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Page 1 of 1 Start over Page 1 of 1. Many have been able to squeeze nearly 30mpg out of grand marquis and crown vics. They are one of those V8 engines that was built with relatively good fuel economy for a v8.

I have a Ford F with the 4. Also pull a 28 ft camper with it. It has around , miles on it. My mother replaced an 85 Crown Vic 5. I am surprised at the difference in the torque numbers, as the newer car always felt much stronger even off the line.

The 93 had a very aggressive throttle tip-in, so maybe this was on purpose to disguise a shortage of torque on the very low end.

Also, the electronically shifted gearbox was a huge improvement, as the AOD had really hampered the earlier car with the Windsor engine.

A properly shifted and geared in my 94 Club Wagon was a real torquemonster. I still own the We started seeing oil consumption issues not long after getting the car in at around 63K and I would say that about miles per quart is about right.

Each of my children has learned how to check and add oil. I will also add that the 4. The spark plugs are interesting, waaaaay down in a deep little well.

I once spent an hour trying to fish a teeny piece of walnut shell out of one of those plugwells. All in all, I have been quite happy with the service I have received out of mine.

The way things look, this engine at 22 years is not going to match the longevity of the Windsor engine well over They did improve the shifting schedule on the later AOD-E that was renamed the 4R7x w and the ones in our 02 GM and 03 Marauder do not annoy me like the one in the 93 did.

That was the final verdict on the car. After about 23 years, I was starting to have little niggling problems with almost everything on the car.

None of them terribly serious on its own, but in concert, they made the car a Class-A beater. The one thing I never had any trouble with was that 4.

As long as I kept pouring oil into it every 1, miles, it was happy to start instantly in any kind of weather and run as long as it had gas.

OK, other than a set of coil packs and plug wires late in its life. And the transmission is starting to act flaky as well. Once he was into a full size, he may as well have stepped up to the 5.

F forums are full of people disappointed with the perfomance, economy, and resale of their 4. Reliability seems to be good though. Techincally the current Coyote 5.

Not only that, the 5. Great and very informative article! I recall the angst Mustang GT owners had when they learned their 5.

And consider the power inroads Ford had made with the 5. And of course, the speed parts merchants quickly caught up to the 4.

My folks had an early 4. I do rememeber the pinging and detonation on occasion with it. What struck me though was when an oxygen sensor went bad one time, the Ford dealer tech told my Dad he was lucky the faulty sensor was on THAT bank could not recall which side it was , for the other bank required removal of the engine, as it was that tight between sensor and firewall.

Anybody ever run into that problem, or was this just one of those days at the dealership? My dad has a 4. Good engine, great exhaust note, and great power!

Taxi drivers usually beat the hell out of their cars at least in Chicago and the 4. Another piece to the 4. I found a website, http: He changed the oil every 10, miles, never flushed the transmission, and once went 50, miles between oil changes.

He was a delivery driver and would often haul loads of around lbs. It was purchased with 40, miles. It would have been great for inclusion had it been born with a 4.

I think the most amazing part is that the original exhaust lasted k miles driving primarily in the rust belt. Very rare to catch one with under k miles.

At miles, running great with no oil consumption. Replaced it with a Merc GranM and ten years later, a UTA student ran a red light, center punched the drivers side door.

She made a trip to the EmRm on that one. My F has the 5. I know my F 4. The water pump leaking. Air compressor failed too.

The first time we had a 4. The problem carried forward to the 5. It is a real nightmare when it happens. We had problems with the ones with the three threads mostly because the techs had not done it before.

We had to eat a new head on the first one we did. The tech never made that mistake again! The later ones were much better and the 5.

I had a bit of similar experience: Fortunately there was enough head left to tap new threads into the socket: I made sure to put in a stainless-steel sleeve with many more than three threads.

So it was user error. Next time I buy a car, I ask to see where oil filter, inside and outside air filters are, And spark plugs. Besides the spark plugs they also have issues with the cam phasers, chain guides, and just about everything on the top end of the engine.

Size of the old big block motor. I encountered this very picture when researching for this. You are correct, the physical size is prohibitive to many applications.

Previously I found a website showing how to convert a Galaxie to a 4. It would be interesting to see one post-conversion. An F with the 4. GM trucks with the 4.

Decent power, decent mileage, and if you followed a reasonable PM program they never broke if used as intended. Routine maint regular oil changes, tire rotations, etc.

