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John V wrote:
Problem is "relaible as stock" means that connecting rod failures are a ping or three away.
The problem has its roots in the head which flows so well that a 2,0 will flow air for 220 bhp is you lift the valve just 10mm and a bar of boost means a sheeet-ton more than 220.
The solution is---if you want the sort of relaiblity and progressive upgradability as we have been spoiled with in the Lima---is to just break down and add decent rods and forged pistons---which I think most here under-value that the turbo Lima have forged pistons.
I guess you could argue the failure could happen to any engine, any time. But that is always a possibly on my car; and I've accepted that. However I'm confident in the dyno tune that is on the car and it is conservative enough that I think it'll be OK. I put the turbo on my motor at 107,xxx miles and it now has 119,xxx miles on it; still running strong...but the possibility of failure is always there.
And I do agree with the second part with reliability and upgrade-ability. The SVT focus came from the factory with forged rods and pistons. That engine can hold upwards of 350whp with the correct tuning.
I would love to break down and throw some upgraded internals in my 2.3L Duratec....maybe a college graduation gift to myself in December
The SVT is a steaming turd, don't sully the thread about lovely Duratec with crazy talk about that junk.
And this "correct tuning" thing. Sure with a good tune---as long as you can get the melody its a "good tune", that's one thing, but hasn't life taught us all the: sensors go whacky? or Grounds act kinky, or,nose-hair dandruff falls on a senor and as the say in Possum Flats, Ontario, "Ka-boom!"
John Vanlandingham
Sleezattle WA USA CALL =-> (206) 431-9696 <-= CALL
xR4rally wrote:Anyone know what trans Caterham use behind the Duratec?
I believe they use a strengthened T9 for the lower models and a design of their own for the more higher end cars. It's been a while since I researched it.
my buddy has a 04 focus with 2.3 he put a stage 2 turbo kit that has a gt28r turbo and he runs it at 11psi and it makes 247whp with a tune also from the guy here in Pa. he put the kit on at about 10k he now has almost 100k on it and has not had a problem yet.
he is right now building a new lower end with some eagle rods,weisco pistons and a ranger crank. and a cosworth intake along with a bunch of other goodies and is looking for at least 350whp.
if i do every plan on doing a motor swap a duratec will be going in.
xR4rally wrote:Anyone know what trans Caterham use behind the Duratec?
Also, if one isn't a brand-ist and looking for a DOHC aluminum forced-indction-able four pot, one could very easily mate a Ecotec 2.0 or 2.2 to a R154 trans, both of which are readily available for little monies. Just saying...
only problem with that is the eco-tecs are utter and complete junk. if you want a real engine from gm, use the saab 2.3 b234. i have a bell housing mated to one right now that is just waiting for me to do an automatic swap on my xr so i can attach my old t-5 to it.
xR4rally wrote:Anyone know what trans Caterham use behind the Duratec?
I believe they use a strengthened T9 for the lower models and a design of their own for the more higher end cars. It's been a while since I researched it.
xR4rally wrote:Anyone know what trans Caterham use behind the Duratec?
Also, if one isn't a brand-ist and looking for a DOHC aluminum forced-indction-able four pot, one could very easily mate a Ecotec 2.0 or 2.2 to a R154 trans, both of which are readily available for little monies. Just saying...
only problem with that is the eco-tecs are utter and complete junk. if you want a real engine from gm, use the saab 2.3 b234. i have a bell housing mated to one right now that is just waiting for me to do an automatic swap on my xr so i can attach my old t-5 to it.
I'd rather not debate all the reasons GM makes better and more powerful engines that Ford, but a 400hp-capable stock bottom end doesn't seem like junk to me.
"More horsepower makes you faster in the straights. Less weight makes you faster everywhere."
-Colin Chapman
i'm not saying that the turbo eco-tec engines can't make power, i'm just saying they have a habit (even in stock form) of blowing holes in the sides of the blocks.
xr4man wrote:i'm not saying that the turbo eco-tec engines can't make power, i'm just saying they have a habit (even in stock form) of blowing holes in the sides of the blocks.
kstylez wrote:Personally if I had wanted COP, I would have just used the Focus vc and it's coil packs. But that works.
Is this running the QFR bellhousing/t-5? If so, hydro or cable?
They're Toyota COPs - Phil said he preferred those over the Focus stuff.
Yes, it's the QFR bell, which is hydraulic. I'm pretty sure it was the most expensive part of the whole conversion. I sorta expected to find that Phil had fabricated some sort of hybrid bell, but that wasn't the case. I know I'd look at using the 6-speed from the 2006+ MX-5, but searching now for a pic, it looks like the shifter may be too far back- here's an ebay auction for one for $1650.
Answering some of your other questions before you ask them.... The short block is from a DI Turbo CX-7. I think the head is from a Ranger. The pan required some re-work - I was trying to capture some of that but you don't see it in the pic.
Interesting. I wrote off the miata trans thinking it would be too weak coupled with the fact i've got like 4 t-5s here... But that 6 speed does look nice. And for that matter the miata 5 speeds are dirt cheap. Found em for $500. That QFR bell retails for more than that. And really, that trans LOOKS long because the bellhousing it built in, but an assembled t-5/bell looks damn similiar in length.
don't sully the thread about lovely Duratec with crazy talk about that junk.
