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We have decided to ditch the turbo zetec engine in our sedan race car and go with a naturally aspirated duratec. We should have the car running by the end of the summer.

We are currently flow testing 2.0, 2.3 and 2.5 heads to decide on the best combinations. Physically the 2.5 intake ports are much larger than the 2.0

The final setup hasn't been decided as we are waiting on flow numbers from the different heads.

To see pictures of the rest of the car check out this thread

http://forums.focaljet.com/forced-i...eds-turbo-zetec-zx4-racecar-build-thread.html

 

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This is a good thing.

Still using the AEM computer? Custom intake manifold or ITBS? I can't imagine the Cosworth will be enough to reach your power goals, even at 12.5:1 and knarly cams.

We are going to be using the aem ems 4 on both this car and Bryan's true street turbo focus.
We plan on using 52mm itb's
As for the compression ratio we are going to try a couple different things.

 

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Are you guys considering offering a tuning package with the itbs and standalone to customers after this is done? I wouldn't mind making grumpy car more grumpy.

yes

 

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i'm following your other thread with the turbo build, are you going to be using the 2.5 block and the 2.3 head for this build as well?

correct.

I will post more info as we go along. We are going to test two different engines in this car.

1st one with a stock 2.5 bottom end, ported 2.3 head, crane cams and itb's

2nd Engine with be much more radical : 2.5 with 15:1 compression and ported 2.5 head

 

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The crankshaft is cast. Do you know of anyone that has confirmed that the mazda crankshaft is forged. Pictures? I had planned on buying a mazda 3 engine in the next few weeks to take apart and see for myself.

 

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Yeah I have read the same thing. But I have also read that the mazda and ford bottom ends are identical.. Who know:dunno:

 

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Any update ?

Got in a set of crane stage 5's in. Hopefully I will have better updates later this week,

 

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any updates?

We finally got around to messing with the car again. Got the computer system working correctly and are in the process of tuning it. So far I am very impressed with the dyno numbers. I will post some charts the first of next week.

 

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Well, looks like the 300hp mission has been accomplished.

We are gonna throw some race gas in it this weekend and see what happens.

 

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I honestly would probably just delete the VCT if I could. See - http://forums.focaljet.com/duratec-tuning/670630-2-0-modding-2-5-build.html

If you have anything to add, I'd appreciate it.

We are working on another 2.5 build that we will be using the 2.5 head and deleting the vct. I will keep you updated.

 

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I'm very interesting to do a 2.5l fusion/escape swap in my '05 Focus duratec. I just want a stock 2.5l

This is possible to create a ''to do list'' with the necessary parts to swap a stock 2.5l in a focus duratec body

Sorry for my english

Thank you!!

I will make a list tomorrow

 

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I have a 2.5 in my Fusion 6MT. The last thing it needs is to be biased more towards torque. Perhaps that isn't the fault of the head, but the engine isn't sporty in character. Nice mid-range punch, but it feels a lot like a stock Zetec - out of breath when you really want it to go the most.

I agree.

 

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Thanks a lot and... what happen with your duratec im?

We should have the final ones out soon

 

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Duratec 2.5 swap list. I will add too it as I remember


2.5 duratec
2.3 or 2.0 head
Tap oil port in block and plug
2.3 front cover
2.3 balancer
2.3 crank sensor
Mtx 75 and clutch
Balance shaft delete
Oil pan from 2.0 duratec
2.0 oil pump and gear
2.0 oil pick up

 

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We tested the new header

 

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Is that 2.5 crank forged?

Its not a 2.5 crank. We are using a balanced 2.3 ranger crank

 

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is the stroke the same in the 2.3 and 2.5?

did you key the balancer pulley?

did you mod the timing chain tensioner for high rpm use?

2.5 stroke is 100mm
2.3 stroke is 94mm

We didn't key the crank but we should have.

 

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I thought 2.5 crank & 2.3 crank where different? I know rods are. But to get it to stroke from 2.3 to 2.5 I was thinking crank & rods.

The main journals are the same and the rod journals are different. you can put a 2.3 crank in a 2.5 block or a 2.5 crank in a 2.3 block with the right piston rod combo.

 

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Can you elaborate on this?

Also, you didn't answer my question on the timing chain tensioner.

The 2.5 and 2.3 blocks are identical other than 1 oil passageway that connect to the head and the bore is larger on the 2.5 block.

The crankshafts have the same diameter main journal bores but the 2.5 uses a larger connecting rod journal.

The 2.5 crank shaft has a 100mm stroke vs the 2.3 94mm to the 2.5 uses shorter rods to compensate.

If you had a custom set of rods you could use the 2.5 crank in a 2.3 block with 87.5mm pistons

 

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Can you elaborate on this?

Also, you didn't answer my question on the timing chain tensioner.

Also the tensioner is stock 2.5