Here's a link to the V10 I've been mucking around with...
http://www.perthfalcons.com.au/index.php?showtopic=2622

Need to be a member to see that link.

Post here so we can all see it.

ditto

+1.

we going to put it in my au pete?

for all you pansies that complain


"G'day revheds,

Picked up a blown up '02 model V10 the other day for $300.
It came off a Genset and was running off natural gas when it dropped a valve and split a bore.
I'm thinking it might fit in my van so I'll soon dangle it in the empty engine bay and find out. Main concern is height so I'll do some customising of the intake.
I'll have to make a front sump pan for it(only rear sumps are available).
If I want to run petrol I'll have to find an F-series EECV and harness and I'll need fuel rails and injectors. Currently it only has the coil driver box that ford makes for it's industrial engines that run only on LPG or CNG.
I'll probably just run with the cast exhaust manifolds to start with.
Here's the specs from the Genset supplier {DESCRIPTION}
It looks like width and length dimensions are no problem although it will be tight between the shock towers but that's the beauty of mod motors..the spark plugs are on top of the engine . I may need to go with an XE V8 dual diaphragm brake booster to reduce the diameter to clear the right rocker cover. I'd use a BTR 4spd from a BA V8 and use a BA PCM to drive the trans most likely. The code for 10cyls is in the BA/BF PCM but it's unknown whether the board has enough drivers poplulated to actually drive the injectors or coils for that matter. In that case a V10 F-series EEC will have to do.
The time it takes to accumulate the parts means I'll probably fit the 5.0 anyway.Ford uses an offset pin crank with even-fire and has a balance shaft(under the left rocker cover) due to the 10 cyls weird harmonics. But it sounds bloody nice!
Here's a blown example...
{DESCRIPTION}

The specs are;
'96-'99 2V 260hp 380lb/ft.
'99-'04 2V PI(power improved) heads 310hp 425lb/ft.
'05-up 3V heads 357hp 467lb/ft.
I've got a 2V PI headed version.



Here's some pics...



"

[QUOTE=schnoods302,April 01, 2008 08:19 pm] Good stuff thinking outside the square!

Just a couple of questions,

1. Is the sparkplug setup as similar to the 3v powered modular motors?

2. is the length of the runners there to promote torque down low even though the cubes will give a fairbit.

3. Is any of the top end identical to any of the v8 modular motors bar the one extra cylinder?

4. Do you need a guinea pig. [/QUOTE]
Sparkplugs....similar but not completely...they don't get stuck like on a 3V.
Yes long runners for lotsa low rpm torque.
All 2V PI headed engines have the same architecture yes.
A guinea pig for which bit?

I can get 3V heads bare for $400 U.S. a pr but by the time you add
everything else up it'll cost a fortune. Besides the intake is plastic which means I can't do much with it to reduce height an I'll need 3V front cover, rocker covers etc etc....tooo much.

I was going to do a rear mount turbo if wanted some more go.

"
Well Schnoods if it doesn't fit in my van I'll probably get a BA ute to stick it in down the track.
I think these engines are all over and done with by 5000rpm. That's more to do with the heads running out of steam than harmonics though. Add some Manley Forged rods and pistons and I think 6500rpm would be no problem. BTW the V10's only come with a forged crank std.
I talked to a guy at FoxLake(they do CNC porting in the U.S.) and he's got reground cams, cnc'd heads,headers and 4" exhaust in his Excursion and it does a 16 sec quarter @ 88mph! at 6800lb's!?!?!?! He says it makes 275hp at all four wheels!?
So my van ought to do a mid 13 with no mods and fryin the bags all the way down the strip I reckon biggrin.gif Probably have to put 2.75 or 3.00 gears in it to do that too.
The 425lb/ft is at only 3250rpm but apparently there is already 400lb/ft at 2000rpm and max power is at 4200rpm.
"

Pulled the engine down to a short last night. I think I can see why it dropped a valve...there is that much s*** in the chambers that they must have run the thing without an aircleaner and I found a bashed up washer in there too.
Got some pics....
Size difference between 6.8 and 5.0.
Interestingly the length is almost identical...small bore spacing and well set back accessories does that...



Here's the offending inlet valve area...guide looks ok. Note the tiny valve springs. nice and light.



Roller follower was still sitting in the head looks ok too.



Here you see the hollow camshaft where the lobes are slid on then the tube is "Hydrauliced" to lock them in place.



Decent port shape.

The balance shaft.



gear driven off the camshaft.



Front of block.



Top view


Long runner intake. Hopefully I can add inlet throat to the back of the plenum for rear T-body mounting.



If not I may relocate Alternator and come out the front.



Note back end of the head....this means heads are interchangeable right to left.

Right lets try stuffing it in here....



Looks ominous!...



Still so....



No I haven't modded the sump already...I just turned it around and a couple of bolt holes lined up



There it sits.



Left hand head clearance is about 10mm..

Right head clearance is about 10mm also



Yes the head is hard up against the heater pipes and the gap between bell and block is about 45-50mm. A V8 bellhousing actually sits further forward by about 25mm so an XE or earlier vehicle would be a better in this area mainly because of the stupid sticky out firewall on XF vehicles.



The sump looks like it's made for the car even if the engine was set back further by 25mm.



Here's a piece of ally welding rod I bent up to show the centreline of the 4.0 crankshaft and then align the 6.8 between this and the stock height centreline of the 4.0 trans.



Managed to get this rocker cover on...



Just clears but of course allows no set back...once again an XE or earlier would be the shot here because the booster diameter is smaller.



There could be enough room here for a rear exiting T-body but then I'd prefer the engine to be at least 20mm further back.



I think a front mount t-body would work if I stuck an alternator on the head...

Here's something I discovered. The modular bolt pattern is actually mostly the same as a standard 6 bolt small block pattern.
Here you see the SAE bellhousing that attached this engine to the Generator.



Here is the same bell with a smallblock sandwich plate overlaid. You can see that five of the six smallblock bolt holes line up exactly the same but instead of having separate block dowels like on a smallblock the modular uses large diameter block dowells that are bolt thru. The crank is also perfectly centered. So it's a possibility that early transmission can be fitted to modulars with minimal mods and vice versa?



So the question remains....will I put this V10 in my van?
Here's what I would need;

Parts needed;
BA V8 starter $???
BA 4spd auto $???
BA V8 pwr steer pump $???
BA A/C compressor $???
BA trans harness $???
Side mount Alternator
'00-'04 F250/350 V10 EECV
" " " " EEC harness...or make my own out of an Oz harness
Fuel rails
19lb injectors
Dual 60mm t-body
BA coolant crossover and t-stat housing

Mods needed;
mod intake for front T-body
remove coolant crossover
make blanking plate for original t-body opening
make engine mounts
reverse sump/mod pickup
move battery
mod heater core for different firewall exit.
Make headers
bash tunnel in for starter clearance?

The mods would be good fun to do I reckon but those BA parts are going to stack up and I haven't even rebuilt the engine yet!?
It's looking like I'll be staying with the 5.0 conversion at this stage

Cheers,
Pete.

So what you can't join?!

Thanks for duplicating it Frank.