Zetec planning

[polainm]

Hi

Before I embarrass myself with Dunnell/Racline/Burton, could Blatchat experts provide a simple answer to the flowing future plans when I get around to a chassis refresh rebuild in a couple of years. Note that I did all the Vizard tricks on A-series engines in my yoof....

Imperial 1995 S3 JW Sevens 'special' with 1.8 Zetec, some Dunnell bits on 40s, might be ~150bhp.

Will keep Quaife SC gearbox and English Ford Quaife LSD diff, and can get chassis strengthened during refresh.

Want to keep carbs, not go down the FI route. Money is an object :-)

QUESTION: Will a 2.0 Zetec (eg Dunnell carb option 3) be a straight swap with my current 1.8 Zetec, ECU and some sensor locations aside? Aiming for 350bhp/tonne but touring/longevity balance.

Thanks

Matt

[philwaters]

Hi,

 

Yes, in theory, with one possible exception. Are you running a blacktop or silvertop at the moment as a new engine is highly likely to be a blacktop and they do differ (engine mounts and exhaust).

If you have a blacktop then a 2lt blacktop should drop straight in.

As an aside, I'm running a high power Zetec on a Ford axle and haven't needed to strengthen the chassis at all - I don't think you need to worry about that area, especially at the 175-190hp kind of range (I'm at 230)

[polainm]

Thanks! It's a yellow top :-) so an early Zetec but with unknown mods. When it blows up I can find out what is inside....

[CaterBram]

On DCOE 40's the most I could squeeze out of my crate 1.8 is 142BHP, just swapped to DCOE 45 and could have got well into the 160's but tuned back to 155 BHP and 132lb/ft.

A 2.0 should drop straight in but there are some differences between the old Silver Top ( which may have the aluminium top cover in various colours) and the black top which has a smooth black cam cover.

main thing to consider is the extra torque / power on the back end, even at 138 I managed to twist both rear half shafts, twice.... before going down the Rakeway conversion which has not given a moments trouble. 

[Duckpit]

I have option 3 Dunnell on 45 's on my 1.8 Silvertop which is givving me 210 brake more than 350/tonne, these Zetec's dont wear much and with the option 3 you pretty much get a new top end.

Haven't modified chassis but have put aftermarket diff from Jigsaw in the Ital

[Keith_T]

Nice to see a reference to (David) Vizard.  Knew him quite well and remember helping with the Avenger Drag car at Santa Pod. 

Apologies for old blokes ramblings!

[elie boone]

I have build a 7 with a 2.0 Dunnel engine, 190 Bhp fuel injected. It's a fantastic engine.

[CaterBram]

Just realised I'd assumed live axle but just realised based on age I might be wrong...

[polainm]

Live axle but English Ford with Quaife LSD and Quaife straight cut 5sp box. Earplugs essential!

[Colin Cooper]

I assume JW means James Whiting - so ask him!

James is the man when it comes to Zetec 7's, and just about anything else.

Col

I run a 2ltr blacktop, installed by James on 45's. 175bhp.

[z7]

Do Dunnell still lock their ECU so only they can map it?

 

[elie boone]

Yes they do but their 2.0 ltr /190bhp runs as sweet as you want it.

[z7]

Thanks elie.  Glad to hear it runs sweetly.

[elie boone]

In all honesty the first set of injectors where much to big, the engine bogged down on changing gears you could drive around it by lighting fast gear changes but the gearbox wouldn't sustained it. We've lost 3 track days before I could convince them. Other injectors and a new map ( sent by mail ) and it runs as sweet as you want it to be.

[polainm]

James now remembers the car fully. I think I'll leave the engine alone for a while, as it has some history and is a bit more 'trick' than I thought. We think the engine has done about 3,000miles, about 25 of those on the track as trackdays.

2004 manufactured in Ford Bridgend, Wales, 1769cc Ford Zetec E Phase II early prototype Dunnell engine rebuilt in 2006. Hydraulic cam followers, Kent 2002 cams, 40DCOE Webers with 3 progression holes, Dunnell short sump, lightened flywheel and clutch. Alloy triple pass race radiator with bypass and lower alloy crossover tube from Duratec engine, with latest modifications by James Whiting. 2006 (rebuild) 5 speed Sierra gearbox with close ratio straight cut Quaife gears. Ford Escort Quaife LSD with alloy QED diff nose, 3.9 ratio with halfshaft upgrade and Ford disc conversion. Sierra calipers at rear, 4 pot Alcon calipers at front. Front rose bearing suspension ⅝” antiroll bar LEDA adjustable dampers & 2 ¼” springs all round. Spring rate approx 280 lbs front, 130lbs rear. Rear rose jointed A frame mounting.

Now more sorted, I've let rip a bit more and this isn't a bog standard Zetec Caterham. James threw all his best live axle and Zetec weighted knowhow into this car. It's the best handling Caterham I've driven so far. R300s might get a shock :-)