We all know that there's no known aftermarket turbo for the 2.3L Duratec, but maybe we could have a thread with people coming up with a few ideas on setting up a Turbo Duratec.

Maybe a Turbo from another engine from another vehicle can be made to run the Duratec?

Also if someone builds a Turbo Duratec, we could see if a stock engine could handle one, or if we'd need to upgrade the internals.

Also, I imagine some recalibration of the ECU would be needed.

Feel free to post ideas. I could only imagine how wicked a 2.3L Duratec Turbo ranger would be, and also how it could compare to a 2.3T Lima engine.

...As I believe it is on most Ford engines, the weak point of the Duratec internals appears to be the rods...

...Also, dont quote me on it however, but I believe about 250 crank hp is the stated max for the internals...


...Just something to think about before ya get too crazy with a turbo...

Whats the max for the limas guts?

Esslinger claims built engine N\A with 8,000rpms at 300hp or 400hp
going turbo on an even newer engine will require lots of computer messing around

It's entirely possible to run boost on cast pistons and rods. You just need to be smart about how you do it. I'd start by learning as much as possible about turbocharger systems. Corky Bell's book Maximum Boost is a good point to begin.

A major point to remember is that the Dtec is a relatively high compression engine, 9.7:1 I believe, so that right there is going to generate a lot of heat. Start compressing the air and you're running even hotter and detonating very easily.

There's no reason to not be able to run a solid low boost (5-7psi) setup on a mostly stock engine though. The two main parts you are going to devote a large chunk of your time to are going to be turbo selection and cooling.

I'm going to suggest checking the compressor map for a Garrett GT28 turbo first off after you figure airflow requirements. They seem to be pretty solid choice for an engine that size with that rpm range. It's the turbo used for several aftermarket conversions for 4cyl imports and domestics. Also, I'd suggest an NPR intercooler, it may be somewhat of overkill, but considering the high temps run by the dtec there's no sense in taking chances. Same goes for the radiator, you'll probably want to swap it out for a 4.0HD radiator. After you get those options sorted out, there should more than enough options for tuning with the 2.3 Dtec also seeing use in the Mazda 6 &3 as well as the Focus. Obviously, a different exhaust manifold is going to be in order and some custom oil plumbing. A possible option would be the exhaust manifold from a 2.3 Focus turbo kit, although it would be designed for different exhaust routing it may work.

Once you have a solid running engine set up as a base then you can start pushing things. You should be able to adjust the cam timing for possible better results. That's one big advantage of the DOHC, you can increase the lobe seperation without having to swap or regrind cams. Also, if you make the initial investment on an efficient turbo for the boost you're running and good cooling/intercooling there's no reason to not give a little more boost a try. You may have to take further steps such as water injection to help ward off detonation, but potential double digit boost numbers and the accompanying hp numbers may be well worth it.

Originally posted by Aaron B
It's entirely possible to run boost on cast pistons and rods.

If only they had cast rods instead of sintered iron ;)

Originally posted by Jakalwarrior
Whats the max for the limas guts?

If I remember corectly it's the rod bolts at about 250-300 HP, then the rest is good for up to like 500 or so... don't quote me on that though ;)
-Doug

http://www.jgstools.com/turbo/thk.html

here is a company that makes a log header with a turbo flange for the 2.3 duratec.

our motors now come in the focus so there is a huge up and comming market for parts and goodies

www.marcymotorsport.com is another site with all kinds of good stuff, they sell a cam adjustment tool, which saves you the cost and time of getting adjsutable cam gears, our cam gears are already adjustable... so you just need an adjustment tool, you can get a good 5-8 hp out of sequencing the cam seperation, it only takes about an hour to do too.

i was going to keep this on the DL, but im in the process of turboing my 2.3. im thinking i might have to relocate the AC compressor with a custom unit or put it on the side of the smog pump... but i havent test fitted everything yet. Im gonna go with a t04b, intercooled, with an external wastegate, full 3 in exhaust.

i might be making a custom intake manifold too... but we'll see.

Well, I ran some quick numbers for a 2.3 Dtec...

Figuring a boost level of 7 psi (p/r of 1.476) and an approximate VE of 90%, which may be generous but I've heard good things about the Dtec head, I came up with some airflow figures of 19.77 #/min at 3000 rpm, 36.24 #/min at 5500 rpm and 39.54 #/min at 6000 rpm, all corrected air flow. I ran the two top end numbers since I'm not too familiar about when the Dtec dies off, but with the way the head flows that shouldn't be too much of a problem anyway.

I haven't been able to find any compressor maps for Garrett T25's, T28's (T3/T28 hybrid) or the miraculous Disco Potato (that one runs around $1500 anyway). I've got plenty of maps for T3's and bigger though. T3's are more of a high pressure turbo, at a low p/r of ~1.5 the compressor map is extremely narrow. Basically they aren't designed for a good flowing engine like the Dtec at those low boost levels, more for smaller displacement or low VE engines (like the Lima) running higher boost levels. The T3/T4 hybrids actually look better, some of those are pretty efficient at low boost levels and are able to move plenty of air.

I haven't dug through any Mitsubishi or Holset maps yet, but there has to be a good option out there that doesn't cost two arms and a leg.

