Duratec / Mazda L-Series MZR I4 2.0 / 2.3 / 2.5 Swap

[my8950]

Today's Duratec tid-bit.... As mentioned earlier in this thread, Esslinger sells a Duratec to SBF bellhousing adapter which allows you to use most any transmission which would bolt up to a Small block Ford.
https://esslingeracing.com/ford-4-valve ... -adapter-1

While pricey at $385, what really makes it an expensive solution overall is that it requires a special starter at $550. Or not....
yes, you can clearance the block with a carbide burr bit and die grinder. Then you can use a regular sbf starter. That's what we did
Adam Lucas Pohl

Don't forget the huge chunk that you need to bolt on the back of the crank as well to space it out, Esslinger only...

[DPDISXR4Ti]

Don't forget the huge chunk that you need to bolt on the back of the crank as well to space it out, Esslinger only...

True, but at least that's somewhat reasonably priced at $140.

https://esslingeracing.com/ford-4-valve ... nk-adapter

I'd likely only go this route if I was replacing an engine with a SBF pattern with a Duratec 2.5. I'm actually considering such a thing - replacing the 4.9 in my F150 with a 2.5. Yes, it's a crazy idea, but I like crazy ideas.

[DPDISXR4Ti]

Currently there is no bell available to mount a T-5 directly to the MZR. One did exist in the past from Quad4rods, and one may exist in the future, but today, no.

As I knew at the time, a T-5 bell for the MZR was under development, and it is now available.
https://www.rwdmotorsport.com/product/d ... llhousing/

[DPDISXR4Ti]

I had been under the impression that all the 2005-2011 2.0 Focus engines were the same, but it appears that may not be the case, as outlined here:
https://sbdmotorsport.co.uk/product/dur ... formation/

In short, the 2008+ heads have a high-port design which should flow a little better. The high port castings numbers are RF3S4G (AKA 3S4G) and RF6S4E (AKA 6S4E). The earlier (low port) head is the 1S7G. Note, this info comes from the UK and may or may not be exactly the same in the US.

Upon further review it would appear that the information provided above ^^^ is incorrect for the North American Focus. Apparently the US Focus continued to get the low port 1S7G head all the way through 2011. To the best of my (now updated) knowledge, the only thing the 3S4G head came in on US soil was the 2003-2007 Focus ST with the 2.3.

[DPDISXR4Ti]

Upon further review it would appear that the information provided above ^^^ is incorrect for the North American Focus. Apparently the US Focus continued to get the low port 1S7G head all the way through 2011. To the best of my (now updated) knowledge, the only thing the 3S4G head came in on US soil was the 2003-2007 Focus ST with the 2.3.

When I was junkyarding recently I tried to see if you can see the head casting# with the engine installed in the car. Since the number is on the exhaust side of the casting, I'm thinking it's pretty near impossible with a FWD car like the Focus. Maybe with a mirror?

BUT, perhaps it can be determined by the sticker on the front of the engine. Below is a picture of said sticker, one from a 2.3 Focus and the other from the much more common 2.0. We know the 2.3 has the 3S4G head and the sticker has "3G" as the start of the litany of numbers. The sticker on the 2.0 does not have "1S" anywhere on it, but perhaps that doesn't matter; maybe the 2.0 engines with the 3S4G heads will have "3G" like the 2.3? Sadly, with the info I have now though, it would seem that engine may only have existed in Europe. You could "create" one easily enough in the States by plunking a 3S4G head onto a Focus 2.0 engine.

FocusDuratecHead-2.jpg (378.32 KiB) Viewed 10546 times

FocusDuratecHead-1.jpg (334.99 KiB) Viewed 10546 times

[DPDISXR4Ti]

Time for a little data-point.... If you're looking at doing a 2.5 swap, the most common donor is the 2013 - 2020 Ford Fusion. Millions of them were produced and the engines pretty much last forever, so there's not much demand. You may recall from economics class, large supply, little demand equals small price. Finding low-mileage engines for less than $300 is easy.

But is there any difference in the engines over the course of that seven year span? For the most part no, but one thing I recently learned is that the 2016+ engines use a 4-rib belt vs 6-rib on the earlier engines. What that tells me is that if you're at all considering a supercharged engine, you'll probably want to start with the 2013-15 engine. If saving every last mm of FEAD depth is important, you'll probably want the 2016-20 engine.

[my8950]

Time for a little data-point.... If you're looking at doing a 2.5 swap, the most common donor is the 2013 - 2020 Ford Fusion. Millions of them were produced and the engines pretty much last forever, so there's not much demand. You may recall from economics class, large supply, little demand equals small price. Finding low-mileage engines for less than $300 is easy.

But is there any difference in the engines over the course of that seven year span? For the most part no, but one thing I recently learned is that the 2016+ engines use a 4-rib belt vs 6-rib on the earlier engines. What that tells me is that if you're at all considering a supercharged engine, you'll probably want to start with the 2013-15 engine. If saving every last mm of FEAD depth is important, you'll probably want the 2016-20 engine.

For me, I still want it boosted. Trying to determine how to do all that as well without a complete rebuild. Wondering if a 2.0 ecoboost, or your method mentioned here and then boosting it is better approach.

[DPDISXR4Ti]

For me, I still want it boosted. Trying to determine how to do all that as well without a complete rebuild. Wondering if a 2.0 ecoboost, or your method mentioned here and then boosting it is better approach.

The nice thing about the factory N/A 2.5 long-block is that it can much more readily take boost pressure than the N/A 2.0 or 2.3 long blocks. It's just built with better parts. And the nice thing about super-charging is that you can leave all your N/A hot-side stuff alone. So indeed, you can go ahead with a 2.5 N/A install today and throw a super-charger at it somewhere down the road.

I've shifted my thinking on what would be my first Duratec swap. Initially it was the Scorpio, but now I've turned my attention to my '91 F-150. Sounds crazy, but my thinking is to swap out the old 4.9 with a 2.5 and utilize the existing drivetrain via the Esslinger bell adapter. Need more torque? Throw a Rotex Supercharger at it without unscrewing a single bolt on on the exhaust side.

[my8950]

Brad, are you aware of any exhaust manifold that would be turbocharger ready for the 2.5?

[DPDISXR4Ti]

Brad, are you aware of any exhaust manifold that would be turbocharger ready for the 2.5?

Probably best to look in the Mazda MZR world. I see them listed for the 2.0/2.3 - not sure if they could be used as-is on the 2.5; maybe if the ports were opened up? Chip would know.