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Thu Oct 24, 2013 10:16 am |
Post subject: Duratec in detail |
David Long established user

Joined: 15 Mar 2009 Posts: 777 Location: Cumbernauld
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This winter I've decided to rebuild my Duratec in the Caterham R400 as 10,000 miles, much of it on track, are taking its toll . It’s going to be an in-depth nut and bolts review with the help provided by Simon Armstrong of Ultimate performance. To start here’s a quick history of the Duratec and my objectives.
Designed by Mazda and developed by Ford in 2005, the Duratec HE represents a high efficiency engine that doesn’t take much to achieve 200BHP. Many of the efficiency developments incorporated in the engine translate directly to BHP potential. This allows the standard engine to rev to 8000RPM and produce 220BHP without issues.
Beyond 220BHP the material used in manufacture need to be changed. The cast rods need to be changed to steel and pistons to forged items, but the crank is strong and can be used to 9000 RPM and 300BHP. The head is good too, with large valves, it breaths well.
So my plans are to replace rods and pistons and fit a CNC head. The rest will be upgrading most of the bolts and studs and blue printing.
So what power I’m I aiming for? I’m not really looking for much more than the 220 I’ve got now as I don’t plan to change induction or exhaust - maybe 230-240BHP. But with the potential to rev to 9000 RPM (and the shorter diff I just bought) I hope to make the car quicker and get another 5 years of track driving. _________________ R600 Dubaru
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PB @ KH
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Thu Oct 24, 2013 11:15 am |
Post subject: |
AK Site Admin

Joined: 27 Nov 2006 Posts: 19841 Location: Aberdeen
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Will keep an eye on this. Extra revs will be handy Planning on changing cams to make use of the revs fully? _________________ Impreza Race Car - SLS/SMRC
Mini Race Car - SMRC
911 - 1981 Air Cooled 3.0
500 - 1969 Fiat 500 L
Toureg 262 RLine
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Thu Oct 24, 2013 11:15 am |
Post subject: |
HummuH SMRC S&S Rep

Joined: 05 Jan 2012 Posts: 2412 Location: Sniffing petrol
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Very nice David. With shorter diff and 9,000 RPM that'll fly, not that you need more pace than you've already got!
Can't we tempt you into Sports & Saloons next year?? _________________ MD Racing
SMRC Sports & Saloons Facebook Page |
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Thu Oct 24, 2013 1:00 pm |
Post subject: |
David Long established user

Joined: 15 Mar 2009 Posts: 777 Location: Cumbernauld
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AK wrote: | Will keep an eye on this. Extra revs will be handy Planning on changing cams to make use of the revs fully? |
Yes, the head is a CNC flowed and matched to the cams. I don't know the exact figures yet but I understand we're going for the max lift I'm comfortable with on standard followers. So not peak power but a little hotter than I'm running now.
Quote: | Can't we tempt you into Sports & Saloons next year?? |
Maybe not next year, but I've got a feeling we'll end up there sooner or later  _________________ R600 Dubaru
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PB @ KH
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Thu Oct 24, 2013 6:53 pm |
Post subject: |
Daveb established user

Joined: 25 Jan 2008 Posts: 1285 Location: Fife
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Look forward to seeing this.
Duratec is a great engine. Love how simple it is to take an engine out a Cat. |
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Fri Oct 25, 2013 8:11 am |
Post subject: |
David Long established user

Joined: 15 Mar 2009 Posts: 777 Location: Cumbernauld
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OK, a little bit more about the Duratec head. The original head (now known as the ‘low port’ head) was replaced by the ‘high port head’ in 2008. Its development was associated with the higher performance Fiesta models and adds another 10 BHP potential to engine.
The heads are good in their standard form but can be improved by CNC (Computer Numerical Control) porting. Ultimate Performance offer two phases of CNC porting – phase1 retains the standard valve and can be done on both high and low port heads. Phase 2 uses +1mm sized valves and can only be done to the high port head. Other companies have produced +2mm valves but both are capable of 300+ BHP.
So I,ve ordered a phase 2 CNC head – not because I need it to produce the power I want, but from a cost point of view, it is be cheaper than getting it done twice when my next upgrade (induction and exhaust) comes along.
I’ve gone for a 12.5/12.0 Cam. It’s kind of ‘middle of the road’ in terms of power but will give a wider torque curve. This will help mitigate the 4 into 1 exhaust I’ve got that’s not ideal for best torque with hotter cams. Again this might be changed at a later date when the exhaust and induction are upgraded.
Images courtesy of Ultimate Performance Ltd _________________ R600 Dubaru
website
PB @ KH
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Fri Oct 25, 2013 8:51 am |
Post subject: |
AK Site Admin

Joined: 27 Nov 2006 Posts: 19841 Location: Aberdeen
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the work on that head looks like art!
No cut back stems for the valves? _________________ Impreza Race Car - SLS/SMRC
Mini Race Car - SMRC
911 - 1981 Air Cooled 3.0
500 - 1969 Fiat 500 L
Toureg 262 RLine
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Fri Oct 25, 2013 9:19 am |
Post subject: |
David Long established user

