G40R 2.5 litre Duratec

G40R 2.5 litre Duratec

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jwoffshore

Original Poster:

448 posts

221 months

Tuesday 30th January 2018
quotequote all
A few people have expressed interest, so I will make a start on posting some info.
Here is the new engine in the back of Posh Van after collection in November.



It's a Raceline 2.5 litre Duratec with CNC ported head, +1mm valves, 270 bhp cams with VVT on the inlet cam.

There was some delay due to sump supply, but Raceline have them back in stock now. I ended up using the sump from my 2 litre engine. This means you have to use the 2 litre oil pump also. The 2.5 litre pump is larger, but is oversized for this application where the balance shaft has been removed and is no longer taking the extra oil flow. The 2 litre pump will therefore be fine.

The standard Ford oil filter fitting seen here will be removed and replaced by the Ginetta remote filter take-off.

jwoffshore

Original Poster:

448 posts

221 months

Tuesday 30th January 2018
quotequote all
Here is the engine made up to the original Ginetta gearbox. It's a Mazda sourced 5 speed and I'm assured it can take the extra power. There is also a close ratio kit for this gearbox in development.



On the engine block left side you can see the throttle servo. One of the four mounting lugs for this on the 2.5 block was in a slightly different position compared to the 2.0, but it could be accommodated using some large washers.

The engine install was done by Guglielmi Motorsport in Daventry. Great guys, good attention to detail. Kept me informed all along and allowed me to attend to a few details myself also.

jwoffshore

Original Poster:

448 posts

221 months

Tuesday 30th January 2018
quotequote all
Here is a CNC machined inlet port. The 2.5 port is 5mm or so higher than the 2.0 port. There is no need to open that out further, so the cutter does not touch the top surface. The work is done mainly in the valve throat area and short radius.


jwoffshore

Original Poster:

448 posts

221 months

Tuesday 30th January 2018
quotequote all
The exhaust port. It's about 40mm diameter. Ultimately it will need a header with 1 3/4" or 1 7/8" OD tubing. For the time being it will use the original Ginetta 2.0 header with 1 5/8" tubes.


jwoffshore

Original Poster:

448 posts

221 months

Tuesday 30th January 2018
quotequote all
Front of the 2.5 engine. All the 2.0 ancillaries and pulleys will bolt straight on. At the time of the photo the air con pump was not yet fitted, but it will also go straight on. The 2.5 block is maybe 1/2" taller, so it needs a longer drive belt.


jwoffshore

Original Poster:

448 posts

221 months

Tuesday 30th January 2018
quotequote all
Here is the multi-pin connector for the engine loom to the bulkhead (firewall). You can see there are a few spare pin locations. Some new pins will need to be added when wiring in the VVT. Also I will add a wire for an oil temperature sensor, but that will all come later.


jwoffshore

Original Poster:

448 posts

221 months

Tuesday 30th January 2018
quotequote all
Empty engine bay from underneath.


jwoffshore

Original Poster:

448 posts

221 months

Tuesday 30th January 2018
quotequote all
Take-off for remote oil filter in place of the standard Ford oil filter housing, lower left of block. This swaps straight from the 2.0 to the 2.5 engine.

jwoffshore

Original Poster:

448 posts

221 months

Tuesday 30th January 2018
quotequote all
Showing the remote oil filter and pipes as originally installed at Ginetta. The pipes are only -8 size, which is what you would typically use on a motorbike oil cooler. Seems a little under-sized for such long pipe runs on a car. In the end I will have a go at replacing these with -10, -12 or a mixture according to what will fit in the confined space. Will also need an oil cooler. That should fit top right of the radiator.


jwoffshore

Original Poster:

448 posts

221 months

Tuesday 30th January 2018
quotequote all
Cam cover saga!!

The one on the right is as supplied by Ford with the original crate 2.5 engine. The tall chimney for the oil filler is no good for bonnet clearance. Same for the breather connection pointing straight up.

On the left you see a Mazda sourced cam cover. Nice low profile oil filler. The breather pipe is not yet inserted, but it points 90° to the side. There is also a dipstick which fits through the cam cover to the side of the inlet cam. This means you can get rid of the external dipstick tube used on the 2.0 engine. Raceline now have a stock of these Mazda cam covers.



jwoffshore

Original Poster:

448 posts

221 months

Tuesday 30th January 2018
quotequote all
Cams covered in cam lube prior to fitting the Mazda cam cover. On the right you can see the tall metal cylinder with black connector on top. This is the solenoid valve controlling oil flow to the VVT mechanism. The inlet cam is towards the top of the picture. At the back of the inlet cam are the trigger spokes for the cam position sensor.

