What Does it Take to Make Your Very Own "Terminator"??

The "Terminator" Engine is much, much more then just a 4.6L DOHC Modular Engine with a Blower on it. Tring to create such an Engine with used, worn and frankly inadequate parts is not a recipe for a high horsepower engine, it’s a recipe for Disaster. The DOHC S/C 4.6L Engine and all it’s internal parts are very different then those found in any other 4.6L Engine, even those in the Mach 1 Engine. What is so different ?  I’ll list the parts in the Short Block and the Differences.

      
Above:  The Cranckshaft on the Left is a Fordged fully Counter-Weitghed unit used in the 4.6L DOHC Cobra S/C Engine, while the other or Right Crankshaft is not fully Counter-Weighted and made of Cast Iron.  The middle picture shows the Crankshaft journal and the Connectiong rod, notice the Radius at both sides of the journal.  The third picture shows the Crankshaft getting it's Keyway cut into the snout, many times Racers cut an additional Key-way in the snout to help keep the Pulley from turning under heavy load.

Crankshaft    
     The 4.6L S/C Engine uses a Forged Steel Crankshaft, with an 8-Bolt pattern Crankshaft Hub. All other Engines use a cast steel Crankshaft with only a 6-Bolt pattern on the hub. The 03-04 Ford Cobra Crankshaft is much stronger and more durable then the cast unit the other Engines use. The Crankshaft is the Hart of the Engine, sort of like the foundation of a home. No matter how nice a home you build on it, it is only good for so much load, exceed it’s capacity and you will lose your home. Same goes for the Crankshaft, if you want a true 03-04 Cobra Engine, then you have to start with a Forged Crankshaft, anything else is just a ticking time bomb. Stock "Terminators" or Ford 03-04 Cobra’s, were known as very Powerful but yet very Reliable Engines, they were engineered to run over 100,000 miles before requiring a re-build. I have seen the insides of many of these Engines, and can vouch for it’s durability. Without this vital piece, you have no Cobra Engine.

   
    

 
Above:Far Left is a picture of a normal Powder Metal Rod, which all Modular Engine had except for the 03-04 Cobra Engine.  Top Right: This is a great shot of what it looks like when a Rod lets go...As you can see it takes the whole Engine with it.  I have worked on engines like this, one had three very large hols and completely took every part in the Engine with it.  Bottom Left:  This is the ONLY way to seperate the Manley Rods from the Rod Caps, if you don't have this device get one or let someone else work on it for you...If your going to work on these Engines then you have to have the right tools.  Bottom Right:  This is the Manley Connecting Rod & Cap, It is a great looking Rod and capable of 700HP...Add the Arora 2000 Rod Bolts and they are good for 950HP.

RODS   
      The Ford

   
  

   
Top Left: Sock Hypereutectic Piston is fine for Medium Duty, But not nearly capable of Supercharger use.  Top Right:  This is what happens when detenation occures.  Detenation is the self-firing of the intake charge mixture before the piston has risen to or past Top Dead Center.  Bottom Left: This is a manley Forged Piston, notice the dome on this piston is inverted, the S/C Engines only had 8.5:1 compression and this is how they achieved it.  The newer Manley Pistons have a special black coating on the Piston Skirt to help with friction.  Bottom Right:  This is a Stroker Piston, notice how high the Piston Pin Hole is, they have raised it to account for the longer stroke, if your going to run a larger then stock stroke, you have to use these special Pistons.

   

  
    
Top Left:  Casting Flaws in the stock Oil Pump can be a source of Failure, you have to disassemble the Oil Pump and inspect for damage.  Top Right:The stock Oil Pump Gears or Rotors are made of Powdered Metal, and are prone to failure.  Bottom Left:  This side shot of the Cobra and GT Oil Pump Gears shows the differance in width, the Cobra Rotor is 1mm wider.  Middle Right:  This is a picture of the Ford Stock Oil Pump for the Cobra Engine, it comes complete with Pump Housing, Rotors and Pick-Up Tube.  ottom:  This is the Melling Replacement Oil Pump for the 4.6 DOHC Engine, they make a good standard replacement and a very good Racing Quality Oil Pump, I like ither one, But would only lean toward the racing Oil Pump if that was the intention.

