---------------------------------------------------------------------------- FORD DURATEC NOTES ---------------------------------------------------------------------------- 2.3L/2.0L block same, 2.3 uses longer stroke? 2.0L best for turbo? rods ok, forged pistons? "Performance Modifications for the 2.0L/2.3L I-4 Duratec Engine found in Ranger, Mazda6, Focus, Mondeo, Etc." "all new 2003 California Focus models will come with the 2.3L Duratec PZEV engine" LINKS ------------ www.duratecperformance.co.uk - GOOD http://www.duratecperformance.co.uk/forums/ubbthreads.php?Cat=&C=1 http://www.duratecperformance.com/yabbse/index.php?op=forum - not much http://www.performancefords.com http://www.jgstools.com/turbo/trbmnf.html - turbo manifold flanges http://www.turboford.org/ http://home.att.net/~biker16/ >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> ou might check another source; www.duratecperformance.co.uk then look in their Main Index( Forums) section. The Europeans have had the 1.8 and 2.0 version Duratec for a few years now. The States currently offer the 2.3 Duratec in the Ranger and Mazda trucks, the Mazda6 ("I-4" engine) and the PZEV Ford Focus now in limited production for California, New York, and Mass. The 2.3 will replace the 2.0 Zetec engine in all 2004 Focus cars. Write me for an informational brochure about this 200 pound dohc all-aluminum engine. I've got other sources/links listed along with details about how to purchase your own Duratec...2.0 or 2.3 displacement. Regards, Gerry Dedonis dedonis@kans.com Kansas Racing Products Inc. www.kansasracingproducts.com >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> If I am correct a tall cossie engine weighs 142Kg the Duratec less than 100kg. Cost depends on power, cossies are costly to tune, duratecs cost more to fit (sump bellhousing etc). -- One bonus with the Duratec is it's weight. The old sohc weighs about 325? pounds. The Duratec weighs about 200 pounds. >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> Check with John at Altech Precision in Denver, Colorado. John is making Duratec and Zetec engine adapters to mate a T5 (both Ford and GM bolt pattern), the Tremec, the Mazda M5OD, the C4 automatic along with a transaxle adapter(Hewland or Webster) for road racers. John also makes an adapter to mate the old Ford sohc 2.3 intake manifold to a Duratec and is working on a supercharged version. His website is www.quad4rods.com but he does not have the above items listed. You will have to call him at 303-287-9093. >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> Gerry, I stumbled across the fact that the conrods in a Saab 900 turbo engine have EXACTLY the same rod journal diameter as the Duratec. The pin end of the Saab rod is bushed for a free floating pin with larger pin diameter (24 mm) versus the .862" dimension of the Duratec. I can't seem to find out the length of a Saab 900 rod. Saab 900 turbo's have forged pistons of 90 mm bore. *Can a Duratec be bored from 87.5 mm to 90 mm? That's almost .100" so I doubt it but if it could it would probably give us a cheap source of forged pistons and good rods. Saab turbo engines are pretty stout on the lower end. Saab turbos ran forged pistons with reliefs for 4 valve operation. Don Haulsee * Note from Gerry... It is possible to resleeve the Duratec to accept these pistons and rods. Contact Winston Lewis at High Gear Performance, highgear2000@hotmail.com 718-774-9101 for details. Thanks Don!!! >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> " You have to be a bit carefull. Ford is being creative in the use of the motor names. The 2liter turbo duratec, is really what was once called the ZETEC motor. The NEW 2.0 and 2.3 liter duratecs are NOT related to the old ZETEC-CVH motor at all and are a Mazda design with a timing chain. If you look at pictures of the European Focus RS turbo, you will see that it has a timing belt cover and it thus really a rebadged ZETEC motor. " FORD FOCUS RS UNIQUE TECHNICAL SPECIFICATIONS Engine Data Engine type - 2.0-litre, 16V Duratec RS Displacement cc 1,988 Bore, mm 84.8 Stroke, mm 88.0 Fuel type, grade Unleaded petrol Max power ISO kW/PS 158 / 215 (212 bhp) At engine speed (rev/min) 5,500 Torque ISO Nm 310 (229 lb-ft) At engine speed (rpm) 3,500 Construction Cylinders - Four in-line, with forged pistons and connecting rods Cylinder head - Cast aluminium alloy Cylinder block - Cast iron equipped with improved oil system Valve gear - DOHC, modified valve seats, sodium-filled exhaust valves Camshaft - drive Belt Engine management - Ford EEC-V Pistons - Forged/oil-cooled by oil-spray nozzles, fed by the main oil gallery Induction- Garrett stainless steel, water-cooled turbocharger, over 1-bar maximum boost, water-cooled intercooler, new throttle body with improved sealing, redesigned air induction system Exhaust System - Large bore stainless exhaust system Injection - Sequential electronic fuel injection (SEFI), High flow rate injectors Fuel System - 55 litre fuel tank with internal uprated fuel pump, Revised fuel pressure regulator valve Ignition - Ford electronic distributorless Emission controls - Closed-loop; 3-way catalytic converter with close-coupled catalyst Cooling - Increased capacity water pump, high efficiency oil cooler, water-cooled intercooler, uprated engine cooling fans, turbo heat shielding >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> Mazda Commences Production of New I4 Engines. Posted By: Uri Gorbatov Feb 01, 2002, 09:44 AM Mazda Motor Corporation commenced production of the newly developed I4 engines today at the company's new engine plant (Minami-ward, Hiroshima-city). The newly developed engines are all aluminum gasoline In-line 4-cilinder engines, with 1.8-liter, 2.0-liter, and 2.3-liter engine displacements. Prior to commencement of the production, a ceremony was held at the plant just after 8:00am. Four Mazda directors, including Mr. Imaki and Mr. Kado, along with approximately 200 employees were present, to celebrate the start of the new production. In his speech, Mr. Imaki commented, "This new I4 engine was developed with Mazda taking the lead role, being designated as the 'Center of Excellence' in the Ford Group for its highly recognized engineering. This plant that will produce the new engines, with various ideas incorporated by everyone, has realized high quality and high efficiency, and is now the factory attracting the most attention in the Ford group. I would like you to all take pride in this plant, and let's make the next-generation products that these engines will be used in a success." The new I4 engines realize superb performance due to improved torque and increased output, have excellent fuel economy and clean emissions, and perform quietly with little vibration. The engines will be used in upcoming products such as the next generation mid-size "Atenza" (overseas name: Mazda6), which is to be produced at the Hofu plant. Production preparations for "Atenza" are proceeding smoothly. Production for "Atenza" begins in mid-February for European markets, with sales in Japan scheduled from early summer. A trial run of the new engine plant was held from last October. This plant has introduced the "Cosworth casting process," which is also used for the F1 engine. This casting process technology has been provided by Ford and Cosworth from England, and then matured and innovated by Mazda-specific technology. Through this, the mass production of quality, lightweight, and compact engines has been attained, and an epoch-making production process, producing at a lower cost than cast iron engines, realized. The new engines, in addition to being used in future Mazda products, will also be used by the Ford Group, with approximately 2 million units, of which Mazda will produce around 425,000 units, expected to be produced within several years. The production bases in the Ford Group consist of a total of four plants: the Mazda plant here in Japan, and Ford plants in the U.S., Mexico, and Spain. Production at the United States and the Mexico plants began from the second half of 2000. Mazda has positioned this engine as the cutting edge global core unit engine in the Ford Group, and will continue to foster this technology. >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> http://media.ford.com/article_display.cfm?article_id=12091 NEW FAMILY OF GLOBAL I-4 ENGINES BLENDS HIGH EFFICIENCY, PERFORMANCE New 16-valve I-4 Engine DEARBORN, Mich., May 28, 2002 \x{2013} Ford Motor Company and Mazda Motor Corporation are introducing an all-new global family of four-cylinder engines that offers an industry-leading combination of performance, smooth operation, fuel economy and reduced emissions. The new 16-valve I-4 engine can displace from 1.8 liters up to 2.3 liters using different bore and stroke combinations with potential for up to 100 different derivatives. As a measure of its global significance, the new I-4 engine will be built in four plants on three continents. \x{201C}Eventually we expect to build up to 1.5 million of the new I-4 engines annually, which will represent about 20 percent of our total engine production,\x{201D} said Dave Szczupak, vice president of Powertrain Operations, Ford Motor Company. \x{201C}These I-4 engines eventually will replace up to eight different Ford and Mazda families of four-cylinder engines globally. \x{201C}The new I-4 engine family gives us unmatched flexibility to meet and exceed consumer expectations across a broad range of products,\x{201D} added Szczupak. \x{201C}From the same basic architecture, we can build a quick-revving engine for sporty performance, or a larger-displacement version with enhanced torque suitable for our popular Ranger compact pickup \x{2013} and we can do both in the same engine plant. This offers us tremendous efficiencies.