Contour Enthusiasts Group Archives Forums Modifications Duratec Performance Variable Geometry Intakes

Okay, straying some from the variable intake thing (it is talked about a little) here's a few reasons why the duratec is special:

http://users.chariot.net.au/~murcod/Duratec.htm

"..It is one of the world's smallest and lightest V6 engines and the first to use Cosworth's patented lightweight casting process. The Cosworth casting process was first developed for Ford alloy block racing engines and involves the pressurised casting of alloy. The resultant cast components are dense and solid allowing engineers to design lighter/ slimmer parts without compromising strength and durability. It was also one of the first engines to feature hollow lightweight fabricated camshafts.

Over 90%(over 198Nm) of the peak torque figure is available between the 2000-5800rpm range. A minimum of 170Nm of torque is available from idle through to the 6750rpm redline courtesy of the variable length induction system."

http://www.manufacturingcenter.com/qm/archives/0197/197fordengine.html

"Why Ford's new V-6 is such a winner
Automation, maintenance, training, and vigorous SQM play major roles in their total quality management.

by Joseph C. Quinlan,
Contributing Editor

In the world of automobile engines, Ford Motor Co.'s new Duratec V-6 line is proving to be a huge success. Introduced on April 4, 1994, this 24-valve, overhead cam unit has already won impressive accolades.

For example, in March, 1996, the original 2.5-liter version came in second in a national customer satisfaction survey by J.D. Power & Associates, a California market research company. Duratec was topped by only a slight margin by Cadillac's established Northstar V-8 engine. Surprising many, Duratec edged even the best units offered by Saturn Corp., Toyota Motor Mfg. Co., and Honda of America Mfg. Co.

"Within Ford Motor Co., Duratec will soon surpass any engine we've ever built in warranty levels," says Chris Bolen. He's production manager at Ford's Cleveland Engine Plant No. 2 (CEP2), site of Duratec manufacturing. The 1017-employee, 1.2 million sq. ft. plant on Cleveland's southwest side now builds about 900 engines a day.

"Very significant, especially to us, is the fact that Ford Motor Co. has had zero claims against oil consumption in the 2.5-liter engine," Bolen continues. "In almost three years of history, that's remarkable. There have been no oil-use complaints about the newer 3.0-liter version, either." "

-oh yeah and how 'bout this-

http://www.autoworld.com/news/Ford/1999_Contour.htm

Employing a system known as Extrude Hone Powerflow, the upper intake is polished by forcing a putty-like material containing a fine grit through the runner. The polishing action leaves a mirror-smooth surface and reduces friction, allowing air to flow more swiftly.

By improving the Duratec's breathing characteristics, engine output is boosted to 200 horsepower at 6,700 rpm (up from 195 hp at 6,625 rpm), and torque is increased from 165 foot-pounds at 5,625 rpm to 167 foot-pounds at 5,625 rpm. As a result, SVT Contour delivers one of the highest specific outputs of any six-cylinder engine available in North America. Producing 78.6 hp per liter, SVT Contour's specific output exceeds that of BMW's M3 sedan and is close to much more expensive sports cars, such as the Porsche Boxster. According to Ford's own testing, SVT Contour is capable of a 143-mph top speed

'nuff said?

Some quotes showing why the Yamaha V6 is kinda special :

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Vol. 26, No. 9, 1988, Ford Motorcraft Shop Tips newsletter.

"Because the engine is not boosted, it runs cooler. It supplies a smooth flow of power right up to 7300 rpm. At this point, a rev limiter starts cutting out cylinders to hold the rpms steady at 7300. This technique for preventing over-revving is the result of Ford's Formula 1 racing experience. This rev limiter is not designed to protect the engine, but to protect accessory drive components. The engine itself has been tested at rpm's greater than 8500."

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Original writer not mentioned, but this has showed up in a few places:

The V6 is all Yamaha. Ford originally approached Yamaha in 1985 to make a set
of heads for the Vulcan (much the same way GM has adapted DOHC heads to make
its 3.4l V6). The engine was originally slated for a car known as the GN34
which was to be a mid-engined 2 seater designed to take on the Corvette. Ford
wanted the engine to make 300 hp for this configuration. Yamaha told Ford that
the Vulcan couldn't make that kind of power and submitted its own design,
constrained only by Ford's bore and stroke measurements. The design is loosely
based on Yamaha's wonderful F1 engines. That engine became the SHOgun and
shares only a few very minor components with the Vulcan. The bean counters
eventually killed the GN34 and the engine (detuned to 220 hp) was dropped into
the Taurus instead.

The engine benefits from Yamaha's thin-wall casting technology, which makes the
360 degree cooling jackets and the single crystal pistons possible. It is hand
built, basically, and has some of the tightest tolerances I've ever seen on a
fairly large production engine. The design of the main bearing journals and
girdle, along with the forged crank and connecting rods, makes the lower end of
the engine capable of handling around 700 hp stock. The manifold won't breath
for that kind of power, and the valve gear isn't up to it either, but the fact
that the engine can handle it bodes well for reliability. With stiffer valve
springs, the engine can spin to nearly 10,000 rpms (and can go to 8500 for
extended periods bone stock) without risk of damage.

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That's all I could find right now, I'll find more later. You can chew on that for awhile. It's late, I'm tired. Goodnight.

Sorry - I agree the yamaha is a true jewel of an engine, I was more trying to point out to redSVT that the duratec is not nearly the pitiful dog that he made it out to be, but rather is a quite capable powerplant with a whole host of neat little engineering tricks.

And IMHO it's downright silly to compare a 3.0L duratec taurus to the SHO 3.0L, the engines fill completely different design goals and are tuned accordingly (87 octane, 10 compression). Maybe if he ran that 3.0L SHO against a 3.0L jag or mondeo, or even the upcoming mazda 6 I might consider that an apples to apples comparison.

mazda 6 would own