 



      
     
Top Left:  Thw WAP Block or Fords answer to the Teksid Block shows the ribbing added and is 5lbs lighter then the Teksid Block.  The right Block is a Teksid Block and although 5lbs heavier then the Ford Repalcement, is an easy 2-3 times better, in fact the Teksid Block made in Turin, Itally is the strongest production Aluminum block available for the Modular Engine. Top Right: The WAP Block has more matterial in the main bearing area, but the windows they cast in the web area are the weakest point, without extensive deburing stress fractures can occure.  Bottom Left:  The 4.6L Windsor Block is identified by the large "W" cast into the valley area.  Ford makes another Iron block known as the Romeo, while they look simular the main bearing do not interchange between the two block.  Bottom Right: The Ford 5.4L Iron Block is deminsionally the same as the 4.6l Block with the exception of the Crankshaft Center Line to Top of Dech Height.  The 5.4L Block measures 10.079" while the 4.6L Block comes in at only 8.937"
   

Engine Block   

    The Ford 03-04 Engine used a Cast Iron Engine Block, something very unique to that version of the Cobra Engine. Most Cobra Engines used an Aluminum Engine Block, which cuts down on front end weight by almost 85lbs.. Why did the 03-04 Cobra use the heavy Cast Iron Block ? That’s a long story, but I’ll try to condense it for you.    In the beginning, 1993-94 when Ford first started using the 4.6l DOHC Engine, they used only Aluminum Blocks for the DOHC Engines and Cast Iron Blocks for the rest. The DOHC or 4-Cam Engines were premium Engines and only used in there premium vehicles, the Engine gave maximum power and the Aluminum Block saved weight and made huge strides in vehicle dynamics. The Aluminum Blocks were farmed-out to a place in Turin, Italy called Teksid. Naturally these blocks became know as Teksid Blocks, while Ford cast there own SOHC Engine Block themselves. Teksid is a world class leader in lost foam casting, and really made a great Block for Ford, in-fact these Blocks were so well built, they are still considered the Block to have for all High Performance Engines. Ford used Teksid, Blocks, number F6LZ-6010-AB, from 1994 to 1999 and 1999-2001 Blocks XR3Z-6010-CA.  Then they started to cast there own Aluminum Blocks. Only problem was Ford changed the design and didn’t use the same quality materials or process to make their Engine Blocks. Conciquently, at the time the 03-04 Engines were being tested for reliability and performance standards, the Aluminum Block wasn’t capable of containing it. Ford reluctantly went back to the only Block they had in inventory that would work, the Cast Iron Block.   Many people offen wonder what was Ford thingking, putting a heavy Cast Iron Block in the leading Performance Sports Car, knowing heavy nose weight kills perofrmance and agility.  Now you know the rest of the story. If things would have worked out, the "Terminators" would have and should have come form the factory with lighter Aluminum Engine Blocks, not the Heavier Cast Iron ones. I look at it as a blessing, If Ford would not have caught this problem, or simply over-looked it, the 03-04 Engine might not have grown to enjoy the large following it has. If nothing else, The Ford 4.6L DOHC S/C Engine has always been durable and Reliable.  Many 4.6L Engines come with just 2-Bolt Main Caps, the "Terminator" Engine has 4-Bolt Main Caps.  As you would likely assume, with 4-bolts holding the Crankshaft in place, the DOHC Engine is much stronger then one with only 2-Main Cap Bolts.

   
All Cobra engines had a Windage Try, but the 03-04 Windage Tray was longer and covered more of the area under the Crankshaft.  These Engines require a special set of Main Bolts or Main Studs if you chose to use APR Studs, which is a great additional item that is better then stock.  The Main Studs have a combination of different length studs to accomodate the Windage Tray and the spacers it uses.  The Far Right:  This is the Canton Windage Tray, while I don't care for there Oil Pan, I do like the Windage Tray they sell and It fits great under the Moroso Oil pan I Prefeer.