\x{201D} Global development, production Design and production of the new family of I-4 engines has been a truly global effort. Mazda engineers in Japan led the design of the new I-4, and a team of Ford experts from North America and Europe led the vehicle application engineering and development of manufacturing plans. As an example of the new engine\x{2019}s flexibility, a variety of Ford and Mazda brand vehicles currently offer or will offer the new engine in both \x{201C}east-west\x{201D} and \x{201C}north-south\x{201D} configurations for front- and rear-drive applications, including: * The Ford Mondeo in Europe with 1.8- and 2.0-liter versions, built at * Ford\x{2019}s Chihuahua Engine Plant in Mexico. * The Ford Ranger pickup with a 135-horsepower 2.3-liter variant built at * the Dearborn (Mich.) Engine Plant in the United States. * The restyled Mazda MPV minivan \x{2013} introduced in April and built at * Mazda\x{2019}s Hiroshima plant \x{2013} was the first Mazda vehicle with * the new engine. * The all-new Mazda6 midsize sedan, sold in North America, Europe and Asia * (as Atenza), offers three displacements: 1.8-liter, 2.0-liter and an * advanced 2.3-liter with Mazda's Sequential Valve Timing (S-VT), which * improves performance efficiency. * Many more products set to be introduced around the world over the next * few years, such as Ford Escape hybrid-electric vehicle (HEV), to debut in * late 2003. The first engines were produced in Chihuahua, Mexico in the third quarter of 2000. The Dearborn Engine Plant began production of the 2.3-liter I-4 in the second quarter of 2001. Mazda\x{2019}s Hiroshima, Japan plant launched I-4 production in January 2002. Valencia, Spain launches later this year for various European Ford applications. \x{201C}It was truly a global engine development program much like the Ford Focus was a global vehicle development program just a couple of years ago,\x{201D} said Dan Kapp, chief engineer of Powertrain Operations. \x{201C}We used the design expertise of the team in Hiroshima, the manufacturing expertise of the team in the U.S. and Europe, and the vehicle application expertise of the teams in Europe and the U.S. As we develop each new vehicle, a dedicated team of engineers from the vehicle program tailors the I-4 to suit the vehicle\x{2019}s requirements.\x{201D} Engine specifics The new I-4 engine family is designed to provide dependable performance and high levels of driving quality throughout its service life. The objective for the I-4 engineering team was to give customers more of what they want \x{2013} performance, drivability and smoothness \x{2013} with reduced fuel costs, lower emissions and minimal maintenance requirements. As an example, the engineering team specified a 10-year, 150,000-mile minimum life for major components. Many engine systems require no attention during this span, other than regular fluid and filter changes. The new I-4 engine family makes extensive use of lightweight aluminum components, which offer both a weight savings \x{2013} approximately 40 pounds compared with the equivalent Zetec I-4 engine \x{2013} and chassis dynamics benefits, such as improved weight distribution front-to-rear, and higher power-to-weight ratio. This is part of a continuing trend within Ford and the automotive industry toward aluminum over cast iron for engine blocks and cylinder heads. Ten years ago, the typical vehicle had 190 pounds of aluminum. Today, aluminum comprises more than 275 pounds of total vehicle weight, according to The Aluminum Association, Inc. With a total annual volume now of more than a million units, Ford builds more aluminum engines than any other manufacturer in North America. With the new I-4 engine, that total will increase. Cylinder Head and Valve Train The cylinder head\x{2019}s Dual Overhead Cam (DOHC) design uses Direct Acting Mechanical Bucket (DAMB) tappets and an aluminum alloy (AA319) \x{201C}high flow\x{201D} cylinder head with press fit valve seats, which helps to improve long-term sealing. Valves and tappets are individually graded for consistency. This assures their ability to maintain proper valve clearances over the engine\x{2019}s entire life, without the use of shims. Lobes on the chain-driven cast-iron double overhead camshafts are chilled during manufacture to harden them. These actions help to eliminate valve adjustments throughout a service life of 150,000 miles or 10 years in use. Each cam runs in five cam bearings, for smooth and quiet operation. Intake valves are 35 millimeters, with 30-millimeter exhaust valves. They are mounted at an included angle of 29 degrees to each other in an asymmetric arrangement \x{2013} the intake valves are 19 degrees from vertical and the exhaust valves are 10 degrees from vertical. This allows the spark plugs to be mounted near the center of the \x{201C}pentroof\x{201D} style combustion chamber, promoting circular flame propagation and improved fuel economy, especially under partial load. The camshafts run directly in the aluminum cylinder head and are driven by a \x{201C}silent\x{201D} chain, which provides quieter operation. A spring arm maintains proper tension, and a hydraulically activated composite damper controls chain movement. The camshaft cover is made of cast aluminum alloy to contain valve train noise and assure warp-free sealing for life. Along with durability and silent running, engineers worked to make engine components as fuel-efficient and lightweight as possible. A good example of this is the new, highly durable piston, ring and connecting rod assembly, which provides about 