Where can I find info on triton engines?
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Member
Joined: Feb 2000
Posts: 83
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From: Salt Lake City, UT, USA
Where can I find info on triton engines?
I looked through all 52 pages of topics in this forum and couldn't find my answer.
I am wondering what makes a triton engine different from any other? I have read & heard things such as they don't have pushrods & they have a fail safe cooling system that pumps air into the cylinders everyother cycle if the cooling fails.
Any links or info would be helpful.
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quzax@my-f150.com
My-F150.com & My-F250.com (coming soon)
I am wondering what makes a triton engine different from any other? I have read & heard things such as they don't have pushrods & they have a fail safe cooling system that pumps air into the cylinders everyother cycle if the cooling fails.
Any links or info would be helpful.
------------------
quzax@my-f150.com
My-F150.com & My-F250.com (coming soon)
Member
Joined: Jan 2000
Posts: 34
Likes: 0
From: Steamboat Springs, CO USA
When I first got my TRITON equipped F150 I thought(and asked) "what the hell is a TRITON". There was nothing on the WEB. Well for those of you who always wanted to know but were afraid to ask, here is a simple, in english, summary for the Triton 4.6L:
FORD 4.6 V-8
The newest of the new is Ford's "Triton'' truck engines. Our '97 Ford F-150 test vehicle came equipped with the 90-degree 4.6-liter V-8. Gone is the 300cid I-6 in favor of the new standard 90-degree 4.2-liter V-6 engine, and a 5.4-liter modular V-8 will be available this fall for new 1/2-ton Fords.
The new Triton 4.6 is rated at 210 horsepower at 4,400 rpm, with 290 lb.-ft. of torque at 3,250 rpm in the curve. The new modular 4.6 is said to offer 90 percent of its torque at 2,000 rpm, and that's exactly what we found.
The single-overhead cam (SOHC) engine utilizes a deep-skirted cylinder block, cross-bolt main caps, and deep-mounted head bolts, and uses high-tech materials for weight savings and added life, such as low-friction piston rings, aluminum pistons coated with graphite, an internal counterweighted crankshaft, aluminum bearings, and a high-silicon molybdenum exhaust manifold. The intake manifold is a two-piece system, using an upper aluminum and lower plastic assembly that features an electric valve that opens and shuts the plenum wall. At lower rpm the valve is closed, allowing the engine to breathe like two four-cylinder engines on separate sides to provide added low-end torque. At higher rpm, the valve opens, allowing greater airflow for maximum horsepower.
The Triton's design includes a "fail-safe" cooling system. A sensor in the cylinder head monitors the metal temperature. If coolant loss occurs and overheating is imminent, it will selectively shut down the engine, cylinder by cylinder, to prevent damage. This system allows the vehicle to be driven temporarily before major damage occurs; however, if the temperature reaches a previously designated level (really hot), the computer will shut down the engine entirely. The new 4.6 offers a larger 6-quart oil capacity, has an automatic timing chain tensioner, and, because of platinum-tipped spark plugs, recommended tune-ups are at 100,000-mile intervals. The big improvements in cooling, timing, and oil capacity are designed to promote long life for all engine components. Our test engine's torque-to-weight rating is 19 pounds per one lb.-ft. of torque (19:1).
FORD 4.6 V-8
The newest of the new is Ford's "Triton'' truck engines. Our '97 Ford F-150 test vehicle came equipped with the 90-degree 4.6-liter V-8. Gone is the 300cid I-6 in favor of the new standard 90-degree 4.2-liter V-6 engine, and a 5.4-liter modular V-8 will be available this fall for new 1/2-ton Fords.
The new Triton 4.6 is rated at 210 horsepower at 4,400 rpm, with 290 lb.-ft. of torque at 3,250 rpm in the curve. The new modular 4.6 is said to offer 90 percent of its torque at 2,000 rpm, and that's exactly what we found.
The single-overhead cam (SOHC) engine utilizes a deep-skirted cylinder block, cross-bolt main caps, and deep-mounted head bolts, and uses high-tech materials for weight savings and added life, such as low-friction piston rings, aluminum pistons coated with graphite, an internal counterweighted crankshaft, aluminum bearings, and a high-silicon molybdenum exhaust manifold. The intake manifold is a two-piece system, using an upper aluminum and lower plastic assembly that features an electric valve that opens and shuts the plenum wall. At lower rpm the valve is closed, allowing the engine to breathe like two four-cylinder engines on separate sides to provide added low-end torque. At higher rpm, the valve opens, allowing greater airflow for maximum horsepower.
The Triton's design includes a "fail-safe" cooling system. A sensor in the cylinder head monitors the metal temperature. If coolant loss occurs and overheating is imminent, it will selectively shut down the engine, cylinder by cylinder, to prevent damage. This system allows the vehicle to be driven temporarily before major damage occurs; however, if the temperature reaches a previously designated level (really hot), the computer will shut down the engine entirely. The new 4.6 offers a larger 6-quart oil capacity, has an automatic timing chain tensioner, and, because of platinum-tipped spark plugs, recommended tune-ups are at 100,000-mile intervals. The big improvements in cooling, timing, and oil capacity are designed to promote long life for all engine components. Our test engine's torque-to-weight rating is 19 pounds per one lb.-ft. of torque (19:1).
Member
Joined: Mar 2000
Posts: 84
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From: LaPorte, Texas
Here's some
http://www.wardsauto.com/best10/engi...rdtritonv8.htm
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[This message has been edited by BadAngler (edited 04-11-2000).]
http://www.wardsauto.com/best10/engi...rdtritonv8.htm
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[This message has been edited by BadAngler (edited 04-11-2000).]