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The US Coyote engine had VVT on all 4 cams but the Australian ECU only had enough outputs to control 2 cams, so only the intake cams have VVT. The supercharger uses Eaton rotors in a housing designed by Australian company Harrop Engineering – the same company that provides superchargers to Roush Performance. [26] [27] [28] [29]
The first CamPro engine used in older Gen-2 models.. The first CamPro engine made its debut in 2004 fitted to the newly released Gen•2 models. It was codenamed S4PH and was a DOHC 16-valve 1.6-litre engine that produced 110 bhp (82 kW) of power at 6,000 rpm and 148 N⋅m (109 ft⋅lbf) of torque at 4,000 rpm.
For the North American-spec Transit, * the 3.2 L Duratorq is modified to meet American and Canadian emissions standards and is branded as a Power Stroke engine. The 3.2 Power Stroke is rated 188 PS (138 kW; 185 hp) and 470 N⋅m (350 lb⋅ft).[8]
Look to the GM LS engine entry, gen III and gen IV LS V8s share the same entry because they share the same basic architecture; however, the gen IV small block was thoroughly revised. The Coyote is a thoroughly revised Modular V8 (Gen II Modular) and not a clean sheet redesign, which you would know if you read through the references given.
For twin-cam or DOHC engines, VCT was used on either the intake or exhaust camshaft. (Engines that have VCT on both camshafts are now designated as Ti-VCT.↓) The use of variable camshaft timing on the exhaust camshaft is for improved emissions, and vehicles with VCT on the exhaust camshaft do not require exhaust gas recirculation (EGR) as retarding the exhaust cam timing achieves the same ...
The 351W had larger main bearing caps, thicker and longer connecting rods, and a distinct firing order (1-3-7-2-6-5-4-8 versus the usual 1-5-4-2-6-3-7-8, a means to move the unacceptable "noise" of the consecutively-firing adjacent front cylinders to the sturdier rear part of the engine block all while reducing excessive main bearing load ...