Contour Enthusiasts Group Archives Forums Modifications Duratec Performance Maybe this will help....

Terry, your the man! Go for it! I GOT to talk to you about this oil starvation thing on the SVTs/Duratecs. Can I call or email?

Dan

E mail away,either secondline@ameritech.net OR consultantsareus@www.com,make it as comprehensive as you like ,will se what I can do,regards TAH

Terry, you can e-mail ANY and ALL pictures to me and I will put them on my server!! chris_hightower@dell.com


Especially the one of the intake manifold!


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Chris Hightower
http://crush7.dyndns.org/

We have to get some pics up here! I'm salavating at the thought of a twin turbo 2.5!!! I don't care that I'd have to have as much money as God to get it, I JUST WANT TO SEE IT!

If it's still in the planning stages, someone ought to get a website up that charts the progress of this beast (ala the "project" pages on tuners websites, preferably with hot ladies draped all over it like that focus project at SCA!).

BTW, thanks for the clarification on the terms.



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Eric Walton
2000 Silver Frost SVT
1571 of 2150
Richbrook shift knob
Pioneer 6x8 2 & 3-ways

Chris & Eric,
chris have mailed the exhaust manifold set up to you,quality not to good(brown,old drawing of mine!)plus some other info,I was the EAO Ford engineer at Roush who covered the build of 400 proto cdw's(I'm a powertrain engineer).The twin tubo is close,will update my website(very behind on that one!) www.consultants-are-us.bigstep.com when I get some time,there is a 170+hp zetec on the board aswell.Regards TAH

350HP from a bi-turbo set-up...

who interested in an S4 now with only 250 odd HP...hehe


I know I know...need to strengthen other parts too...

Thanks for all the info Terry

alessandro

Terry, what did you need to to the bottom for 350 HP (just curious). Forged pistons for sure, prob rods, how about crank? girdel? main bearings? block reinforcements? Other?

Dan

A new billet crank is being made(in UK),new rods,added 'hardware' for girdle support.Many more hours of component testing to go,material looks good...for now!My intention will be to market these engines on an excange/fitted basis.The body mods may take a bit of your legroom but not much.Have to rembember that brakes,suspension etc all for part of such a conversion,I putting a lot of time(and $/'pounds')into this ,did I also mention that several 'hybrid'/kitcars take the V6/Zetec in UK,but as a 'mid-engine' set up,looking into the also and will be in UK next month.TAH

Terry,

You mentioned in another topic that the 3L conversion would be a bear. Was that from the perspective of dropping it into a Zetec powered Contique or just a PITA in general.

I was asking, because it really looks like the 3L from the Escape/Tribute is identical to the 2.5L right down to the water pump on the back end of the engine.

The only external difference I saw was the different intake plenum. (There many not be any of that dual IMRC stuff we have on the 2.5L)

So I was thinking that you could drop the SVT manifold and everything upstream, intake speaking on top of that, the late model engines allegedly share a crank that is compatible with the MTX-75 (unverified).

You would probably need the larger injectors of the SVT (which I think are the same as used in the 3L duratec, and perhaps some custom ECM tuning to make the computer and sensor agree on what it is seen and what it all means.

Comments?

TB

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Tony Boner
Personal: tboner@mvp.net Work: tony.boner@central.sun.com

Saving the computer world from WinBloze as Unix/Solaris/Java Guru * Sun Microsystems Rocks * http://www.sun.com
Goofing off with cars
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Duratec Vehicles
1999 Contour SE 2.5L ATX: K&N FilterCharger, SuperChip, KVR/Brembo Cross Drilled
Rotors and Pads
2000 Mazda MPV (Yes 2.5L Duratec): Bone Stock

Looking for 95-97 5speed SE as 3.0L duratec project car and 3.0L Duratec Engine
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Non-Duratec Vehicles
Daily Driver: 1987 Buick LeSofa^H^H^H^HSabre 3.8L V6 -- 150HP AND 215ft/lbs torque

TB,
Main problem with existing 3.0 is the FEAD,sticks out more than 2.5,if the pump is back on the came drive should be able to maintain overall engine length/width of the existing 2.5.As to the intake,dipite many opinions port deact does have merit for low speed torque and good cylinder filling by maintaining high gas velocity into the port at low engine speed,the key is the transition points,bit like an old two stage carb(Weber etc,now I'm showing my age!)Have to watch this as 'bigger is not always better',need to test both set up on a flowbench with heads ,manifolds,stock valve openings etc to get the real picture.One other point,back to cooling,should consider a rad with increased fin density,the duratech HATES to be cooked,the heads will warp in a hartbeat! re grinding them/deck face helps little as the deck & head material is thin to start with so after machining the chances of warpage are greater...keep it cool!Hope some of this helps.The moral is you can fit almost anything in anything...given time & money,is it worth it? I myself feel a wll sorted 2.5 is better than more cubes.Regards TAH