In this article, LMR goes over the history, specs and information of the Ford 4.6L modular V8 engine.
One of the first engines to be part of Ford Motor Company’s modular engine family was the 4.6L V8. With a blend of efficiency, dependability, and performance, the 4.6L has powered a wide range of Ford vehicles since its introduction in the mid-1990s, leaving a lasting impression on the automotive scene.
In this article, we will examine the history, characteristics, and lasting influence of the Ford 4.6L engine as we dive into this article. From modest origins to its current position as a mainstay of the Ford lineup, this engine has undergone constant development to satisfy drivers all over the world.
In the 1980s, Ford’s engineering team was tasked to develop a new V8 that would outshine earlier Ford V8 engines in every way possible. European and Japanese automakers' engine designs were examined by Ford’s engineers in an effort to create a technologically sophisticated, powerful, dependable, and low-maintenance V8 engine. This led to the development of the Ford Modular engine family. Ford made a $4 billion investment in the engine's design and retooled its Romeo, Michigan tractor facility to make the engines, demonstrating its full commitment to delivering the new Modular V8 by 1987. Three years later, the 1991 Lincoln Town Car would feature the first modular engine, a 4.6L single overhead cam (SOHC) V8.
The 4.6L was manufactured in two facilities: the Romeo engine plant and the Windsor engine plant. The Ford Romeo plant was located in Romeo, Michigan, and primarily produced the 4.6 2v, 3v, and 4v engines for cars. The Windsor plant was located in Ontario, Canada, and produced the 4.6 engine predominately for trucks. Our article on the Romeo vs. Windsor differences will cover the two engine plants and their differences a little more in-depth.
The Ford 4.6L engine was introduced in the Mustang in 1996 and was offered until the end of the 2010 model year. Throughout these years, this Modular motor saw an assortment of variances.
An array of applications that were also equipped with the 4.6L engine, included:
Over time the 4.6L 2V was built in both the Romeo and Windsor Engine plants. Each plant had different designs of cylinder heads including interconnected cam cages or individual caps, bolt-on or press-on cam sprockets, 11-bolt or 13/14-bolt valve covers and 6 or 8-bolt crankshafts.
In 1996-1998 Ford offered the 4.6L in the Mustang GT with 2 valves but also offered a 4 valve application to the Cobra models. The Cobra 4V engine would feature an aluminum block vs the cast iron engine block of the 2V engine (with the exception of the 03-04 Cobra). For 1998, the stock 4.6 2V Mustang hp would receive a small bump to finally match the power of the 1987 Mustang V8 cars with 225 hp.
From 1999-2004 Ford made major changes with the Performance Improved (PI) cylinder heads and the intake manifold to increase the power output to 260 hp and 302 lb/ft. of torque. This new set of heads and intake manifold quickly became a popular upgrade for 96-98 Mustang GT owners, which was simply dubbed the “PI Swap”. 
During this era, the legendary 2003-2004 Mustang SVT Cobra, aka the Terminator, was created. It featured a 4-valve 4.6L cast iron block with a power output of 390 hp and 390 lb/ft of torque, thanks to an Eaton Supercharger.
Aside from the cast iron block, the 4.6L engine also came as an aluminum block. There were 2 aluminum block variants, the Teksid and the Windsor Aluminum Plant (also known as the WAP block).
The Teksid block was cast in Italy until 1999 and utilized SAE 319 modified alloy aluminum before it was heat-treated for additional strength. The Teksid was also known to be the strongest production aluminum block available and is highly desired. 
Source: Stangnet
In 2001, the design of this block was changed by Ford to a lighter weight, alloy material along with some design changes. Oil drain-back holes were redesigned, and the web areas were changed to allow for a stronger structure. This led to the block known as the WAP block. The extra webbing maintained the strength of the block, and by doing so, the block was able to shed about 5 lbs off. This made the WAP block just as strong as the Teksid but also slightly lighter. 
Source: Stangnet
In 2005-2010, the S197 platform was born, consisting of yet another 4.6L engine but now with 3-valves per cylinder (2 intake valves & 1 exhaust valve). Notably, Ford redesigned the cylinder heads for the 4.6L again on the 2008-2010 year models due to the infamous spark plug thread design. Ford also revised the intake manifolds in 2008, getting rid of the charge motion control plates.
| Mustang 4.6L 2V Engine Specs | |
| Years Offered | 1996-2004 |
| Compression Ratio | 9.0:1 |
| Bore | 90.2mm |
| Stroke | 90.2mm |
| Horsepower | 215hp (96-98) / 260hp (99-04) |
| Torque | 285tq (96-98) / 302tq (99-04) |
| Cylinder Block Material | Cast Iron |
| Mustang 4.6L 3V Engine Specs | |
| Years Offered | 2005-2010 |
| Compression Ratio | 9.8:1 |
| Bore | 90.2mm |
| Stroke | 90.2mm |
| Horsepower | 300-315hp |
| Torque | 320-325tq |
| Cylinder Block Material | Cast Iron |
| Mustang 4.6L 4V Engine Specs (99-01 Cobra/03-04 Mach 1) | |
| Years Offered | 1996-2004 |
| Compression Ratio | 9.85:1 (Cobra) / 10.0:1 (Mach 1) |
| Bore | 90.2mm |
| Stroke | 90.2mm |
| Horsepower | 305-320hp |
| Torque | 300-320tq |
| Cylinder Block Material | Aluminum |
| Mustang 4.6L 4V Engine Specs (03-04 Cobra) | |
| Years Offered | 2003-2004 |
| Compression Ratio | 8.5:1 |
| Bore | 90.2mm |
| Stroke | 90.2mm |
| Horsepower | 390hp |
| Torque | 390tq |
| Cylinder Block Material | Cast Iron |
Although the Ford 4.6 engine has been proven to run well past 200,000 miles, showcasing its durability, there are a few known problems with it. One of the first major issues had to deal with the plastic intake manifold cracking on the 1996-2001 Mustang year models. This would cause coolant leaks and overheating. Ford resolved this problem by creating the Power Improved, also known as the “PI” intake manifold. You can find more information and a comparison of the intake manifolds in our 4.6 intake manifold article.
Another coolant-related issue was found in the 1999-2004 dual overhead camshafts (DOHC) applications. The heads on this particular engine had a casting flaw that would cause the coolant to flow to a dead end on the backside of the head, causing the 7 and 8 cylinders to run hotter than the rest.
Timing components such as the tensioners were also reported to be issues of the 4.6L. Excessive wear of the timing chain tensioners and bad factory tensioners would cause an irritating grinding noise and could lead to more severe damage.
In the 2005-2010 models, timing component issues continue to plague the Mustang. There have been a number of reports of cam phasers going out and causing internal damage to the engine as well as failed tensioners and broken guides.
