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Duratec in detail

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Thu Oct 24, 2013 10:16 am PostPost subject: Duratec in detail
David Long
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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 . Itís going to be an in-depth nut and bolts review with the help provided by Simon Armstrong of Ultimate performance. To start hereís 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 doesnít 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 Iím I aiming for? Iím not really looking for much more than the 220 Iíve got now as I donít 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.
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Thu Oct 24, 2013 11:15 am PostPost subject:
AK
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Will keep an eye on this. Extra revs will be handy Smile Planning on changing cams to make use of the revs fully?
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Thu Oct 24, 2013 11:15 am PostPost subject:
HummuH
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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??
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Thu Oct 24, 2013 1:00 pm PostPost subject:
David Long
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AK wrote:
Will keep an eye on this. Extra revs will be handy Smile 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 Smile
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Thu Oct 24, 2013 6:53 pm PostPost subject:
Daveb
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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 PostPost subject:
David Long
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OK, a little bit more about the Duratec head. The original head (now known as the Ďlow portí head) was replaced by the Ďhigh port headí 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 Ė 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 Ė 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.

Iíve gone for a 12.5/12.0 Cam. Itís kind of Ďmiddle of the roadí in terms of power but will give a wider torque curve. This will help mitigate the 4 into 1 exhaust Iíve got thatís 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
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Fri Oct 25, 2013 8:51 am PostPost subject:
AK
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the work on that head looks like art!

No cut back stems for the valves?
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Fri Oct 25, 2013 9:19 am PostPost subject:
David Long
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I think that is the exhaust side which uses the full guide for cooling. The inlet guides are tappered

http://www.ultimatep.com/big_pictures.asp?prod=20
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Sat Oct 26, 2013 10:18 pm PostPost subject:
MG
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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?
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Sun Oct 27, 2013 8:56 am PostPost subject:
Garry.M
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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
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Sun Oct 27, 2013 8:57 am PostPost subject:
David Long
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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%)


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Sun Oct 27, 2013 9:31 am PostPost subject:
David Long
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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.
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Sun Oct 27, 2013 9:59 am PostPost subject:
Russ@PHQ
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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%)



Nice graph Wink

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 PostPost subject:
MG
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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%)


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
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Sun Oct 27, 2013 11:55 am PostPost subject:
David Long
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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%)


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?).
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