Windage Tray  
   
    The Windage Tray on the 03-04 Engine is also unique to that particular engine. It is both longer and wider then the others, and offers greater protection from windage losses.


     
     The stock factory Front Timming Cover you would get from Ford comes with the Belt Tensioner attched as well as the Idle pulley shown here.  They also come with the 3-different gaskets attached as well, That seal the Timing Cover to the Engine Block.

Timing Cover     

     The Front or Timing Cover on the 03-04 Engine is a unique piece, it is the only Front Cover that will work with the supercharged engine. Physically they are dimensionally all the same, it’s the lay-out of the front cover that makes them unique. The Supercharged Engine has Two Accessory Drive Systems, one for the Supercharger and the other for Accessories. The Supercharger Drive, because of the added resistance it has, uses a 8mm wide Drive Belt, which also means the Pullies have to be 8mm wide. The Accessory Drive uses only a 6mm wide Drive Belt and Pulley. The Front Cover to the "Terminator" is one of the most sought after pieces on E-bay. They are realativly rare, and go quick when one is listed, expect to pay a premium for one it you find one. The only alternative for this cover is to buy a new one from Ford, and there they list for almost $700.00. If you ever run across one of these Front Covers, purchase it, even if you don’t intend to build a "Terminator" Engine, they are money in the bank.

  
Above Top: The stock Ford Modular Oil Pan, While a Good Oil Pan I prefeer the Moroso 7 qt Unit shown in the other two pictures.  Another popular cohoose is the Canton Oil Pan.

Oil Pan    

     The Oil Pan used on the 03-04 Cobra engine is a good piece, but if you are building one from scratch, I would think the Moroso 7qt. Oil Pan would be a much better choice.  It has Extra Oil Capacity, comes with 2-seperate 1/2" NPT fittings for Oil Temp Sensors or special return fitting, all ready installed.  It will cost more, a Stock Oil Pan is about $50.00 where the Moroso Oil Pan would run closer to $250.00.  The stock Engine Oil Level Indicator will fit both pans, but I like to switch it out for the Lokar Billet/Flexible Oil Dip Stick.  It looks great and is more flexible with regurads to location, they run about $45.00.

     These were the differences on the Short block, and as you have seen, are very much different then any stock factory engine of the modular family. These differences can not be overlooked or under estimated when building your own personal "Terminator" Engine. Next we will look at the rest of the Engine, and see what makes the 4.6L DOHC S/C Engine so different.
   
      
     Above:  For the longest time there were no other players in the Coil-On-Plug arena, other then Ford and there stock factory pieces.  While these Ignition Coils are fine, I would have to give the nodd to Accel, MSD, Ganatelli or the newest and best looking prospect, Snipper.  The Ignition System in a Blower Engine is very important, it becomes increasingly hard to light the fuel charge as the Boost pressures rise.  I currently run the Stock Ignition Coils and a Kenny Bell Boost-A-Spark.  If I was building a new Cobra S/C Engine, and had to purchase the Coils new, I would go with an aftermarket Coil like one from above.

Ignition     

    The Cobra Engine uses Coil-on- Plug Technology, this is also shared with the other Engines in this family, but the 4-Valve engine has a unique Ignition Coil, one that will only work with the 4-valve Cylinder Heads and Valve Covers.

  

Valve Covers    
     4-Valve, Valve Covers are much larger and wider then 2-Valve Valve Covers. But the 03-04 engine share the same Valve Cover with the rest of the 4-V Engines. While the aftermarket has been slow to address the Engines Valve Covers needs, there are two versions from Ford Racing that really dress's-up the engine, they are the Powder-Coated Blue and Chrome like Valve Covers.

The 4-valve Engine also use a Coil Cover, this piece covers and protects the coil-on-plugs and there wiring. As with the Valve Covers, Ford Racing offers several alternatives to the stock factory pieces.