At the very top of the picture you see the fuel rail with Bosch "Green Giant" injectors replacing the original Ford ones from the 2.0 engine. You need leads to adapt from EV1 to EV6 connectors. EV6 on the original Ford injectors. EV1 (Junior Timer) for the Green Giants.


jwoffshore

Original Poster:

448 posts

221 months

Tuesday 30th January 2018
quotequote all
A couple of views to top of engine as currently installed. You can see the breather pipe. Neat location of the dipstick in the Mazda cam cover.





The cam position sensor is now 3-wire versus the old 2-wire from the 2.0 engine. Therefore no connection for the cam sensor or cam actuator until I modify the wiring loom. Without control, the inlet cam runs fully retarded, so power will be limited and more suitable for a tractor than a Ginetta.

The original 45mm Jenvey bodies and manifold from the 2.0 engine are used for the time being. More work needed to fit 50mm bodies and a new airbox.

The original 2.0 exhaust header has been used, but cut & shut to line up for the extra height of the 2.5 engine. The 45mm bodies and restrictive exhaust will limit performance, but the purpose of this installation was to get the engine running as quick and simple as possible. Move on to the nice details later.

Also better power if you put the injectors direct into the bodies instead of the head, I'm not yet sure if there will be bonnet clearance when the fuel rail sits above the bodies. Presently bonnet clearance is all OK.

jwoffshore

Original Poster:

448 posts

221 months

Tuesday 30th January 2018
quotequote all
Tornado ECU as fitted by Ginetta for the 2.0 engine. This is also good for the 2.5 engine with VVT. Company details slightly different now. Go to www.scs-delta.co.uk

The Tornado is no longer made, but they still offer support and are indeed very helpful. Needs a small re-wire inside to work with the 3-wire cam sensor.

jwoffshore

Original Poster:

448 posts

221 months

Tuesday 30th January 2018
quotequote all
Car on the rolling road at SCS in Norfolk. We mapped it only to 4000 rpm with the cam fixed at fully retarded. Currently running in on mineral oil, so did not want to push it. Cold January day was useful to keep oil temperature down.

Will go back for full mapping once the VVT is hooked up and oil cooler installed.

These guys did a really good job, know their stuff.


Olivera

4,677 posts

206 months

Tuesday 30th January 2018
quotequote all
That engine should make for an epically fast car! Is it a race or road car?

jwoffshore

Original Poster:

448 posts

221 months

Tuesday 30th January 2018
quotequote all
About to leave SCS with G40R on trailer behind Posh Van. Posh Van had a free repaint to 2-tone Norfolk Brown and Merc Silver.

I picked the worst day to drive from Northamptonshire to Norfolk. A11 blocked by trees down from high winds. Diversion A road north also blocked. Managed to thread my way down B road and single track country lanes. 2 1/2 hour drive became 5 hours. Good job I left early.



So that is the current state of play. Next job is to wire up the VVT and install oil cooler. Then get some running-in miles before full mapping.

Presently it drives quite nice up to 4000rpm. Loads more low end torque than the 2.0 engine. Will pull 5th gear from 2000rpm. Giving about 100 bhp at 4000 rpm. Not much I suppose, but the cam is way too retarded for any top end power. I'm sure there is much more to come.

I already mentioned excellent work from Guglielmi Motorsport and SCS.

Thanks also to Ginetta for supplying techncial support for wiring diagrams and willingly sorting the various small niggles with the car. You have to accept these when you choose something different from a small volume manufacturer, but much easier to cope with when you always get a friendly and helpful response to any problems.

Of course, non of this was possible without Raceline who built the 2.5 engine for me. We worked through some parts supply bottlenecks no fault of theirs and came up with a great result in the end. Always ready to help and advise me and have shown genuine enthusiasm for my project, so I feel I have chosen the best people to assist me for everything so far.

jwoffshore

Original Poster:

448 posts

221 months

Tuesday 30th January 2018
quotequote all
Olivera said:
That engine should make for an epically fast car! Is it a race or road car?
Road and track days. I'm too old and sensible to be racing tongue out

D7PNY

294 posts

130 months

Wednesday 31st January 2018
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Wow!

Like the look and sound of this project! My long term plans once I get to grips with mine could include more power so really interested to see the end results.

Guess it will have to be a keeper after spending that much on an engine smile

Dave

ceebmoj

1,896 posts

228 months

Wednesday 31st January 2018
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Thanks for the information. All in it looks like a great way to go.

ForZiE23

194 posts

62 months

Wednesday 31st January 2018
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Great write up and project. Do really love the colour scheme biggrin