Okay, here are a couple of pictures (from an old post I put on here) showing how it was before..

 

Catrams just look like fun. What are your plans? Rangers had the engine oriented like yours so I'm sure some people are sum what familiar.

 

Will get there shortly, I swithched out ITBS's, almost done!

 

Since then things have changed a couple of times.

First I bought the 2.3L Ford Racing head (bigger valves, CNC machined intake ports etc) and some Crane Stage 2 cams, also needed to upgrade to an unlocked ECU (from MBE) and get bigger injectors.

Those changes got me to the attached dyno charts:

 

Thats awesome & looks like a lot of fun, fun, fun. What kind of mods do you have in mind? What do you turn the motor at?

 

Up until about a month ago my rev limit wast 7200 rpm, I have since upgraded the rod bolts and bearings and the new limit is 7750. In a few more posts you'll see where it is at..

 

A few months later and some tinkering with different intake filter setups I switched to a really decent K&N filter and did a little more tuning.

The numbers improved..

 

You can just see the air filter that helped bump the power in this picture:

 

You can just see the air filter that helped bump the power in this picture (sorry last post didn't notice picture file to big):

 

That looks great & your torque is up too. I like the spec's of those cams. I'd love to try those cams, but for a DD the stage 1 cranes work great for me.

 

So that setup has kept me happy for a couple of years, but as it always happens, you get the itch to mess with things. I had always been interested in switching out from a single TB intake to ITB's.

Caterham offer this setup on their cars and use the Cosworth Roller Barrels, me being me wanted to try out something different (and be warned, I haven't dyno tuned yet so I could be falling flat on my face)

There is a great outfit in the UK called SBD Motorsports, they sell a lot of kits and upgrades for Duratecs, Zetecs and Hyabusas. After some going back and forth I decided to take my setup up a notch and first upgraded rod bolts (to ARP) and new rod bearings (decided not to do rods and pistons yet - wanted to do stuff that would let me leave the engine in the car first). After that change which lets me raise the red line to 7750 safely I got started on the ITB's:

http://www.sbdev.co.uk/Duratec/Fuel%20Injection%20Kits,%20Backplates.htm

 

I'll get back to this thread later, poorly photo documented but at a minimum I can fill in with what I am using and how it is going..

 

Nice project you have here. Looks like it would be a lot of fun to race and work on. I'm in for the individual throttle body build. That SBD Motorsports definitely looks like a nice intake setup. What size are the throttle plates on them?

 

awesome! I have to say though.... that first pic:

 

Great looking Caterham!...I'm definitely anxious to see how the ITB's dyno, as I'll eventually be assembling a "poor-man's" setup not too dissimilar from yours as my Locost progresses. With your dyno cutting out before the power started dropping, the increased redline alone should have net you a few more ponies. I would imagine the further increased breathing from the ITB's could definitely show a noticeable gain on top of that. How is idle and around town (<3000rpm) driveability with those cams? It will also be interesting to hear how the ITB's end up affecting this as well.

That is a pretty nice looking intake manifold it came with, but I'm slightly surprised they didn't use the Cosworth Focus manifold, since it all points the same direction anyways. I didn't think Caterham was shy when it came to using Cosworth labeled parts, but I guess I never really paid too close of attention either. Maybe it would have stuck out too far for the nose taper? Either way, it's also interesting to see that Caterham kept the stock Duratec plastic valve cover, complete with the hood clearance killing high-rise 710 cap.

 

Justin,

the cams are fine, idle a little high for a smooth idle, about 1500 rpm, I forgot to mention earlier that I did have to pocket the pistons to give a little more clearance for the valves and of course those cams required the appropriate new springs and retainers.

The ITB setup is running (fired up last night) and maybe not surprisingly once we synchronized the butterflys it idles better with them than with the single throttle body setup, and it will idle at 1200 rpm easily, maybe I'll go a little lower still.

With the 2.0L block there is no issue with clearance to the hood, even with the ugly oil filler cap. They do provide a carbon cover to go over the coils that tidies things up a bit though. You may be right on the Cosworth vs their own intake manifolds, it is likely to do with the clearance to the hood at the front on the narrower S3 Caterhams.

