Ward's Article on Next-Gen Triton V-8
#1
11-23-2002, 11:43 PM
Join Date: Sep 2002
Location: Albuquerque, NM
Posts: 56
Likes: 0
Received 0 Likes
on
0 Posts
Ward's Article on Next-Gen Triton V-8
Ford Ready with Next-Gen Triton V-8
by Bill Visnic
WardsAuto.com, Nov 21 2002
LAS VEGAS – Ford Motor Co.'s Triton modular V-8 engine family, launched with the F-Series pickup for the '97 model year, has by almost any measure been one of the company's most successful engine designs.
LAS VEGAS – Ford Motor Co.'s Triton modular V-8 engine family, launched with the F-Series pickup for the '97 model year, has by almost any measure been one of the company's most successful engine designs.
Ford's upcoming 5.4L Triton features a 3-valve cylinder head and variable valve timing.
And Ford Powertrain engineers now are ready to release a substantial upgrade that they say amounts to a second-generation design.
Already in production for certain Ford models in Australia, the new 5.4L Triton – whose primary new features are a SOHC/3-valve-per-cylinder layout and continuously variable intake-valve timing – will be launched in North America next year in conjunction with Ford's all-new '04 F-Series pickups.
The Triton V-8/V-10 modular engine range that currently incorporates SOHC and DOHC layouts as well as 2-valve and 4-valve configurations will continue, as the new 5.4L SOCH/3-valve Triton at first enters the mix exclusively for the '04 F-Series.
Later, engineers say the 3-valve Triton V-8 is likely to displace the 2-valve variant in many applications, but they stress that 2-valve Tritons will continue in the market "indefinitely."
Similarly, the 3-valve design will not replace 4-valve Tritons, says Peter J. Dowding, manager, modular engine programs. "Once you're using 4-valves, I don't think you want to pull back," he explains.
First-year volume for the 5.4L 3-valve Triton in the '04 F-Series should be on the order of 200,000 units, says Dan Kapp, Ford Powertrain Operations chief engineer. Kapp believes that number easily should make Ford the largest-volume purveyor of engines featuring variable valve timing in the light-pickup segment.
In an interview with Ward's, Kapp says there is the future possibility for 3-valve variants of the 4.6L Triton. For now, all 3-valve Tritons will be 5.4L units with an iron block and aluminum heads and will be built at Ford's Windsor, Ont., Canada, assembly site. (see related story: Ford Launches 24-Valve V-8 Production)
The new 24-valve 5.4L Triton markedly improves on the current-generation's horsepower rating by adding 40 hp, for a total of 300 hp at 5,000 rpm.
The 15%-plus horsepower jump is accompanied by a torque improvement from 350 lb.-ft. (475 Nm) at 2,500 rpm to 365 lb.-ft. (495 Nm) at 3,750 rpm.
Meanwhile, Ford calls its VVT design "dual-equal variable-cam timing," because the SOHC layout dictates the system must shift the intake- and exhaust-valve timing together.
Dowding says the system has 50 degrees of crankshaft authority and in addition to plumping the horsepower and torque levels, allows for two to three times the heat release of the 2-valve Triton, meaning catalysts light off more quickly, helping to reduce cold-start emissions.
The new 3-valve/VVT design also meant engineers could eliminate the external exhaust-gas recirculation system. Now, the intake valves can be staged to retain a portion of exhaust gas that normally would be handled by an external EGR system.
In order to initiate an increased tumble motion during low-load/low-rpm operating conditions, the new Triton also has "charge motion control valves," or CMCV.
The CMCV system incorporates eight individual flaps at the end of each intake runner; when extra intake-charge "tumble" is required, the flaps partially close over the intake ports, causing tumble motion in the intake charge. At higher speeds and higher load, the flaps open fully to allow maximum intake flow.
The CMCVs are incorporated into the integrated air/fuel module and are actuated by a small, attached electric motor.
Ford engineers also delivered a centrally located sparkplug that is nestled between the two intake valves.
The wholly new sparkplug design, which Dowding says is a first for a production engine, uses a long, non-threaded stud that protrudes into the combustion chamber, with the threads placed on the upper half of the sparkplug.
In addition, the ground electrode is one continuous loop that arches over the center electrode – meaning that there is no possibility for gap inconsistency.
The 5.4L Triton also employs magnesium cam covers, which Dowding says are lighter than aluminum, have better noise-attenuation properties and are "cost-competitive" with aluminum.
A unique air filter design has the filter directly on top of the engine and easily accessed via a pullout drawer-type cartridge.
Kapp says the new 3-valve head is physically smaller than that of the 2-valve 5.4L Triton and, surprisingly, is a bit lighter than the 2-valve layout. Ford says the new cylinder head also is easier to produce, because drilling angles and machined surfaces are straighter.
http://wardsauto.com/ar/auto_ford_re...tgen/index.htm
by Bill Visnic
WardsAuto.com, Nov 21 2002
LAS VEGAS – Ford Motor Co.'s Triton modular V-8 engine family, launched with the F-Series pickup for the '97 model year, has by almost any measure been one of the company's most successful engine designs.
