Ordered my Rod & Custom front cross member...

I might be completely wrong, but it was my understanding that the variable cam timing worked off of cam speed/load and oil pressure, no electronic actuators.

Still have a lot to learn about this new engine.

 

Engine Dimensions
Engine Height Depth Width
4.6 SOHC 26" 23 5/8" 26 5/8"
4.6 DOHC 27 1/8" 23 5/8" 26 5/8"
5.4 SOHC 28" 23 5/8" 27"
5.4 DOHC 35 1/2" 23 5/8" 28 1/4"

 

From http://www.sae.org/mags/aei/7357

The improvements are the result of optimized airflow, which is due to the application of a more sophisticated valvetrain and because of basic architectural changes to the engine. Rather than the previous single overhead camshaft per cylinder bank, the new 5.0-L V8 features double overhead cams which each employ independent continuously variable valve timing, which Ford brands “Ti-VCT.”
The cam phasers use engine torque, with assistance from engine oil pressure, to adjust valve timing. This arrangement allows the engine to use a conventional oil pressure pump that contributes to lower parasitic drag, compared with the higher-pressure oil pumps often used by variable valve timing systems.

 

That's what I remembered reading. When the cam spins faster, it puts more tension on the chain, more torque in the shaft, and Ford uses this tension and torque to retard the cams. Kind of similar to the natural retard you get using a belt vs. a chain. If they retard the exhaust cam more than the intake, they get more overlap, which helps the top end too.

Most likely the cam is mounted in a helical bushing, and oil pressure pushes against the face of the cam to move it forward or back, and thus advance the cams at low engine speed.

 

I think you would be correct. If it was electronically controlled Ford would have put an E somewhere in the abbrevation.

 

That makes it nice for hot-rodders though. You're basically back to stand alone fuel and spark if you just want to make it run.

The other thing that makes this engine awesome is the active spark control (advance until it detonates, then back it off a hair) and wideband O2.

Not needed to use in your hotrod, but very cool as a factory electronic control package.

 

Hey at least we'll be 1 up on the guys that want to do this swap later. We'll already have the room so probably all we'll have to change is our engine mounts and wiring. Shouldnt even have to swap the trans since the bellhousing pattern is the same! The hard part is done.

 

I dont know how Ford has it set up. Not much info out there yet. Just assuming its solenoid control oil feed like most. It would be nice if its mechanical.

 

Your right and I imagine its as few years away yet. Nothing wrong with the mod motors anyhow. Nice engine when you consider that it came out in 1991 if memory serves. My buddies dad got one of the first ones out in his Marquis. Pretty impressive motor for 1991. Almost 20 year old platform. Thats a hell of a run.

 

The mechanisms themselves are hyd but the amount of oil is regulated by an electronic valve......trust me they are adjustable neat set up.....

 

The new 5.0L is an updated all new 4.6l.....it shares no parts but bore spacing etc is the same. It should fit any whare a current 46l fits and is lighter to boot

 

Here is an article explaining how it works.....btw this article is from 5.0l mustang and super fords very in depth.......grab a copy you will love it. This motor is clearly the most advanced engine ford has put into a production engine but it is simple too...

 

Im gonna have to buy that issue. The TiVCT doesnt sound that complicated at all, pretty simple and straight forward. The electronic valve for the timing wont be an issue for swaps. Shouldn't be any different than putting a 4.6 DOHC engine in any car. Your still running TPS, cam position, and cranks sensors, as you would in any other EFI swap. Now we just have to wait for some morons to wrap there new 2011 GT's around a tree!!!

 

I am not a fan of the drive by wire BS but what the hell.....

 

Pretty much so what I thought they'd be doing.

I don't agree with their use of solenoid valves but, if it can eliminate traditional EGR, then it's totally worth it.

Most of the wizz-bang gadgets Ford puts on their engines end up having very little real world benefit. Like port deactivation (IMRC), Variable geometry turbos, solenoid controlled bypass valves, EGR valves, etc etc etc... It's also another button for the calibrater to push, and another variable in the system. Not a huge fan, especially when you can normally get to the same place by using a little creativity during the design process.