yeah, this is the one that evolved from the tannus v4, its big bro. The Fox bent6 (I think its in the wagon I seek to purchase) an '83/6 LTD/Marquis, not crown vic ltd, not grand marquis Panther platform but like Stormin Norman & others on here (thats a fairmont). Crazy ford wid da families (FE,ThriftPower, etc) steada da small block, big block, buick V8, etc. Anyway, it run longer (50 years) & in more models than the Essex ('82/07; 3.8, 3.8 & 4.2) with a huge variety (10) of displacements, 6 in the 2L range, only in 60*, no head gasket probs cept middle yrs, went thru to f/i, all SOHC but final 4L & the cosworth...
Had some kinda 3.8 ford in the shop (well after the fox era - some kinda 'Sport' that 1st 4 dor p/u, the 1-that-was-an-explorer clone) and there was no way to time @ reassembly. I think it had 3 chains on 2 cams. Hada buy fancy "hold 'em clamp"s to do a rebuild where it shrapnelled the insides. Cologne from Wikipedia follows (W/my rough edit) 1974/9; '84/91; 90/00; '96/01AND no break out for u.s of a versus europe (example "Grenade-a" here is a german 'executive' car):
introduced in 1997 in the Ford Explorer, alongside the original pushrod version. It features a variable length intake manifold and produces 210 hp (157 kW; 213 PS) and 254 lb⋅ft (344 N⋅m)f. (The variable length intake manifold was discontinued in 1998, replaced by a standard intake.) It uses a jackshaft in place of a camshaft to drive a timing chain to each cylinder head. Three timing chains are used:
notorious for the OEMtiming chain guides and tensioners breaking, resulting in timing chain rattle or "death rattle". This problem can occur as early as 45,000 mi (72,000 km) in some vehicles. When the engine is run for an extended period of time with this issue the engine can jump timing, damaging the heads and valves.
Timing chain rattle was mitigated in later years of the SOHC (in most vehicles, after 2002) with updated cassettes and tensioners. This problem occurs with varying frequency among some Ford vehicles equipped with the SOHC engine including the Ford Mustang, Ford Explorer, and Ford Ranger. The 4.0 OHV was not affected by this issue.
Land Rover version of the engine became unavailable in the United States for the 2008 model year.
2005–2009 Land Rover LR3 The Land Rover version of the cast iron engine block has different motor mount castings/machined surfaces for the motor mounts and the left mount engine knock sensor, plus the engine girdle (upper oil pan) has a threaded hole drilled and tapped for an engine oil temperature sensor.
Janspeed produced single and twin-turbo2.8 and 2.9 engines.
Sprintex produced 2.8 and 2.9 supercharged engines.
Turbo Technics produced single and twin turbo 2.8 and 2.9engines:
2.8 single 200 bhp (149 kW; 203 PS)
2.8 single 230 bhp (172 kW; 233 PS)
2.8 single 250 bhp (186 kW; 253 PS)
2.8 twin 280 bhp (209 kW; 284 PS)
2.9 twin 225 bhp (168 kW; 228 PS)
2.9 twin 250 bhp (186 kW; 253 PS)
2.9 twin 280 bhp (209 kW; 284 PS)
2.9 twin 323 bhp (241 kW; 327 PS) MINKER
Explorer Express has also developed a series of EatonRoots-type supercharger systems producing from 6–11 psi (0.41–0.76 bar) of boost for the 4.0 engine. As well, Moddbox produces a kit to adapt an Eaton M90 supercharger originally from a Thunderbird Super Coupe to the 4.0 SOHC engine.
A limited number of 24V BOA/BOB's have forced induction also a racing version of BOA called, BOE (naturally aspirated):
2.3 turbo was available in the 20M/Capri/Granada/OSI and produced 188 bhp (140 kW; 191 PS)
2.6 Turbo was available in some cars with 207 bhp (154 kW; 210 PS)
2.8 Turbo came later with 200 bhp (149 kW; 203 PS)
An Eichberg 2.8i turbo was also available.
In 1991 increased capacities for the 2.8 and 2.9 engines (3.5 and 3.7 litres, respectively), were first developed and introduced by D.P. Davies and sold by his company, VeeTech Engineering now RND Engineering in the UK. Two companies still produce large capacity conversions on the 2.8 & 2.9: Power Engineering and Specialised Engines.
One other way to look: "2.8L Cologne V6 (Taunus), 3.8L Essex V6".