Hoping to pass this hard-working horse to the Grandsons. So Jason do you notice much difference in power between your 92 Vic HP and 01 hp? State surplus auctions are a beautiful thing.

An engine I have essentially zero experience with. Geez; in the old days, medium sized trucks used six cylinders smaller than that, with half the hp.

And I suspect that the 6. My understanding is interchangeability with the engines was a nice by-product of their construction method — such as swapping heads side to side.

I did learn, which was no surprise, that Ford would make a running change on some element of the engine which precluded the ability to put the updated piece on an older engine.

My thought was the same as yours on pulling a lb trailer. In we drove a Grand Marquis Ultimate Edition! The car was an enjoyable ride but the handbook disclosure that there was a 4.

Sure it was smooth and quiet and relatively economical but the acceleration was glacial. It about matched the 2. Part of the reason was the 3.

Has anyone else ever heard this, or can it be confirmed? So, can one of those 3-valve torquey Mustang engines be swapped into a Town Car?

No smog inspection problem where I live. If so, how much real world difference does it make? If it is a TC with the AOD-E then mechanically it is pretty much a bolt in affair, The problems come in the electronics side as the 3 valve was never put in front of a 4sp AT.

Now you could use a computer for a 3 valve backed by a MT and one of the stand alone transmission controllers.

MT like manual transmission? Maybe not for a Town Car. What kind of automatic was the 3 valve paired with? Or does that create more issues, trans mounts, driveshaft length etc.

Before reading this piece I actuially was not savvy to the 3 valve version. For that matter, what is in a Marauder?

The Marauder engine is basically the same as used in the Aviator and Mach 1 but only in the Marauder was it backed by a 4R7xW so you need a Marauder controller.

In Mustang the 3V came with the 5R55s 5 speed auto. Why not just do a Coyote 5. It will make a world of difference in the handling. I was considering picking up some HPP wheels for daily duty, and leaving the stocks for when I autocross it.

I love the idea of running Mustang wheels, but using spacers is something that always makes me nervous, especially if using while autocrossing.

Not sure about better or worse, but the modulars definitely sound different than the Windsors. I can only speak from the experience of driving fleet-spec, company issued Crown Vics from to , but the modulars seemed more willing to rev higher not surprising for an OHC engine , while the Windsors seemed to emit a throathier, torquier sound under accelleration.

At age 61 I still enjoy that sound! Quoting a surprised and nonplussed GM friend of mine: Must be the dual exhaust. Now the DOHC 4. That one sounded good.

It is a rwd vehicle and also uses the Ford 4. They went from the 4. Do these ever have timing chain issues? I have been waiting 20 years to get a chance to replace the chains on one of these, but they never seem to break!

The early engines have bullet proof timing chains since they are true roller double row. They said in their inititial testing where they stuck them in CV Boxes and gave them to taxi and police fleets that the guides tended to be in need of replacement at K while the chains themselves were good to K which was as long as they ran any of their test fleet.

Usually they are reliable. But rebuilding them is out of the question. Very expensive engine to repair.

If worn out, take it to the local recycling company. Funny, my parents both have 4. Dad has a F XLT with a 4. Even the transmission and rear end have survived amazingly.

He bought it with just shy of k on it, and has since taken it on a couple of road trips while also driving it daily. Previous owner towed a sprint car with it for a couple of years, but you would never know.

You hit it on the head with these engines. I think there was supposed to be a smaller V8 too, maybe 4. Some of the architectural oddities that limited the potential of the motor over its life span — like, why is it so huge for a relatively small displacement V8?

Why was their no room growth in displacement? Why such tiny bores that shroud the valves, negating much of the OHC advantage? Current thinking was that small bore, long stroke motors would be easier to control emissions in better swirl if I remember correctly.

Narrow bores also allowed closer cylinder spacing which meant a shorter over all motor in length which fit in well with future plans since they were anticipating putting I4, I5, V6 and even V8 versions in transverse FWD vehicles the Lincoln Continental did infact get a transverse 32V 4.

The only solution was a taller deck for the 5. GM had the benefit of a few more years with their all new, ground up design of the LS series and by that time it was clearer that the V8 was not dead yet and a few new tricks had been learned when it came to combustion efficiency allowing an OHV, large bore, short throw motor to thrive.

Unfortunately, the Coyote is saddled with the worst traits of the Modular, namely the basic dimensions meaning it will always be a physically large motor with no room for growth with out getting even larger.

Maybe Ford was right to refurbish the Mod motor to squeeze a few more years out of the factory tooling instead of a truly clean sheet design with better architecture for a motor without a long forseeable future — kind of like they did with the Fox platform, turning it into the SN95 and keeping it alive for another decade.

