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on a side note (porsche/cosworth)... correct me if i'm wrong... Porsche designed the engine but cosworth developped the casting process for it?
Cause everywhere i read the duratec is based on "The Cosworth Casting Process"
2000 Cougar V6 MTX Black Visteon GFX Kit with Razzi rear skirts, Ground Controls, YoDude Exhaust, Ractive Filter, Custom Interior, Custom Loud Stereo, and more... See Her Here
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Originally posted by Terry Haines: Bad boy Mark,from my 'stock' of Porsche pics eh...copyright buddy  Hey now I gave credit to you! -Mark
You can do something for Love...
You can do something for Money...
But there is nothing quite so satisfying as doing something out of Spite.
GTExtreme1@aol.com
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Joined: Jun 2000
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True, puc-puc - Cosworth patented pressure casting process.
1999 Amazon Green SVT Contour (#554/2760)
Stock SVT Duratec V6 with:
Intake- K&N filter/75mm MAF meter
Exhaust- MSDS Y-pipe/Bassani catback
Durability-Ford "dual mode" damper, Mobil 1/K&N oil filter
179.2 FWHP at 6900 RPM
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The Cosworth casting process is used on Duratec motors ,the first generation Porsche engines were built at Porsche.Mark..you never asked...
V6 MTX
'Don't p**s up my back then tell me it's raining!!!"
'Its only nuts & bolts!'
'If I build it,fix it,upgrade it or modify it...MAYBE they will come....!
Haines Motor Sports Inc,
Dealer for 'Quaife America' & 'Autotech Sport Tuning'
SOLE USA Dealer for the American Axle 'AUSSIE BAR'...
Get a Turbo for you Zetec from HMS Inc...by 'The Demon' ...www.DemonDynamics.co.uk
..don't talk about it DO IT !!!
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Joined: Jun 2001
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I was trying to read all the posts...and saw the question on which year duratecs actually blew their engine from oil starvation...
My question: were most of the well known blown up engines SVT engines or standard duratecs? I'm just wondering if there is any difference in the SVT engines, especially the E0's to make them more suceptible to oil starvation induced engine damage.
On last question...I was gonna install a 1 quart accusump setup...is that good enough?? Would 2 or more quarts be better or too much??
Ok...that's all...
1995 Probe GT ATX TOO MANY MODS 1999 Cougar V6 MTX Stage 1: (Basic Mods)B&M STS, Bassani Exhaust, KKM intake w/ weapon R pipe, ProFlow 75mm MAF w/optimiser, YoDude Y-pipe w/hi flow cat, SVT TB, SVT Upper IM, OMP FSTB,AF gauge, Aerogear fiberglass hood (completed) Stage 2: (Top End Work) 19-24lb injectors, P&P heads w larger valves and HPC coated, P&P and port matched lower intake manifold also HPC coated, custom ground cams, Ford Racing 9mm wires, Bosch +4 plugs, Custom burned PAC or Diablo chip (will dyno with both), Apexi SAFC (In Progress) Stage 3: (Transmission) Quaife LSD, CM stage 3 Clutch, Fidanza flywheel (In progress) Stage 4: (Suspension)Koni adjustibles, H&R springs, Progress 21mm rear anti sway bar (Installing on Tues) Current dyno: 172.9 whp with just bolt ons and stock exhaust manifolds (not gutted), oh, and bad wires  ...
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Originally posted by PuckPuck:
on a side note (porsche/cosworth)... correct me if i'm wrong... Porsche designed the engine but cosworth developped the casting process for it?
Cause everywhere i read the duratec is based on "The Cosworth Casting Process" The casting process has nothing to do with the design. Just think of how many cars are driven by gasoline engines (the process) and are built by so many different manufacturers (the designers). warmonger
You can call me anything you like as long as it's nice.(all lies accepted)
99 Silver Frost SVT. #226 of 2760
Engine: 3.0 power!
Unique Stuff: Sunroof control module (#1 of 9)
Car Audio: Loaded and loud!
Check them out at
http://home.earthlink.net/~twilson1726
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David Z, I too am looking at my 3L block and heads out in the work area and I wonder if its possible to drill and tap a fitting to the corner of the 2.5 head that has no drainback and then run a metal line down into the 3rd oil return passage on the 3L block. A little machining of the inside of the 2.5L heads where the fitting is to cause the oil at the rear of the head to drain out at the fitting might speed its return to the pan. It may not be much use, but it might be worth it since the 2.5L heads are going on an engine that has the available oil return.
Does anyone have any idea of OIL STARVATION IN 3.0 TAURUS' and SABLE?
warmonger
You can call me anything you like as long as it's nice.(all lies accepted)
99 Silver Frost SVT. #226 of 2760
Engine: 3.0 power!
Unique Stuff: Sunroof control module (#1 of 9)
Car Audio: Loaded and loud!
Check them out at
http://home.earthlink.net/~twilson1726
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Joined: Sep 2001
Posts: 26
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I need that intake manifold!!!!!!!!!!!
Where can we get some of them.
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Joined: May 2001
Posts: 667
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Alex/Bycicle019 I'm not discrediting any claims of oil starvation/engine failures, I'm just saying that with all the racing mileage I've put on, even in long right hand sweepers with Kumho R's might I add and 6qts topped off, I have yet to experience starvation as of yet, call me LUCKY, whatevers. I guess I'm just ?ing Fords consistency program with engines plus the fact that every individuals case of engine failure is different. You know MAYBE the guy behind the computer on the assembly line dropped a piece of his chocalate filled donut on the key board . I hate to keep talking and than I'm the next to post an engine failure on the Forum, don't need another bill as I've already spent $3K on my trans, and Thanks to Terry for the Trans build, info, suggestion, HELP!!! 
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let us also not forgert that this is an assembly line process- where each engine, although essentially the same thing, is different. In manufacturing there are tollerences and they can all line up on a particular engine and make it junk. Each part is different- no matter the attention to detail- (now we wont be counting Honda parts as they generally (engine) are so dang accurate that they consistently come up within a couple hundred thou on a Coordinate MM.) On the modern assembly line for the motor the motors are not even started until the cars are driven off the line- they are filled with oil after assembly and Spun a number of times and them drained and dropped in the car. that is why each car is different and some may never have an engine failure even after 10 billion racing miles and others will blow motors each week at the stop light.
I work in Engineering and Manufacturing - and we only deal with about 1-5 thou tolerance- and thats good enough for what we do- but its still hard to get everything to fit perfectly and to never have problems. we build everything by hand or CNC and its still hard to get things to match up right a lot of times. and we only do about two cars a month - I cant even think of the problems of doing 100,000 cars a month. I bet ford makes close to 200 thou duratec motors each month- so there are bound to be serious problems in at least 5%. I believe that that is about normal high standard for high output production.
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