-- Adam

 

Okay, dyno hopefully lined up for Tuesday.

Basically, to switch to the SBD Tapered Throttle bodies this is what was needed:

1) Plug the injector inlets on the head (SBD provides machined plugs, they hammer in and use a special loctite glue, heating the head with a torch for a bit on each hole helps
2) Slight replumb on my fuel setup, may not be the same for a Focus, but I had a 4.5 bar pump with no return line, ideal for the SBD setup is 3 bar and a return line. Rigging the return was not that difficult in the Caterham as the tank had an inlet that was just hooked to the filler neck. I fitted am AN6 bulkhead connector to the pump unit and connected it to the pump, then plugged the original outlet from the pump assembly. Used Aeroquip Startlite kevlon braided fuel lines, nice stuff. SBD provided fuel rail and injectors that go in to the throttle bodies tapered runners also the 3 bar regulator
3) Installed ambient air temp and baro sensors in place of MAP
4) Setup throttle cable

Pic of modified fuel pump (I think it is from a Zetec Fiesta or Focus from the UK

 

SBD also provided base tune, you have to set the TPS position so that the sensor voltage reads a determined value at fully closed then wind in the idle control to a certain amount. From there on, you should be able to fire it up and it run.

Mine did, though very rich (I have an Innovate LC1 AFR gauge installed), quick and easy to adjust the fuel map with the Easimap software that comes with the ECU and then start the process of balancing the throttle bodies with a synchometer, also pretty easy. Idles right now at 1200 rpm but could drop.

Next tasks, dyno for real tune and cut a hole in the hood (bonnet) for better breathing for the intake.

 

Next up I'll try and post a vid link of the first run (really), it was easier to set up than I anticipated

 

Here you go, technically the second run (I leaned out the map before filming this), other than that unmodified.

http://www.youtube.com/watch?v=2I1smsQzkQI&feature=youtu.be

Tuesday will be the day of reckoning. Still a big unknown to improvements on power/torque.

 

Sounds like you got it running. Know it needs some tuning, as you know. The cossie focus manifold wouldn't work on a rwd setup, cause the tb would be facing backwards. Have you checked out http://burtonpower.com

 

The cossie focus manifold wouldn't work on a rwd setup, cause the tb would be facing backwards.

While that may be the case for most typical cars, not only can such a design be used on a '7' chassis, it even has some potential packaging advantages. If you take a closer look at the pics of his original setup, you may notice that the Caterham manifold actually does this.

 

Sounds snorty! I love that sound!

 

Yeah, wait till he has it tuned w/ some revs to it.

 

Spent a few hours on the dyno tuning with the new intake, swealtering heat (101 degF compared to 80 degF on prior setup at the Dyno).

Here is a video, sound is awesome!
http://www.youtube.com/watch?v=h_zbV5T9VwM&feature=youtu.be

 

And here are the dyno results (modest gain of about 12rwhp and a couple of foot-pounds of torque), may have been a little bit better with same ambient conditions.

 

While maybe not the best HP/$ ever...I would definitely say that's a solid gain for what it is!

 

Overall I am happy with the results. I think the engine would benefit more by additionally picking up the compression ratio (mine is down from stock due to pocketing the pistons), it can breath now for sure.

Not in a hurry to make more mods for power as yet, I want to enjoy this stage for a while. I am now starting to tidy up the engine bay to make way for an Accusump (track insurance) and also since I don't have a heater, I want to delete out what is possible in terms of coolant hoses and run a fuel rail set up something like this one:

http://www.burtonpower.com/parts-by-fitment-type/parts-by-engine-ford/ford-duratec-he/water-rail-retroford-duratec-he-i4-fd480.html

 

Very nice setup you got there. I also see your local, you should bring that thing to some of our meets if you ever get a chance, I'd love to see it in person. Check out the Texas regional forums for more info on when and where our meets happen.

 

Nice numbers.... Bet that thing sounds sweet @ 7500rpm!

 

You can hear it on the second video I linked to in an earlier post.

Back to finish off the final touches at my friends shop, there was a Porsche Boxter 2.6L flat six on the stand in front of the car, puts size in to perspective: