RAD Merc SVT
CEG'er
Ok another question. Anybody know what the most I can mill off the heads would be? I want to take off thirty thousandths and that should bring my port match 3L to about 11:1 compression
Just a heads up;Ok another question. Anybody know what the most I can mill off the heads would be? I want to take off thirty thousandths and that should bring my port match 3L to about 11:1 compression
Ok, So I'm ordering all my parts and I called Ford for some stuff like the oil pick-up. I also asked them about 2S7Z-6513-AA ST220 Valve Springs (measured 161-163 lb/in) (From the 3L part number sticky) and he said it was replaced with another part number for springs that are on the taurus, sable, escape and so on. Would those springs still be the heavier duty ones the ST220 had?
DemonSVT's Old Website said:2.5L Specs (Pre 00)
Bore: 82.4mm* (3.24�)
Stroke: 79.5mm* (3.13�)
Displacement: 2544cc
Chamber Volume: 44.5cc
Combined Chamber Volume: 45.1cc
Head Gasket Thickness: 1mm* (.034)
Intake Valve: 32mm (1.26�)
Exhaust Valve: 26mm (1.02�)
2.5L Specs (00 and on)
Bore: 81.67mm* (3.22")
Displacement: 2499cc
3L Specs
Bore: 89mm* (3.504")
Stroke: 79.5mm* * (3.13")
Displacement: 2967cc
Chamber Volume: 48.2cc
Combined Chamber Volume: 52cc
Head Gasket Thickness: 1mm* (.040)
Intake Valve: 35mm (1.38�)
Exhaust Valve: 30mm (1.18�)
All Duratecs
Block Weight: 130lbs
Fully dressed 2.5L: 365lbs
Deck Height: 208mm* (8.19")
Deck Clearance: Minimum 0.415(0.016) Below to 0.115(0.0045) Above
Piston Compression Depth: 1.1811"
Connecting Rod Length: 5.44"
Bore Spacing: 102mm* (4.02�)
Block Length: 396mm* (15.6�)
Rocker Ratio: 1.80 to 1
Compression Ratios by Chamber Size
* * * * * * * * 2.5L
44.5cc = 9.70 to 1
50cc = 8.91 to 1
44.5cc 98-99 SVT = 10.02 to 1
44.5cc 00 SVT = 10.31 to 1
50cc 98-99 SVT = 9.28 to 1
50cc 00 SVT = 9.49 to 1
* * * * * * * * 3L
44.5cc Hybrid = 11.24 to 1
44.5cc 89mm bore Hybrid = 10.85 to 1
44.5cc 90mm bore Hybrid = 11 to 1
48.2cc - 01+ Oval Port = 10.07 to 1
48.2cc 90mm bore = 10.24 to 1
50cc = 9.78 to 1
52cc = 9.47 to 1
You'll lose about 0.125cc chamber volume for each 0.001in of material that you remove during surfacing.
Taking off, say .003" will only raise your compression ratio by about 0.06 point.
Maximum safe limit is .006�
* * * * * * Cam Specs
*98-00 2.54L & 2.49L SVT*
Intake Open = 18 deg. BTDC primary & secondary
Intake Close = 52 deg. ABDC for primary
Intake Close = 60 deg. ABDC for secondary
Intake Duration = 250 deg. for primary
Intake Duration = 258 deg. for secondary
Exhaust Open = 61 deg. BBDC
Exhaust Close = 21 deg. ATDC
Exhaust Duration = 262 deg.
Max Lift = 9.8mm
*95-00-2.54L & 2.49L Non-SVT and 95-99 3.0L Non Lincoln LS*
Split Port/Dual Pattern. Only LH 2.5 Intake has the accessory drive W/P pulley.
Intake Open = 17 deg. BTDC primary & secondary
Intake Close = 47 deg. ABDC for primary
Intake Close = 53 deg. ABDC for secondary
Intake Duration = 244 deg. for primary
Intake Duration = 250 deg. for secondary
Exhaust Open = 67 deg. BBDC
Exhaust Close = 13 deg. ATDC
Exhaust Duration = 260 deg.
