Contour Enthusiasts Group Archives Forums Modifications 3.0L Duratec got a 01' escape longblock, where to start

just recently from the ford dealership I work at. I got a scraped 01' longblock from an escape. The motors hydrolcoked, but with the right materials I'll get it back together. Any sugestions, of where to start. I dont have the pcm, or any accociated wiring. so this means I got to use the heads, cams, valvetrain, pcm, upper, lower intake manifolds from my svt. Has any one done this? What is the compresion ratio, due to the 2.5 heads? Any advice befor i get started would be nice.

WOW! Talk about a gift from HEAVEN! Let me know when that customer hydrolocks their next escape...

Seriously though, what year SVT do you have? I believe that the lower from a '99+ SVT is the same as the 3L- with extrude honing. Lately the consensus has been to remain using the 3L heads due to the larger valve sizing. IIRC, comp. ratio w/ 2.5 SVT heads is ~11 : 1.

Going by my VERY limited knowledge, my future 3L plans are as follows:
'01 3L Shortblock
3L heads w/SVT cams (waterpump location is the same, right?)
SVT upper intake mani.
SVT lower intake mani. (from 99+ SVT)

I believe that everything else that needs to be done is pretty much the same for everyone e.g. FEAD, plug the holes, oil pan etc.

If you're dying for that higher compression, take the plunge and get some custom hi-comp pistons. Use the cash you saved from the block!

It's a 98.5. has any one had problems of motor durability due to using the 2.5 heads. Is the compresion ratio to much for the stock head gaskets? Id like to know the specs on each of the 2 heads. like the intake/exhaust valve diameter, and the intake port diameter. Befor I do any of this I have to replace the seized cylinder. This will also inclued new cylinder sleves. It wont be that hard because i have access to the right tools. ill just have to pay for the parts (Not to mention all the bolt on to go with it). Also, what about air/fuel delivery? I have read a bunch of posts about improper air fuel management. Is the apexi the correct road to fixing this? Will the 2.5SVT PCM handle it? I know I ask alot of questions I'm just really excited.anything will help, id like to get started asap

Try here: http://www.contour.org/cgi-ubb/ultimatebb.cgi?ubb=get_topic&f=6&t=003525

Since you have a 98, I'd order the SVT lower from BAT or SPmotorsports ($250 IIRC) so that you'd have the benefit of the larger (equal to 3L) ports- plus they're EH'd! It comes with injectors and fuel rail/lines for returnless systems, but you should be able to swap out your lines/rail/injectors... I'm not even sure if that's necessary... unless you want to more easily add a blower...

I haven't heard of any durability probs w/ using the SVT heads- it seems to be more of question of breathing enough air into (and out of) the 3L with the smaller SVT valves. Might want to contact SHOshop to see how their larger SVT valve project is coming along.

From what I hear, the SVT PCM can't adequately handle the new fuel demands.

Good luck with a hydrolocked engine man... be sure to check the crank out completely. Hydrolock can twist a crank out of wack pretty easy.

Vudu... stick to what you know, not what you hear or can remember without looking up, that's how rumors start and spread like wildfire. The newer lowers are not Extrude honed, only the uppers are. The lowers are machined out by conventional methods to match the EH'ed head ports and upper. Swapping out the returnless rail is needed for sure unless he plans on swapping out fuel lines, fuel tank, pump, ECU, and wiring harness to adapt to the returnless system. The '98 injectors and rails will swap out directly for the newer style iff needed.

For optimum performance, a dyno tune will be needed unless you find a 3 liter PCM to try. Not sure how the 3 liter PCMs will function in the Contour as far as gauge operation or calibrations though... FWIW, mine runs fine without any MILs on my '99 SE factory PCM with a Pro-Flow MAF and calibrator running 19pph injectors.

Only at WOT (open loop). Otherwise mine works quite well, but has issues delivering fuel at high RPM's. Not the PCM's fault, just that I think I am max'ed out on injector pulsewidth. Well, max at 40 psi fuel pressure.

I doubt it. It doesn't work well at WOT because the PCM goes back to predetermined values instead of tuned values (open- vs. closed-loop blah blah blah). Whenever you hit open-loop, it provides fuel based on a 2.5L displacement. A new set of tables in the program would fix that right up.

That's my take -- I could be wrong.

-Lance

That's what I meant Lance - sucks (bad) at WOT, does fine at moderate RPM during closed loop (non-WOT).

So a tuning device like APEXi's S-AFC would be really handy to be able to tune your A/F ratios at 8 different points. This way you can tune WOT settings as well.

Brad's running it with only high & low adjustability and doing fine. (Pro-M's optimizer)

i second that...


if you got the engine free of charge, i would say you got a good deal... but you are gonna have to blueprint the whole damn engine... which i guess is good, but you might end up buying the whole motor sans the block, which can get expensive...