Hope that helps you guys out a little bit.

cool deal, the duratech makes power all the way up the band, and levels off around 5000-5500RPM. i think i have a dyno pic around here somewhere

http://www.marcymotorsport.com/images/MM-techpics/MM-CAK-23D-Dyno.gif

Is that 140HP RWHP?

that would be FWHP... with an intake:E

oh...lol

Originally posted by Jakalwarrior
Whats the max for the limas guts?

The stock block and crank have lived at 700+ horsepower levels.

Can you say overbuilt? I knew you could.

oooooveruillllt :E

the motor they put in rangers will live through that much? or the ones put in turbo cars?

well the pro street guys running the duratec's at the track finally cracked a block at 1100hp, im not sure about the stock internals though. i would say around 300-400hp or so on the stock internals

Originally posted by Jakalwarrior
the motor they put in rangers will live through that much? or the ones put in turbo cars?
Notice he said the stock block and crank, not the whole engine...

I wonder if the turbo off of a Turbo Mitsu engine, or Chrysler would be able to run the Duratec?

I could think of a few engines that would have a Turbo probably the right size. The 2.4L Turbo in a Dodge Neon or PT Cruiser could work.

Originally posted by Shackmaster
The 2.4L Turbo in a Dodge Neon or PT Cruiser could work.

I believe those are cast with the exhaust housing as part of the exhaust manifold or something wierd like that, if I remember correctly. I'm pretty sure that's what it was because I remember seeing magazine remarks about being unable to upgrade the turbo because of that.

you can change the turbo out, it would be gay to use the turbo off that motor anywho, the dispacement matches, but there are better turbos suited for our engines.

Originally posted by Flycaz
If only they had cast rods instead of sintered iron ;)

I used to be skeptical of powered iron rods also, but the technology has improved greatly, and I don't worry about it anymore.

Howard Racing Products is in the process of mfg powder rods for racing applications. Cheaper, lighter, stronger. Music to the budget racers ears.

The first applications will be for the small block chevys (was there any doubt), but others will become available as the market demands.

For more about the rods, see the July issue of Circle Track magazine. ;) joe b

On a side note, I decided to double check on the PT Turbo/SRT-4 turbo anyway, I was right...

http://www.sportcompactcarweb.com/projectcars/0310scc_projneon16_z.jpg

http://www.sportcompactcarweb.com/projectcars/0310scc_projneon17_z.jpg

Also, apparently this was all done because of space constraints on the PT Cruiser when this system was designed. The real big kicker is that also "because of packaging contraints" the turbo itself spins counter clockwise, reverse rotation of a standard turbo.

http://www.sportcompactcarweb.com/projectcars/0310scc_projneon18_z.jpg

Still though, a standard Mitsubishi TD04 may be a starting point as far as which Mitsu turbos compressor maps to check out.

Originally posted by joebltzfk
I used to be skeptical of powered iron rods also, but the technology has improved greatly, and I don't worry about it anymore.

For more about the rods, see the July issue of Circle Track magazine. ;) joe b

Thanks for the Tip. I'll check it out!

ER

Originally posted by Aaron B
On a side note, I decided to double check on the PT Turbo/SRT-4 turbo anyway, I was right...



but you can still change the turbo. you just have to get an aftermarket header. :E

i only know cause i breezed by a t3/t4 kit for one while i was searching for the turbo sizes a while back, didnt know they were mated up like that though

Correct, but I was responding to ShackMaster's suggestion/idea of using a PT Turbo/SRT-4 turbocharger on a Dtec. That's what I was saying was not going to work.

O... IC :hug:

I'm gonna look around the internet, and look for turbo's.

J

sorry this is old...

but is there anymore information on this subject? or any word from ford when we might see a stock 2.3t?

I wonder what turbos the circle-track racers used on their Duratecs.

I imagine a well built Turbo 2.3L Duratec could outrun a stock 4.0L Ranger

That would be nice to have as much or more power than a 4.0 but better gas mileage.

a well built 2.3 dohc could outrun alot of sh!t, not jsut a stock 4.0,

with the shortblocks marcy motorsports is selling with 8:1 forged slugs, and a ported head with the right cams, your in the neighborhood of 400 hp, you can throw gas mileage right out the window though.

there are neon head 2.2l turbo dodges making 500 hp now and 1.8l hondas putting 500+ down to the ground

if you aren't stomping a 4.0L ranger's guts out with a turbo duratec, there is a problem.

also, modifying a duratec to run off of a turbocharger and lowering the compression ratio shouldn't murder your gas economy. what will hurt it somewhat is that with alot less compression you lose alot of low-end torque. you are going to have to go a bit further into the RPM to have decent around-town power.

i see way too many guys with turbocoupes getting 25-30 mpg to think that a built motor will eat up gas. Reeve is getting a hair under 28 mpg with an A237 cam, hybrid, built head, yaddayaddayadda...

Old thread? Id suggest a GT25r Great quick spool that doesnt run out on top end, make sure you get a external wastegate exhaust housing and get a tial or something made for a KA24DE turbo setup you really want good turbo matches for your engine go see the guys at www.ka-t.org (http://www.ka-t.org) 2.4 twin cam isnt far off from what your working with also very low reving engines stock with cast pistons but bullit proof everyhting else...

Ive learned a lot from the KA about boosting an engine that is suitable for boost but never had a turbo sat on it from the factory...

-Rez

these guys make 600-700 hp from a 2.4 turbo inline4

Check this out Ivans 718RWHP dyno pull (http://www.turbo240.com/videos/turbo240ivan5.zip) He broke the world record with this one...

-Rez

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