Not sure why they developed two completely different V8s at the same time instead of pouring all resources into one V8 family — the actually have three different V8s going currently with the old 5.

My theory is that the SN95 Mustang was always intended to get the 4V motor but with out high volume runs of FWD 4V I4s econoboxes to spread the costs around of those complex heads, it became economically unviable.

The Modular name did refer to the manufacturing process but there is a lot of modularity which opens up any number of combinations when upgrading a plain 4,6L 2V motor.

The 4V motors are beautiful though. I think its a fascinating motor — a modern, OVC V8 from one of the big three and available in normal cars, an engine that was so outstanding in so many ways but then held back with some seemingly bizarre design choices.

Great stuff — I remember that Hot Rod article being very interesting. The experiment Ford is doing with the V6 in the F right now they have done before, as has GM, and people always end up wanting the V8s back even if they offer no real world advantage for most buyers.

Sort of a replay of the Studebaker V8 problem. Built as strong as a brick house and suitable for modification, but very little room for growth in displacement.

It is also interesting that their displacements are roughly the same: Stude had a weight problem while the Ford had a girth issue.

Even more so, of course, with the DOHC variants. But this was the design choice made by the Ford engineers and it just goes with the territory.

Any engine requires that the engineers make design choices from among myriad, and often competing, priorities and requirements. And in any case, the legendary durability these engines have developed a reputation for pretty much vindicates the engineers and their overall design choices, bizarre or not.

The PI engines when they debuted in were seen as a massive leap in the right direction. The 90s were the turning point where making the same result done better, as was the general engineering philosophy of the post-malaise era, was beginning to wear thin and people began demanding measureable improvements to go with them again.

In defense of the bores, valve shrouding is a much bigger issue on the 2V 5. I suspect even if the bore spacing of these engines were wider the 4.

The Coyote is square as well, even though a 3. That shows where the bigger compromise in the design probably is.

I do recall reading the Modular was developed with transverse layouts in mind, which makes sense — at that time it was developed the Mustang would have been destined to be FWD, and early on in the planning stages the MN12 was intended to be derived off the Taurus platform.

Presumably the transverse 4. Drove an Econoline, and Crown Vic for work and always found them decent. Frankly, they felt anemic in the van but nice in the Vic.

It always felt like it had a lot of power because it would jump when off the line after I hit the accelerator but I really had to keep the pedal on the floor to keep it moving.

I really liked that engine though. And I enjoyed the Crown Vic a lot. Having a true RWD car was fun sometimes just wish the seats were a little firmer.

Great info on the history of the 4. I bought an F in late 08 and had a choice between a 5. Reliabilty was my main concern, and with the well known issues the 5.

Resale was a non issue as the plan for this truck is to keep it a vry long time. For me it was the right choice as I am not at all concerned about having the most powerful pick up on the market and am a prgatic man that shops based on my needs.

Hope to still be hauling the boat to the lake with this little engine in 20 years, which at my current use would only bring it to about k miles.

I have a Crown Victoria and am the second owner. I bought the car in with only 15, miles on it. In May I bought a new motor.

Ford has serviced the motor ever since. Last night the engine light went on and it missed. The intake manifold leaks coolant into the 4 plug , miles or 63, on the new motor.

I grew up with Fords and have not bought another. In the end, my Mercury, Mustang, Chevrolet Pickup and even my Aerostar have been more cost effective to operate and have outperformed this Crown Victoria due to its poor intake manifold design.

For vehicles under the New Vehicle Limited Warranty, Ford will only cover the replacement of the entire cylinder head; however, the Ford recommended spark plug service interval extends beyond the duration of the New Vehicle Limited Warranty.

The source of the problem is a unique plug design that is made with a 2-piece shell, which often separates, leaving the lower portion of the spark plug stuck deep in the engine.

The TSB provides a special procedure for spark plug removal on these engines. For situations where the spark plug has broken in the head, Ford distributes multiple special tools for removing the seized portion of the plug.

This repair is covered for vehicles under warranty; however, the Ford recommended spark plug service interval extends beyond the duration of the New Vehicle Limited Warranty.

As indicated above, I have the head and 2 piece plug combination mentioned above. My 97 svt cobra — 4. Was a very good engine.

The only issue I have seen is spark plugs and intake manifolds. Both are easy to fix if they ever happen.

