We have been asked by many customers about components for the larger capacity Duratec engines, but the 2.3L engines had the same bore size as the 2.0L and we felt that without an increase in bore size, the benefits would be smaller than hoped. Now that the 2.3L Duratec has been replaced by the 2.5L Duratec, this has a new bore size of 1.5mm bigger in diameter at 89mm. This gives the benefit of increased capacity, but its major benefit is that it opens up the area around the valves particularly when a larger valve size is used.
We started development on this engine and have spent nearly a year designing new products. The main area of redesign has been to produce a special slipper piston to reduce weight, thrust loads and vibration within the engine. It was decided not to use the original stroke of the 2.5L engine as it was too long for any high performance engines and would induce the potential for extra vibration, so we used the already proven stroke of the 2.3L version of the engine. Because we deal with various respected engine builders across the UK and even across the world, we already had a good understanding of what the bigger capacity 4-cylinder engine required as far as compression and cam design due to the products that we had developed for them to use. We decided when building the new engine, to use as many of the products as possible from our existing engine design and incorporate these into a new 2.4L version.
Once the engine was finished, it was taken to DTW Engines Ltd at Harlow in Essex where Dave Wild ran the engine and Steve mapped it. Various tests were carried out, testing our latest exhaust manifold designs and selecting the most suitable design to give optimal performance. The engine itself appeared to produce a lot less vibration that we had seen in the past from the bigger capacity engines and we were very pleased with the end results. Dave was also impressed as he had run and built quite a few of the 2.3L versions.
The kit itself also contains the necessary components to achieve this horsepower, along with a dry sump system and a few extra safety features as standard e.g. crank assembly alignment, up-rated flywheel bolts, main cap studs, head studs & up-rated bearings. The kit does not include the base engine, the customer will be required to supply a 2.5L base engine.
Our high specification taper throttle bodies include throttle linkage kit and air horns.
The MBE9A4 ECU comes already programmed & ready to use. If you are upgrading from our lower specification kits, it is simple to reprogram your current MBE9A# ECU. However for this level of specification we would recommend a mapping session to fine-tune the engine. The wiring harness included in the is coil on plug.
All our kits have been developed using exhaust manifold designs that have been dyno tested and developed by ourselves. In order to achieve the optimum performance from your kit, you will need to have an exhaust manifold made to our design. which when you purchase a kit we will provide information to allow you to have a manifold made to gain the ultimate performance from our kits.
Download the pdfs, which show the installation instructions and the TP-DURA-2.0L-K3 Dimensions.
When setting up the throttle body kit, it is recommended you use a synchrometer as shown in the instruction sheets, they are available from us, part number CRB-SYNCRO.
Duratec 2.4L TP327 graph
These figures have been obtained on DTW Engines Ltd dyno