The Duratec is currently the engine of choice for kit car installs and upgrades. It's not hard to see why either. Developed by Ford and Mazda, it's used in Ford's current range of cars, making it very prolific and therefore relatively easy to get hold of.

 

Being a Ford item, both OEM and performance parts are easy to source and the engine is very tuneable. The two popular units are the 2.0L and 2.3L ones. The heads of choice are the newer, high efficiency (read: high flow) ones. These high-flow heads are primarily used to get modern cars through strict emissions, but are hugely beneficial  from a tuning aspect. A bonus is that modern-emission engines, even after tuning will struggle less to meet emissions for the age of the car. This should aid greatly in getting through future MOTs..

 

Being a modern engine, it's all aluminium and so quite light (all-up weight is marginally more than the K series). Modern mass production and Ford's investment in them also makes them extremely reliable and very capable. The stock crank and valves are good for an additional 100BHP and one engine tuner who balanced a bottom end during a rebuild said that it was perfect already. The reputation that Duratecs have in the kit car world is justifiably deserved it would seem!

 

The aim for K80RUM is a road-going, emissions-friendly engine that isn't all about revs. The engine comparisons are shown below:

 

 

 

I haven't gone for the 2.3 despite the fact it'll probably be slightly better suited to my needs, primarily because they're extremely difficult and costly in comparison since they're not native to the UK. They're also slightly taller. That said, there is a conversion kit which will take the 2.0 to a 2.3 if necessary.

 

How to achieve it.

The base 2.0 develops 150 BHP. To improve that I'll:

 

Port the head to R500 spec, Cosworth inlet cam, Raceline spec exhaust cam with verniers.Heavy duty springs will be used to cope.

Fit port-matched direct-to-head 45mm throttle bodies and high-flow airfilter

Fit steel rods and forged, pocketed pistons

I'll keep the stock crank and valves.

Use a large-bore, free-flowing bonnet-exit exhaust manifold

 

I aim to re-use the Emerald ECU. The VHPD, exhaust and bellhousing will be sold to fund the replacement parts.

 

I've acquired a 2007 model 2.0L HE Duratec, which has done 6,250 miles and comes with all the ancillaries such as loom, starter, alternator, power steering pump, etc. The unused parts will be sold but having things like the loom will be invaluable for grafting it into the car, making the installation (hopefully!) neater.

 

The drivers footwell has now been covered with a gold, reflective heat barrier, the brake lines and main loom have been rerouted along the nearside of the engine bay.