Joined: 15 Mar 2009 Posts: 777 Location: Cumbernauld
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Sat Oct 26, 2013 10:18 pm |
Post subject: |
MG user
Joined: 19 Oct 2012 Posts: 176 Location: Aberdeen
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Look forward to this, N/A is where its at for me.
What bodies are you using and what's your current spec/ torque figures? Any RR printouts? _________________ 172 Cup |
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Sun Oct 27, 2013 8:56 am |
Post subject: |
Garry.M established user
Joined: 24 Jan 2011 Posts: 562 Location: ,,,in the garage as usual,,,,,,,
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I'm not trying to start a slagging match on power claims,, but the Duratec is widely used in rallying and the power claims seem to being questioned. One guy who does loads of mapping stated that very few make more than 270bhp. Alot of folk fitted the Duratec to their Mk2 Escorts but it now seems that there's a few s/h engines appearing for sale. I don't profess to know the reason why but it seems easy to throw in a pair or cams and tb's and get 225-230bhp from the std engine. Pistons n rods along with more duration knocks it up nearer the 250bhp and headwork and more cam etc and yer knocking on 270bhp. What ever way you look at it,, 270bhp is still good power for a 2.0 n/a _________________ Motorsport is not a hobby - its a way of life ! |
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Sun Oct 27, 2013 8:57 am |
Post subject: |
David Long established user

Joined: 15 Mar 2009 Posts: 777 Location: Cumbernauld
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This is the baseline
Done for the SLS, so wheel HP, but the engine BHP with losses about 12% must be around 220BHP. (I did do a spool down run on an earlier dyno session and know the losses are ~ 12%)
 _________________ R600 Dubaru
website
PB @ KH
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Sun Oct 27, 2013 9:31 am |
Post subject: |
David Long established user

Joined: 15 Mar 2009 Posts: 777 Location: Cumbernauld
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Garry.M wrote: | I'm not trying to start a slagging match on power claims,, but the Duratec is widely used in rallying and the power claims seem to being questioned. One guy who does loads of mapping stated that very few make more than 270bhp. Alot of folk fitted the Duratec to their Mk2 Escorts but it now seems that there's a few s/h engines appearing for sale. I don't profess to know the reason why but it seems easy to throw in a pair or cams and tb's and get 225-230bhp from the std engine. Pistons n rods along with more duration knocks it up nearer the 250bhp and headwork and more cam etc and yer knocking on 270bhp. What ever way you look at it,, 270bhp is still good power for a 2.0 n/a |
I think that is fair comment. The Ulitimate graph above is theoretical and based on flow testing. One well know engine developer, who frequents the Caterham forums, did some interesting testing that showed the Duratec head never delivered these flow rates when connected to a throttle body of any size - unlike other engines where throttle bodies could become 'invisible' in terms of flow. This suggests that the assumptions and calculations used don't work that well with the Duratec head. 300+ BHP has been achieved, but not really on a commercial basis. Most engine builders now declining to supply engines of this spec as it relies on a high tech approach that adds disproportionately to the cost. _________________ R600 Dubaru
website
PB @ KH
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Sun Oct 27, 2013 9:59 am |
Post subject: |
Russ@PHQ user
Joined: 07 Dec 2010 Posts: 99
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David Long wrote: | This is the baseline
Done for the SLS, so wheel HP, but the engine BHP with losses about 12% must be around 220BHP. (I did do a spool down run on an earlier dyno session and know the losses are ~ 12%)
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Nice graph
Be careful quoting coastdown from another dyno though David - all dynos are not created equal....
Indeed the small roller Mainline gives greater losses than most - very high inertia losses from the high roller speeds. |
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Sun Oct 27, 2013 10:43 am |
Post subject: |
MG user
Joined: 19 Oct 2012 Posts: 176 Location: Aberdeen
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David Long wrote: | This is the baseline
Done for the SLS, so wheel HP, but the engine BHP with losses about 12% must be around 220BHP. (I did do a spool down run on an earlier dyno session and know the losses are ~ 12%)
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Yeah very nice graph, these seem to hold their torque far better than the Renault F4R. Its holding 130lbft at least right from 3k to redline which is impressive.
Your engine has a right bark to it a Knockhill too, hoping mine sounds as crisp when its going. What cam, throttle bodies (diameter, Jenvey?) , trumpets, cranks, pistons, etc is needed for what you have just now.
Morgan _________________ 172 Cup |
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Sun Oct 27, 2013 11:55 am |
Post subject: |
David Long established user

Joined: 15 Mar 2009 Posts: 777 Location: Cumbernauld
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MG wrote: | David Long wrote: | This is the baseline
Done for the SLS, so wheel HP, but the engine BHP with losses about 12% must be around 220BHP. (I did do a spool down run on an earlier dyno session and know the losses are ~ 12%)
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Yeah very nice graph, these seem to hold their torque far better than the Renault F4R. Its holding 130lbft at least right from 3k to redline which is impressive.
Your engine has a right bark to it a Knockhill too, hoping mine sounds as crisp when its going. What cam, throttle bodies (diameter, Jenvey?) , trumpets, cranks, pistons, etc is needed for what you have just now.
Morgan |
It's basically a standard engine with 45mm Caterham (Cosworth) roller barrels and 100mm trumpets. Cams are Caterham parts and described as R400 and I'm not sure what the exact lift/timings are - they look like Cosworth items (or manufacture) as they used the standard Ford sprocket design. Exhaust is 4 in to 1 with 45mm primaries. ECU is MBE and map by Caterham (Cosworth origin?). _________________ R600 Dubaru
website
PB @ KH
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