Duratec to ecoboost


RonD

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I think the tire size would effect the trans and transfer case more than the engine power/torque

I think if you stayed with tires under 31" it would be fine
It is a turbo'ed 4cyl after all, not sure that would be the best engine choice for a rock crawler, lol
 


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rusty ol ranger

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I snapped a rear output shaft of a 13-50 (same as the 13-54) with a 2.9l, image what I could do to one behind an engine with power.
Shit automatically breaks itself behind a 2.9 because its scared of the violent death the engine will bestow upon it as soon as the first piston fires.
 

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So that's why bobby is hell-bent on getting the EB to fit. Makes sense. I've seen a few muskrats develop some serious power with them.

So, just hijacking this thread here...

Transfer case and manual trans options? Was under the impression EB swaps were limited to 2wd only?
Like Ron said, you would have to make a 4x4 trans. That isn't a problem for me because I already have two wide-ratio M5OD 4x4s, I'd just need a duratech case to put my guts in.

I am sure that you could handle the production of such a unit. Just keep in mind that to reassemble the transmission you need Ford special service tool "Locally Fabricated Sleeve". It is a 3 foot piece of 2 inch OD pipe.

A healthy supply of Ford special service tool W-00-D is also helpful.
 

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Definately having a few "ha-ha!" moments reading this.

Still need to sit down at some point as well and read up of "why" the EB is so different from everything else out there. Apparently they're a freakishly weird engine with all kinds of bizarre stuff done with oil to produce gofasts.
 

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variable cams,,,plus boost,, equals POWAH at any RPM. they use oil pressure to control the cam advance.
(2010 Fusion Duratec 2.5 NA used it on the intake cam only.)
the 2.0 EcoBoost in my 2019 Edge takes hills at 2k rpms, and hits 90 real quick.
that's not bad for 4500 lb (including people)

check out the clutch setup on the 2.3 EB Mustangs, it needs more room in the bell housing.
 

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variable cams,,,plus boost,, equals POWAH at any RPM. they use oil pressure to control the cam advance.
(2010 Fusion Duratec 2.5 NA used it on the intake cam only.)
the 2.0 EcoBoost in my 2019 Edge takes hills at 2k rpms, and hits 90 real quick.
that's not bad for 4500 lb (including people)

check out the clutch setup on the 2.3 EB Mustangs, it needs more room in the bell housing.

this is a 2010 2.5 Duratec from a Fusion. note the solenoid and funky looking front cam bearing cap.
the front cam bearing does not get oil from the galleries. instead the gallery feeds the solenoid, then the solenoid feeds either of the 2 passages
going to the cam bearing. the bearing has 2 separate circular channels, each fed by only 1 of the 2 passages from the solenoid.
the cam has 2 oil holes, each lined up with one of the circular channels.
each of the 2 cam oil holes has a passage that lines up with an oil hole in the sprocket assembly.
one feeds the advance chamber, the other feeds the mentally disadvantaged chamber.
not shown, the rear of the cam has several alignment/location tabs so the sensors cam determine where the hell it is.


34748


see the hole in the exhaust cam saddle,,, the intake has 2 circular channels there.
 

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Some hurdles for an Ecoboost swap (ignoring the electrical stuff for the moment):

The high pressure fuel pump and vacuum pump sit off the back of the cylinder head on the Ecoboost 4 bangers in longitudinal layout. Your firewall will have to be modified to clear those components.

The Ecoboost engines don't have a power steering pump. Since they're so similar to the Duratec, there's a chance that the provisions for mounting a Duratec power steering pump to the Ecoboost cylinder head are still there, but I haven't been able to see one up close to know for sure. If it's not easy to use a Dtec pump, then you're stuck converting to manual steering, or some electric steering setup from another vehicle.

A Mustang (or possibly 2019+ Ranger) intake manifold would be better options than anything that came out of a vehicle with transverse engine layout as the throttle body would point straight down into the drivers frame rail and the steering shaft lives there too.

The turbo and it's intake/exhaust piping take up a lot of real estate on the passenger side where the upper spring pocket in the frame and HVAC plenum reside. Be ready to modify. The turbos that I've seen for the longitudinal ecoboosts look like better options than any transverse turbo as the inlets are in different locations. Still probably tight on space, but they'd be better.


There's enough extra stuff to tackle, not to mention the costly control pack for DI, that I think it's way, way easier to just boost the Duratec that the truck already has. It's just turbo stuff, bigger injectors, maybe a larger MAF, and a common $400 OBD tune. You keep the current power steering, HVAC stuff, stock firewall, etc and get 90% or more of the Ecoboost gains. The hard part is figuring out where to put the turbo, and fabbing a custom manifold if the turbo is going in the engine bay. Remote turbo has been done successfully on a Duratec Ranger too.
 
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Is that a fine fescue grass? It looks really soft and green. I'm trying to pick out sod for my new lawn.... yea everyone goes Kentucky blue, but I want tough more than anything.
 

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What is the MPG when swapping into an 93 and up ranger?
 

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What is the MPG when swapping into an 93 and up ranger?
Well, when you do it and check the MPG you let us know, because nobody has done it yet.
 

gungfudan

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Well, when you do it and check the MPG you let us know, because nobody has done it yet.
Dang I was hoping some one did. :LOL:
 

Dirtman

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So friggin big!
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Someone on here has been trying to do a 3.5 ecoboost swap...
 


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