   

Cylinder Heads    
     The Cylinder Heads on the 03-04 Cobra Engine are differnet from the other DOHC Engines.  They use there own casting, and differ from thew 99-04 DOHC Heads. These Heads are know in the industry as "C" Heads or "Tummble Port Heads".  These Heads use 37mm Intake Valves and 30mm Exhaust Valves.  They have a Rocker Arm Ratio of 1.79:1 and a Compression Distance of 1.220, and  a Stock Compression Ratio of 8.50:1.  These Heads were the first DOHC Heads to have a dedicated Left and Right casting, which cured the Hot spot normmally found on the Left side cylinders 6,7,and 8.

   

Camshaft   
      The 03-04 Cobra Engine had it's own special Camshaft.  This piece was built specificly for the Eaton Blower and proved to be a very good and universal piece.  When you switch over to the 03-04 Cobra Engine, you have to also install this Camshaft, or you will not get the full benifit from the Blower and you will not have a 03-04 Cobra Engine.

   


Exhaust Manifold   
     4-Valve Engines have a different port design then 2-Valve Engines, while the 4-Valve ports are the same as other 4-vale engines, the factory cast iron exhaust manifolds are unique to the 03-04 Cobra. Aftermarket suppliers have several different headers available for the 03-04 Cobra Engine. These have proven to be wise and very popular additions among Cobra owners and can increase torque and horsepower.


Engine Oil Cooler    
     The 03-04 Engine has a engine oil cooler unique to it’s self. This oil cooler is located on the drivers side, front of the Engine block and uses the Engine coolant to help cool the Engine oil. The Engine oil filter mounts directly to it. There is a large 1-1/2" hose that comes from the thermostat housing to feed the cooler.

Power Steering Pump   
     The Power steering Pump is also mounted to the drivers side of the Engine block, right above the Oil Cooler/Filter assembly. This pump and it’s pulley is unique to the "Terminator" Engine.

This is the 03-04 Cobra Alternator, it is unusual because of where it is located on the engine, on the lower drivers front.  Most mount up high.  The red piece is a special 90° adapter, to turn the power cable to avoid contact with other objects, make sure you have one, they are not expensive.  Also remember the alternator has an upper and lower bracket.

Alternator   
     Like the Oil cooler and power steering pump, the alternator is also mounted on the drivers side, just above the Power Steering Pump. This is different then all other modular Engine, most have the alternator located in the center on the Engine just above the timing cover and in front of the intake manifold. Because of the supercharger, the alternator was moved to the side of the Engine. There is also and upper and lower bracket that keeps the alternator in place.  The Alternator Pulley is 8mm wide and is driven by the supercharger belt.

   
This first picture is the thermosate housing seperated, and you can see where the thermosate would go, right in between the two pieces.

Thermostat   
     Most 4-valve Engines have a remote mounted Thermostat and Housing. This is very unusual for most Engines, most have the Housing and Thermostat located on the front portion of the intake manifold. The Housing itself comes in two separate pieces, connected by 2-small screws and 1-O-ring. The Thermostat itself, sits on the inside, and the housing has large three hoses connected to it. One from the bottom of the radiator, one to the cross-over water tube, and the other to the engine oil cooler. It’s not so un- likely that these engines have a hard time ridding themselves of air, once the system has been opened. A trick many prefer to use, is to drill two very small (1/8") holes in each side of the thermostat, 180̊ part, this allows the trapped air to escape, making it much easier to bleed after repair. When transplanting the engine into other vehicles remember that there are many obvious and some not so obvious differences between the Ford Engine and others. These Engines use a separate piece to fill the cooling system, while most other engine use a cap on the radiator.

 

Front Drive 
     The Front Drive Assembly on The Ford 03-04 Cobra has a very special and unique set-up. Because of the Supercharger, there was a need for a Double Drive System, and only the "Terminator" Engine has it. This system has an Inter and Outer Drive System, so we will break them down accordingly.