2005 Mustang Engine Information – 244 cubic inch V6 (4.0L Ford Cologne V6)
The Cologne V6
The base Mustang did away with the wheezy 3.8-litre overhead valve V-6 in favor of Ford’s more powerful and freer revving 4.0-litre single overhead cam “Cologne” V-6 that had been introduced in the Ford Explorer in 1997. This new engine used a 60-degree cast iron block with a 3.94-inch bore and 3.3-inch stroke. This overhead cam engine was based on the rugged 4.0-litre “Cologne” overhead valve V-6 and therefore shared the same engine block.
Ford used a clever timing chain system to drive the camshafts in each cylinder head. A jackshaft was installed in place of where the cam resided in the overhead valve version of the engine. This jackshaft was used to drive the camshafts in the left and right cylinder heads. The timing chain for the left bank was located in the front of the engine while the chain driving the right side cam was located at the rear of the engine and a third chain at the front of the engine connected the jackshaft the crankshaft.
For Mustang duty the V-6 was treated to a unique camshaft grind, tuned exhaust manifolds, new flywheel and oil pan. Topping of the V-6 was a variable intake manifold and an electronic drive-by-wire throttle control; giving the V-6 excellent response as well as great power and flexibility over the entire rev range. In the Mustang, the V-6 produced a healthy 210-horsepower and 240 pound-feet of torque, enough power to nearly match the output of the V-8 Mustang GT from 10 years earlier!
While the 2005 Mustang V-6 didn’t sound as sultry as a V-8 powered Mustang it did have very respectable performance capable of pushing the car to 60 miles an hour in less than seven seconds. It was also a big improvement in the area of refinement, running smoother and quieter than any six-cylinder Mustang in recent memory. For the first time in the car’s history a Mustang with the base engine was no longer a wheezy, unrefined, underpowered penalty box of a car to drive, it was actually a viable alternative to the V-8 for people who didn’t need or want the V-8 but still wanted a fun car that was smooth and had some kick.
Engine Basics
Year | 2005 |
VIN Code | N |
Cylinders & Config | V6 |
Displacement | 244 cu / 4.0 liters |
Power (hp) | 210 hp @ 5,300 RPM |
Torque (lb/ft) | 240 lb/ft @ 3,500 RPM |
Compression | 9.7:1 |
Type | SOHC |
Other Engine Specs
Firing order | 1-4-2-5-3-6 |
Lobe lift intake and exhaust | .259 inch |
Allowable lobe lift loss | .005 inch |
Endplay | .0003 – .007 inches |
Journal diameter | 1.099 to 1.101 inches |
Bearing inside diameter | 1.102 – 1.104 |
Journal to bearing oil clearance | .002 to .004 (Max .006) |
Engine & Other Torque Specifications
All torque specifications provided in this table are those recommended by FORD. If you use special bolts, follow the torque specifications provided by the manufacturer. I recommend that you use the 3 step torque technique where you torque down the bolts in three equal steps. Once you have reached the maximum recommended torque setting, go around one more time. Do not torque in a circular pattern. Always torque cross to cross.
Head bolts |
This type of head bolt MUST be replaced! Step 1 = 10 lbs, step 2 = 18 lbs, Step 3 8mm bolts 24 lbs, Step 4 = + 90 degrees, step 5 = + 90 degrees more.
|
Intake manifold bolts | 90 inch lbs |
Exhaust manifold nuts | 17 |
Exhaust pipe to manifold nuts | 30 |
Drivebelt tensioner bolt | 35 |
Flywheel driveplate bolts | In 2 steps; 10 lbs, then 52 lbs |
Front jackshaft sprocket bolts | Step 1 = 33 lbs, step 2 + 90 degrees |
Rear jackshaft sprocket bolts | Step 1 = 15 lbs, step 2 + 90 degrees |
Jackshaft chain tensioner bolts | 80 inch lbs |
Jackshaft chain guide bolts | 168 inch lbs |
Jackshaft thrust plate bolts | 90 inch lbs |
Engine mount nuts | 46 |
Engine mount bracket to engine block bolts | 59 |
Engine mount to chassis | 52 |
Upper cam gear bolt | |
Crank cap bolts | |
Valve cover bolts | 89 in lbs |
Accessory brackets | 35 |
Oil pump drive to engine block | 168 inch lbs |
Oil pump to block bolts | 168 inch lbs |
Oil pump screen to tube | 89 inch lbs |
Oil pan to crankcase reinforcement section | 80 inch lbs |
crankcase reinforcement section to block | 89 inch lbs |
crankcase reinforcement to block threaded inserts | 27 inch lbs |
crankcase reinforcement rear main seal | 71 inch lbs |
rear lower block cradle to transmission bolts | 35 lbs |
Timing chain cassette bolts -right – upper | 108 in lbs |
Timing chain cassette bolts -left – upper | 108 in lbs |
Timing chain cassette bolts -left – lower | 168 in lbs |
camshaft sprocket bolt | 63 |
camshaft bearing cap bolts | step 1= 53 in-lbs, step 2 = 144 in lbs |
crankshaft pulley bolt (must use new bolts!) | 33, step 2 = additional 85 degrees |
awesome info thanks, but transmissions always seem to be a real mystery in the specks I believe my manual v6 4.0 has T5 and here it shows the v8 gt with a T5 as well. just curious if the engines have the same transmission
I’m looking for aftermarket or nice looking plenum cover for my 4.0 mustang 2006, any help appreciated
I might have overlooked it, but It would be awesome to know which engines and transmissions might be compatable together. Or just more transmission information
I have a 2005 v6 and I believe it has a manual T5. I wold love to be able to put in a V8 but don’t really have the recourses to change everything