Crustang to Mustang
Well-known member
But are the US rods forged?
Remote Turbo Setup & Falcon Sixes?
As long as you never have detonation and keep plenty of margin in the tune-up, the stock rods will most likely be ok.
20 psi seems to be the breaking point with rod failures on this forum.
There have been several and it appears to be because they rushed into high boost before getting the engine timing or air/fuel ratio right.
I believe the early 1969 to 1977 250 rods with a C9DE stamp are forged.
They went to a cast rod after that time period.
The 200 rods varied in material after 1972
Crustang to Mustang
Well-known member
Forged pistons are still advisable though, correct?
Correct if you fully intend to use over 10 psi of boost
Crustang to Mustang
Well-known member
Any recommendations for a set of forged pistons?
Crustang to Mustang
Well-known member
Also, would it be better to do sequential or compound turbos vs one big turbo?
Compound turbos are for very high boost and mainly use in diesel applications.
Crustang to Mustang
Well-known member
And sequential?
Autotec/Racetec and DSS pistons were the least expensive custom pistons.
You don't have the room to do sequential turbocharging.
Would you know how to size the turbochargers and to control the crossover on a sequential system?
I know someone that did and said the same thing, 42 years ago.
Crustang, please get the book that Aussie suggested.
If you get aftermarket forged pistons, get thicker upgraded pins. I think that cheap weak pins cause problems when the tune or something goes awry.
If you get aftermarket forged pistons, get thicker upgraded pins. I think that cheap weak pins cause problems when the tune or something goes awry.
And where is Crustang to Mustang supposed to get one? And then parts? If someone wants to modernize with an updated engine that can be turbocharged without cutting up the engine compartment, then why not do this?
Note: if the music is unbearable, lower or turn off the volume until 2:35 is reached in the clip.
Here is some information on the build:
Stacy Shaw's '62 Falcon is the epitome of a "sleeper" car. With the fabricating skills of her husband Nathan and his shop, "One Guys Garage" along with Stacy, getting her hands dirty they have turned out one cool car! Nathan explains the story behind it...I had seen some guys starting to swap the 6cyl Ecoboost engines and research showed that the Ecoboost 4cyl currently used is just a Duratec platform with direct injection. A quick car-part.com search showed a plethora of Focus 2.0 engines in the salvage yards for $300-400. Yes, it would require quite a bit of fabrication work with custom mounts, intake and exhaust manifolds, and transmission adapter plate, but that's the fun part for me. The best thing is it would not require any cutting to the body of the car or strut towers like most other swaps would. We also rebuilt the suspension using mostly stock style parts and swapped an 8" rear axle with limited slip center section out of a Maverick. Stacy did a lot of the work herself including disassembling the engine, cleaning LOTS of salvage yard parts, and getting the kids out to the shop to help with various tasks. Like any combo that is out of the norm it required a little R&D once running. I blew it up on the dyno once, making the poor decision to run it to 8200 rpm with insufficient valve spring pressure. We fixed the engine and then broke several GM 4L60E transmissions before finding the right combo of parts without spending $6000 on a professionally built transmission. Engine is a 2006 "Duratec" 2.0 4cyl with factory aluminum block and stock head. Crank is borrowed from a manual trans Miata (forged) and it has forged Manley rods and Wiseco pistons. 30lbs of boost provided by a Precision 5858 ball bearing turbo. One Guys Garage fabricated equal length exhaust manifold and intake manifold. Spark and fuel is controlled with a Holley HP efi system running on E85. Transmission is a 2002 4L60E from a 4cyl S-10 with cryo and micropolished stock components with a Custom 9" PTC torque converter. Rear tires are Mickey Thompson 215/60/14 ET Streets. Our current best et is 10.71 at 123mph.
At least the engine and parts are available. At a decent price. I believe the engine is putting out in the neighborhood of 500+ hp to the rear wheels.
The engine will fit without butchering up the car with a Barra boat anchor.
I just had to say it.Parts:
Ford 4-valve 4-cyl Engines & Parts | Duratec 2.0L Esslinger Engineering | Esslinger racing
Esslinger Engineering | Duratec 2.0L | Ford 4-valve 4-cyl Engines & Parts | Accessories
esslingeracing.com
Ford 4-valve 4-cyl Engines & Parts | Duratec 2.3L Esslinger Engineering | Esslinger racing
Esslinger Engineering | Duratec 2.3L | Ford 4-valve 4-cyl Engines & Parts | Accessories
esslingeracing.com
This is cheap. Adapters that will enable this engine to mount too a SBF housing.
Ecoboost/ Duratec to SBF Bellhousing Adapter - Ecoboost/ Duratec to SBF Bellhousing Adapter
This bellhousing adapter fits both Ecoboost AND Duratec 2L/2.3L/2.5L engines. It's designed to adapt the Small Block Ford bellhousing onto the 4-cylinder engines being swapped into RWD cars and trucks. The ad - Ecoboost/ Duratec to SBF Bellhousing Adapt
esslingeracing.com
Ecoboost/ Duratec to SBF Crank Adapter - Ecoboost/ Duratec to SBF Crank Adapter
This hub-centric billet crank adapter bolts to your Ecoboost or Duratec crankshaft and allows you to use any neutral balance small block Ford flywheel or flexplate. We've designed this adapter to locate the flywhee - Ecoboost/ Duratec to SBF Crank Adapte
esslingeracing.com
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take it easy mate, its just my usual bragging, I know the score.
I know, LOL no harm intended. We give it to each other at times. Hey look… I’m going V8 on my next build. I’m surprised that I’ve got very little flack. I guess I’m probably doing something right. Or people are too shy to voice their opinions. I expected much more. I’ve grown numb of criticism throughout the years.
It’s unfortunate that we’re not able to get some of the neat stuff that you have down under. We have to use what’s available up north.
Unfortunately , the 200 six performance parts are starting to become scarce. Fortunately, there are other options available.
I think a 4 cylinder Duratec swap is pretty neat. It’s still Ford branded. Talking about being an underdog, and beating the pants off V8’s.
It’s unfortunate that we’re not able to get some of the neat stuff that you have down under. We have to use what’s available up north.
Unfortunately , the 200 six performance parts are starting to become scarce. Fortunately, there are other options available.
I think a 4 cylinder Duratec swap is pretty neat. It’s still Ford branded. Talking about being an underdog, and beating the pants off V8’s.
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Crustang to Mustang
Well-known member
I have considered this many times. I want to stick with the six because I have spent all this time annoying you guys with endless questions that y'all have spent a lot of time answering so I don't want it to go to waste.
Kritas sent me a distributor for free and didn't even ask me to reimburse him for the shipping.
Bubba22349 spent literal hours giving me advice and digging up old threads for me to read on inline sixes as well as giving me tips and tricks for body work. Not trying to go too deep with this but these were literally some of his last hours on this earth and he spent them trying to educate a dumb kid like me.
And plenty of the rest of y'all have gone above and beyond to give me information I had asked for and then some.
As long as y'all are patient with my noob questions, I have the drive to get this done.
Crustang to Mustang
Well-known member
I will definitely look into it for sure!
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