Max Lift = 9.8mm
*2000+ 3.0L Non Lincoln/Jaguar*
No primary or secondary. Head is Oval Port.
Intake Open = 4 deg. BTDC
Intake Close = 48 deg. ABDC
Intake Duration = 232 deg
Exhaust Open = 56 deg. BBDC
Exhaust Close = 12 deg. ATDC
Exhaust Duration = 248 deg.
Max Lift = 9.8mm
*All 3.0L Mazda 6*
No primary or secondary. Head is Oval Port. Engine has Variable Valve Timing
Intake Open (low) = 25.5 deg. BTDC
Intake Open (high) = -9.5 deg. BTDC
Intake Close (low) = 20.5 deg. ABDC
Intake Close (high) = 65.5 deg. ABDC
Intake Duration (low) = 222.5 deg
Intake Duration (high) = 235.5 deg
Exhaust Open = 71 deg. BBDC
Exhaust Close = 17 deg. ATDC
Exhaust Duration = 268 deg.
Max Lift = 9.8mm
*All 3.0L Jaguar*
No primary or secondary. Head is Oval port. Engine has Variable Valve Timing
No cam timing specs. (any one have them?)
Intake Max Lift = 9.36mm
Exhaust Max Lift = 9.47mm
* * * * * Setting Cam Timing
You cannot go wrong if you line up the colored links on the chain with the marks on the front of the cam sprockets and the mark on the crank sprocket. If you do this, the engine will be correctly timed every time. Don't even pay attention to the arrows on the back of the cam sprockets.
Holy crap that is a sweet find. That answers all my number needs. It says that .006 is the max limit for surfacing. Is that with Piston and Valve clearance already accounted for? So .003 should be safe?
Also in regards to gorman, those numbers state that milling .003 off won't drastically affect the engines compression in terms of worrying about bearing failure. While I was concerned with the Rod issue as well, after talking to my machinist who has worked on engines for most of his life, (although he is not very familiar with the Duratec) He claims that it is almost definitally an oiling issue or the fact that people are just abusing the engines. Finally my auto teacher who has been around the world of automotive claims that the powdered design is a better design seeing as they are cast as a whole then broken so the caps match up perfectly with the rest of the rod and therefore is creating a better "grasp" on the bearing to the crank. Now note this is what the auto people I turn to say about this issue and they do not have extensive research with the Duratec motors.
Edit: Still looking for Fords DMD part number too if anyone knows that. Or should I just ask for the most updated pulley for the 2.5?
CougarGT@NECO said:Dual Mode Damper (DMD) for $65
Part Numbers:
DMD: 1S7Z 6312 CA
Bolt: F5RZ 6A340 B
RAD; here's something else you might like to know. I have been looking around for a 3.0L engine. While i was in the dealership buying parts, i asked about 3.0L part numbers. I was told that the ST220 engine has the same part number as all the other 3.0L engines in the mondeo range. This lead us to believe that the extra power of the ST220 comes from tuning. I'm not sure how much extra power you will gain by skimming the head ... but for the sake of reliability couldn't you gain it by tuning instead ? ...G.
Clearly no one reads what I post around here....
I think the engine part number doesn't include the intakes and exhaust as you pointed out .... so there may well be a gain from the aluminium manifold. It also has the capability of being honed of course ...G.
From what i read about the 'test to destruction' tests that Terry Haines was involved with, SVT engines had a higher failure rate than the lower compression SE engines. Cranking the compression rate up by this much may do the same. Forged rods seem to be a first step if you are going to up the power by any meaningful amount. ...hope this helps ...G.Well if compression ratio is a concern for these rods let me ask you this, if the compression ratio on a 98-99 SVT is 10.02 and the ratio for a 00 is 10.31 do the 00 SVT's have a higher rate of bearing failure?