LAS VEGAS – Ford Motor Co.'s Triton modular V-8 engine family, launched with the F-Series pickup for the '97 model year, has by almost any measure been one of the company's most successful engine designs.
Ford's upcoming 5.4L Triton features a 3-valve cylinder head and variable valve timing.
And Ford Powertrain engineers now are ready to release a substantial upgrade that they say amounts to a second-generation design.
Already in production for certain Ford models in Australia, the new 5.4L Triton – whose primary new features are a SOHC/3-valve-per-cylinder layout and continuously variable intake-valve timing – will be launched in North America next year in conjunction with Ford's all-new '04 F-Series pickups.
The Triton V-8/V-10 modular engine range that currently incorporates SOHC and DOHC layouts as well as 2-valve and 4-valve configurations will continue, as the new 5.4L SOCH/3-valve Triton at first enters the mix exclusively for the '04 F-Series.
Later, engineers say the 3-valve Triton V-8 is likely to displace the 2-valve variant in many applications, but they stress that 2-valve Tritons will continue in the market "indefinitely."
Similarly, the 3-valve design will not replace 4-valve Tritons, says Peter J. Dowding, manager, modular engine programs. "Once you're using 4-valves, I don't think you want to pull back," he explains.
First-year volume for the 5.4L 3-valve Triton in the '04 F-Series should be on the order of 200,000 units, says Dan Kapp, Ford Powertrain Operations chief engineer. Kapp believes that number easily should make Ford the largest-volume purveyor of engines featuring variable valve timing in the light-pickup segment.
In an interview with Ward's, Kapp says there is the future possibility for 3-valve variants of the 4.6L Triton. For now, all 3-valve Tritons will be 5.4L units with an iron block and aluminum heads and will be built at Ford's Windsor, Ont., Canada, assembly site. (see related story: Ford Launches 24-Valve V-8 Production)
The new 24-valve 5.4L Triton markedly improves on the current-generation's horsepower rating by adding 40 hp, for a total of 300 hp at 5,000 rpm.
The 15%-plus horsepower jump is accompanied by a torque improvement from 350 lb.-ft. (475 Nm) at 2,500 rpm to 365 lb.-ft. (495 Nm) at 3,750 rpm.
Meanwhile, Ford calls its VVT design "dual-equal variable-cam timing," because the SOHC layout dictates the system must shift the intake- and exhaust-valve timing together.
Dowding says the system has 50 degrees of crankshaft authority and in addition to plumping the horsepower and torque levels, allows for two to three times the heat release of the 2-valve Triton, meaning catalysts light off more quickly, helping to reduce cold-start emissions.
The new 3-valve/VVT design also meant engineers could eliminate the external exhaust-gas recirculation system. Now, the intake valves can be staged to retain a portion of exhaust gas that normally would be handled by an external EGR system.
In order to initiate an increased tumble motion during low-load/low-rpm operating conditions, the new Triton also has "charge motion control valves," or CMCV.
The CMCV system incorporates eight individual flaps at the end of each intake runner; when extra intake-charge "tumble" is required, the flaps partially close over the intake ports, causing tumble motion in the intake charge. At higher speeds and higher load, the flaps open fully to allow maximum intake flow.
The CMCVs are incorporated into the integrated air/fuel module and are actuated by a small, attached electric motor.
Ford engineers also delivered a centrally located sparkplug that is nestled between the two intake valves.
The wholly new sparkplug design, which Dowding says is a first for a production engine, uses a long, non-threaded stud that protrudes into the combustion chamber, with the threads placed on the upper half of the sparkplug.
In addition, the ground electrode is one continuous loop that arches over the center electrode – meaning that there is no possibility for gap inconsistency.
The 5.4L Triton also employs magnesium cam covers, which Dowding says are lighter than aluminum, have better noise-attenuation properties and are "cost-competitive" with aluminum.
A unique air filter design has the filter directly on top of the engine and easily accessed via a pullout drawer-type cartridge.
Kapp says the new 3-valve head is physically smaller than that of the 2-valve 5.4L Triton and, surprisingly, is a bit lighter than the 2-valve layout. Ford says the new cylinder head also is easier to produce, because drilling angles and machined surfaces are straighter.
http://wardsauto.com/ar/auto_ford_re...tgen/index.htm
#2
11-24-2002, 12:46 AM
Senior Member
Join Date: Mar 2002
Location: SW MO.
Posts: 333
Likes: 0
Received 0 Likes
on
0 Posts
#4
11-24-2002, 06:55 PM
Senior Member
Join Date: Dec 2001
Location: Oreland PA
Posts: 147
Likes: 0
Received 0 Likes
on
0 Posts
