.
These engine specs are suitable for a ultra low torque/low speed truck engine or an industrial engine but not for a $150,000.00 sports car.
But no matter what Ford builds, there will always be somebody that thinks they are the greatest without question.
Dennis Moore
The 5.4L Ford engine has some pretty discouraging engine specs. With a 4.165 inch stroke the piston speed and ring friction at 6,000 rpm (500 hp @6,000 rpm) must be stratospheric! The 454 and 502 big block Chevy has a shorter 4.00 inch stroke!
When most high performance engines have gone smaller on the main and rod bearings to reduce crankshaft friction (NASCAR 351 Fords are running engines with 302 sized main bearings of 2.25") the 5.4 has main bearings that measure 2.66 inches in diameter.
These engine specs are suitable for a ultra low torque/low speed truck engine or an industrial engine but not for a $150,000.00 sports car.
But no matter what Ford builds, there will always be somebody that thinks they are the greatest without question.
Dennis Moore
Dennis, My question was do you have any actual experience with the 5.4L?
Because I do, I have spent several thousand hours dynoing, developing and calibrating them, I would like to invite you to Dearborn to show us everything that we have been doing wrong you know all that "Typical of shoddy engineering" or maybe you should stick to what you know, 30yr old engines with points and a 2bbl carburator and I even doubt that would be a good move based on some of the poor advise that you have posted on this board which is usually accomptied by a sarcastic remark.