15 percent weight advantage vs. other modern engines, thus resulting in lower overall weight, superior NVH, lower friction (or parasitic losses) and a free-revving engine characteristic. Power and Performance The new I-4 engine family offers product development engineers a great deal of flexibility in achieving the best balance of fuel economy and power output for each application. For example, in a small car application, the engine is calibrated to deliver excellent fuel economy with torque biased toward the lower speeds where most small-car owners drive. For enhanced efficiency, the electronic thermostat control uses a wax capsule that melts at a specific rate to signal the thermostat to open and close. It begins to open at a relatively high temperature of 98 degrees Celsius to support improved fuel economy through reduced friction, while allowing PCM-controlled actuation during high-load conditions. For further fuel efficiency, the engine uses 5W20 SAE (ILSAC GF-3) grade oil for reduced resistance to flow, and operates at a relatively low idle speed of 700 rpm. Maximum engine speed is 7,000 rpm. Engine Noise, Vibration and Harshness The ratio of the connecting rod length to crank throw (known as L/R) governs the magnitude of second order harmonics generated by the reciprocating masses. These second order shaking forces in the new I-4 engine are approximately 15 percent less than for the equivalent Zetec unit, for improved smoothness. A host of low-noise features enhance engine refinement. These include a single, service-free poly-V accessory-drive belt made of composite rubber, an automatic belt-tensioner, an alternator with low-noise, dual internal cooling fans and a fully length-symmetrical intake manifold. The deep-skirted, closed-deck sand casting of the block features cast-in-place, cast-iron bore liners with tightly controlled geometry. A die-cast aluminum bearing beam and cast structural aluminum oil pan provide a strong and stable bottom end. Engine assembly contributes to quiet operation, as components are select-fit to more exacting tolerances. In an example of attention to detail during construction, all 10 bolts that secure the lower bearing beam are tightened simultaneously, to assure even torque over the entire structure every time. This assures that the bearing beam isn\x{2019}t warped during assembly. Electronic distributorless coil-on-plug ignition includes an optimized cylinder knock-control system that continuously adapts the engine\x{2019}s operating parameters in real time to optimize performance and economy. Crankshaft and Pistons The shell-molded, cast-iron crankshaft features five main bearings, four pin journals and eight counterweights for smoothness. The corners of each bearing and crankpin journal are rounded, to reduce stress points. The lightweight alloy pistons feature a low-friction coating. The connecting rods are fracture-split sintered steel for precise fit when reassembled. New intake manifold The computer-designed intake manifold is a prime example of the attention to detail that went into engineering the new engine. It is fully symmetrical, lightweight and made of friction-welded plastic to reduce flow friction and stay cooler than cast metal. This design allowed engineers to \x{201C}sculpt\x{201D} the sound of the 16-valve engines to be sporty yet refined. Within each of the intake manifold\x{2019}s four runners is a butterfly valve that restricts the air passage at low speed. This improves low-speed efficiency through inducing a \x{201C}tumble\x{201D} or turbulence by accelerating the air/fuel mixture into the combustion chambers. At higher speeds, the butterfly valves open fully, to meet the engine\x{2019}s requirement for air flow. At these higher flow rates, the port shape itself ensures proper \x{201C}tumble\x{201D} of the air/fuel mixture for best combustion. The intake system also features a new, solid-state temperature and pressure sensor, which makes more precise air mass measurements. These are constantly relayed to the electronic engine management module for efficient engine operation. Fuel Injection System and Emissions A new four-hole fuel injector design delivers a highly atomized-spray pattern directly toward the twin inlet ports of each cylinder, for more spray penetration, better atomization and less cylinder wall wetting than a single-hole injector. This in turn translates into good drivability and low emissions. Sequential electronic fuel injection (SEFI) control injects precisely measured quantities of fuel into each cylinder individually, at the optimum point in each combustion cycle. All of the new I-4 engines have been designed to meet European Stage 3 emissions rules and U.S. Ultra Low Emissions Vehicle (ULEV) standards, with capability to meet and exceed Stage 4 requirements. Specific emissions actions include close placement of the catalytic converters to the exhaust manifold to allow them to reach operating temperatures more quickly, and electrically controlled exhaust gas recirculation that recycles inert gas into the combustion chamber to reduce NOx emissions and improve fuel economy. 5/28/02