With the early engines, Ford found that by adding a dual intake runner design and by shutting off runners at low RPM and idle, it could eliminate some of the low-end torque issues with the intake. Starting with some of the mid- to late-1990s Lincolns, Ford began using a dual port intake system, and this evolved into the Charge Motion Control Valve (CMCV) and/or the Intake Manifold Runner Control (IMRC) systems, depending on which year and engine you have. They both do basically the same thing: At low RPM it closes one of the runners to allow for better low-end torque.
So, which engine is right for your project? It depends on the goals for the project vehicle. The 4.6 SOHC 2V is plentiful and has the smallest dimensions for fitting in the engine bay, but because it is not at the high-end horsepower range, not a lot of new engineering takes place to develop parts for the older platform. As engines such as the Coyote continue to grow in popularity, aftermarket parts will become more difficult to obtain for the 2V as the sources dry up. In fact, while I was writing this book parts that were available became unavailable as they were replaced with parts for the newer platforms.
The older engine combinations may be easier to work with on items such as computers and wiring. The Ford computer controls sold through Ford Performance Parts made a big change on the ease of installing the newer engines, but they are only for use in the later throttle-by-wire setups.
The most popular conversion so far seems to be the Coyote platform. Available since 2011, plenty of used engines are now available, and Ford Performance Parts sells some amazing crate engines. Ford-sponsored PCM computer controls also helps with this platform’s popularity. Surprisingly, the 2003–2004 Cobra Terminator conversion remains a popular conversion engine. Plenty of horsepower, a rugged cast-iron block, and no throttle-by-wire, it was the epitome of cable-throttle engines, and Terminator engines have retained their value because of this.
If the project budget is on the lower side, an SOHC or older DOHC can be used and performance added as needed. Engine platforms such as the Cobra DOHC, Raptor 6.2, Lightning trucks, and Shelbys provide a good foundation with proven horsepower and the ability to go even higher. But the initial cost of these engines will be higher.
If eye candy is what you are looking for, there is nothing more impressive than opening the hood and seeing those DOHC valvecovers staring at you. But the 4.6 SOHC can be dressed out to impress as well. Superchargers, turbochargers, and nitrous are available for all the platforms and most certainly dress up any engine compartment.
The modular engine that fits your project goals, engine compartment, and budget is the right one for you. Read on to gain the expertise to select the right one.
Selecting a suitable transmission for your modular engine and swap project is a little simpler, even though Ford used a variety of automatics and manuals. Except for in the first few years, most of the automatics were electronically controlled, making it fairly straightforward to choose a transmission to tie in to your electronics package selection. In 1999, Ford upgraded from mechanical speedometer cables to an electronic pickup, so older-style gauges don’t work with the new VSS signals on most modular engine transmissions.
All but two modular engines have the same bellhousing bolt pattern. The exceptions are: the very first blocks that were mated to the non-electronic AOD transmissions, which had a small-block Ford pattern, and the 1995–2002 Lincoln Continental, which was a front-wheel-drive, front-sump engine with a different pattern for the transaxle (and carried PN F6OE). The 4.6- and 5.4-bolt patterns are the same.
The vehicle VIN tag tells you which type of transmission was installed in your vehicle, and it’s usually listed under “TR” on the tag. Earlier cars carried a five-digit code; the first two digits of the number tell you what type of transmission was installed in the vehicle. Later, Ford went to a single-letter code for transmission identification.
Listing each type of transmission is difficult. Much like with the original Ford Toploader, there are variances in the cases and the input/output shafts, depending on the car or truck the drivetrain was installed in. Transmissions can be grouped together, and Ford mated the modular engine to an array of automatics and manuals. Following is a list of transmissions (with the exception of some heavy-duty trucks). I discuss more about fitting transmissions in Chapter 8.
In the late 1990s, Ford discontinued the old-style mechanical speedometer gear in favor of an electronic pickup called the Variable Speed Sensor, or VSS. A spoke wheel passes through a magnetic field and the computer counts the triggers and calculates the speed of the vehicle. Calibrating the speedometer is a snap any time you change gears or tire size. The downfall may come in some older street rods that still use a mechanical speedometer, but there are ways around it. Aftermarket transmissions are available in mechanical or electronic versions.
The modular bellhousing pattern (right) is similar but different than the small-block Ford pattern. The most significant change is that the center two mounting bolts now run through the transmission dowel alignment pins rather than just above them. Note the size of the mini starter and its position on the bellhousing. The modular also has an extra bolt on the driver’s side for a seven-bolt pattern.
Automatics
Most modular engine applications use an automatic transmission. Except for the transaxle found in the Lincoln Continental, all are robust transmissions derived from earlier transmissions. As the transmissions added gears, their size increased as well. The earlier 4-speed overdrive transmissions may not be in fashion, but they have the advantage of robust design, and the aftermarket has developed them to handle huge horsepower loads. Another advantage of earlier transmissions is that they fit into tighter transmission tunnels, making them easier to install than the latter units. (See Chapter 8 for specific information on all of these transmissions.)
AOD/AODE: This is a 4-speed automatic with overdrive. Released in 1980, the first automatics were vacuum-operated and fully actuated. The stock overdrive transmission is rated at 300 hp and 275 ft-lbs of torque. The “E,” or electronic, versions were released in 1992, and the PCM controlled the shifting duties on these transmissions. The AODE has stronger internals than the vacuum-operated AOD. The AOD was installed in the first few years before the AODE arrived in 1994. The AODE was used for a couple of years until it was replaced by the 4R70 series transmissions. The AODE was also used in the 1994–1995 Mustang GTs. An AODE is a much better option than the AOD, and certainly if the transmission came with the modular engine.
4R70W/4R70E/4R75E/4R75W: The 4R series of overdrives was an upgrade of the AOD platform. The “4” stands for four forward gears, the “R” stands for rear drive, and the “W” stands for a wider gear ratio. The “E” version designates throttle-by-wire technology. The 4R series transmissions began replacing the AOD transmissions about 1994 and were used up through 2011 in large cars such as the Ford Crown Victoria.
E4OD/4R100: This heavy-duty 4-speed overdrive incorporates some of the older C6 automatic internals, but this new-generation transmission was installed in bigger vehicles and trucks. While the 4R70W was used with the smaller 4.6 blocks, the E4OD was used behind the 5.4 and applications where additional torque was needed. These transmissions were used in Ford trucks and vans 1996–2004.
5R Series: Primarily the 5R55S,