Originally posted by chezterr:
I am definitely all for offering Duratec V6 camshafts. I do know that Crower is going to expect Draxas to cover the costs of the tooling necessary to make blank cams, that can then be ground to the specified characteristics.
Once Crower sends me a couple sets of cams for the 2.3L Duratec, I will try to bolt a set into a Mazda3 or Mazda6. I have read up on the Mazda S-VT and it would appear as though a cam swap would be the same compared to a non S-VT equipped cylinder head. Im just wondering if the PCM is going to wig out or not or if the end of the camshafts are different on the S-VT equipped cars (the part that the valve attaches to).
Nikolas
crossbow on Mazda6Tech.com has the complete shop manual for the 6 and he posted the S-VT section awhile back. The images are now dead links, but you know the website and how to reach him. Nothing special in the camshafts or their design, the actuator does require a special tool from what I remember reading, in removal alone. Besides that, the cam swap is the exact same as the standard Duratec.
There is only one other difference between the Mazda 3.0L Duratec and Ford 2.5/3.0L Duratec. The camshaft pulley that drives the water pump is on the exhaust camshaft on the Mazda 3.0L, while it is on the intake cam on the Ford 2.5/3.0L.
-- As for the PCM wigging out, I highly doubt so. At most with a very radical cam it might give a misfire code, GM 3800 V6s with radical cams are known to do as such. Z6Speed on Mazda6Tech/Mazda6Club is running Wagner Motorsport's twin turbo setup on the stock ECU until they can work out the AEM EMS solution. He is driving it daily with no real issue from the PCM.
Last edited by Twisted6; 12/01/04 01:58 AM.