And by the way, the early , , and engines were actually made in cleveland, not windsor. I bet few people here know that. AI have a 97 Mercury cougar that has this 4.

Buti just tore it down today to find out it broke the key on the crankshaft holding the cam gears and now it has 10 out of 16 valves bent and gouges taken out of a couple of the pistons.

So how in the hellnit. But please, stop calling them Windsors. All other small blocks were built in Cleveland or Mexico. Craig I was on your side.

At least I thought I was. You called it a windsor and suzu said there was no windsor and he was going to puke and I said he was wrong you were right.

At least thats what I thought happened. Having sold a pile of 4. The more heavily abused cop cars with high mileage seem to have the most issues and the youth owned Mustangs.

We have both a 99 Mustang GT and a cop CV in the back yard that need motors and our mechanic is out with the flu so may end up having to do these swaps ourselves.

We have a pile out back waiting to be picked up for scrap. Our mechanic can swap both those and the GM 4L60 out in his sleep so high mileage tranny failure in these cars is a non issue to us.

We never got the 4. So the OHV 5. The more popular 5. The only weak point was the big end cap set-up which could fail at the bolts if the engine was taken beyond the red-line habitually 5,rpm max no problem with the factory bottom end.

Yes, the factory ECU was provided with a rev limiter but of course many of these 5. This means that all constraints are considered in combination.

For instance, if another dependency brings in an even higher version of commons-codec , Gradle will respect that.

Expressing the same in a traditional dependency substitution rule requires you to repeat part of the dependency resolution process manually — which is expensive and error prone.

That is, you would have to inspect the version that was selected and implement a decision based on the version:. Dependency constraints are not yet published, but that will be added in a future release.

This means that their use currently only targets builds that do not publish artifacts to maven or ivy repositories.

Gradle now provides support for importing bill of materials BOM files , which are effectively. It works by declaring a dependency on a BOM.

This is a Gradle 5. It can be turned on in Gradle 4. This constraint will produce the expected result for an optional dependency: Now, if this new behavior is turned on, the Java and Java Library plugins both honor the separation of compile and runtime scopes.

Meaning that the compile classpath only includes compile scoped dependencies, while the runtime classpath adds the runtime scoped dependencies as well.

Gradle now allows you to explicitly state for which metadata files it should search in a repository. Use the following to configure Gradle to fail-fast resolving a dependency if a POM file is not found first.

This avoids a 2nd request for the JAR file when the POM is missing, making dependency resolution from Maven repositories faster in this case.

It is now even easier to add annotation processors to your Java projects. Simply add them to the annotationProcessor configuration:.

Declaring annotation processors on a separate configuration improves performance by preserving incremental compilation for tasks that don't require annotation processors.

Sometimes a user wants to declare the value of an exposed task property on the command line instead of the build script.

Being able to pass in property values on the command line is particularly helpful if they change more frequently. With this version of Gradle, the task API now supports a mechanism for marking a property to automatically generate a corresponding command line parameter with a specific name at runtime.

All you need to do is to annotate a setter method of a property with Option. The following examples exposes a command line parameter --url for the custom task type UrlVerify.

Let's assume you wanted to pass a URL to a task of this type named verifyUrl. The invocation looks as such: You can find more information about this feature in the documentation on declaring command-line options.

For example, the built-in jacoco plugin uses this new feature to declare the inputs and outputs of the JaCoCo agent added to the test task.

For this to work, JacocoTaskExtension needs to have the correct input and output annotations. See the documentation about tasks with nested inputs for information how to leverage this feature in custom plugins.

This version of Gradle introduces a property org. For example, when running gradle compileJava -Dorg. This does not happen anymore, and the --info logs should be much less verbose now while the build cache is enabled.

The task PlatformScalaCompile is now cacheable. This means that Play projects written in Scala now also benefit from the build cache!

Previous versions of Gradle would only generate Visual Studio solution files for a given component and its dependencies.

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As mentioned above, Gradle now generates a single Visual Studio solution for a multi-project build. Other unannounced features have continued to be developed, which we hope to detail in a future blog post.

Highlights to the gradle-native plugins will continue to be mentioned in Gradle's release notes, but more information will be provided in the gradle-native release notes.

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Gradle allows dependency cache expiry i. However, due to a bug in previous versions of Gradle, if a dependency was first resolved via a configuration using the default 24hr expiry settings, any other resolve in the same build invocation would get the same result.

Normally this wouldn't be a big deal, since most users set the same expiry everywhere using configurations. The catch is that plugins like io.

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