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The larger inlet valves are compatible with earlier non Big Valve cylinder heads with very little modification, however increasing intake valve size by itself will not produce a measurable increase in power. The majority of the power gain comes from modifying the size and shape of the intake runners (porting) and fitting uprated camshafts.
The 6.4 L also has a DPF and dual EGR coolers which are capable of reducing exhaust gas temps by up to 1,000 degrees before they reach the EGR valve and mix with the intake charge. The DPF traps soot and particulates from the exhaust and virtually eliminates the black smoke that most diesel engines expel upon acceleration. The engine computer ...
Three displacements were available during production: 401 cu in (6.6 L), 477 cu in (7.8 L) and 534 cu in (8.8 L); but however large, the 534 was very much smaller than the 1,100-cubic-inch (18.0 L) Ford GAA all aluminum 32 valve DOHC V8 (introduced during WW2), which was the largest displacement gasoline engine ever mass-produced by Ford Motor ...
Two cylinder-head designs were developed, one similar to the 351W, but with larger ports and valves, and the other with very large ports with canted intake and exhaust valves similar to the big-block Ford 385 series V8. Sales, marketing, and product planning favored the canted valve design, as it was viewed as more innovative. [1] [4]
It was also used in Argentina in the F-100 pick-up well into the 1960s, and was known as Fase I (Phase I). In 1971, the engine was modified to accept a new-style cylinder head with a different valve arrangement (E-I-E-I-E-I-E-I versus E-I-I-E-E-I-I-E), new intake and exhaust manifolds and was renamed Fase II (Phase II).
With the Escort, the base engine was the same as all US Escorts, the 1.6L CVH, but featured unique intake and exhaust manifolds in addition to EFI. This was non-sequential EFI, meaning 1/4 of the required fuel for each cylinder was injected into the intake manifold, near the intake valve for each cylinder firing.
With a 80.96 mm × 48.41 mm (3.19 in × 1.91 in) bore and stroke, combined with independent (non-siamesed) four intake and four exhaust ports, it was a departure from traditional undersquare English engine design.
The Ford flathead V8 was licensed to other producers. It was used by Simca in France until 1961 and in Brazil until 1964 for cars and until 1990 in the Simca Unic Marmon Bocquet military truck. [6] In the United States, the flathead V8 was replaced by the more modern overhead-valve Ford Y-block engine in 1954.