Forged Pistons/Rods
- Thread starter Shiloh
- Start date
02V8Sport
Dedicated LVC Member
Yes!! http://www.rosspistons.com/
They made me a custom set of pistons back in 1995 for my turbo 240sx project. I had 1 of 3 turbo's 240sx's in the US at the time. Now they are running all over the place. You will have to buy a piston from Ford and send it to them and they can duplicate it to any compression level as well.
They made me a custom set of pistons back in 1995 for my turbo 240sx project. I had 1 of 3 turbo's 240sx's in the US at the time. Now they are running all over the place. You will have to buy a piston from Ford and send it to them and they can duplicate it to any compression level as well.
Quik LS
Dedicated LVC Member
doesn't the 3.0L 32v already have forged internals?
01LSVT
Active LVC Member
Forged crank and forged rods. The Duratec 3.0L has proven to handle 400+ wheel HP on stock internals. Go take a look at www.contour.org, you'll see quite a few turbo 3.0L swaps over there. There have been a few to go with forged pistons. Ross has made a few sets, diamond has, and I believe there's one other company that some have went through, maybe JE? What are your power goals? What type of F/I setup are you going with? The Contour guys would love to see what you're working on!!
Mark
BTW, it's a 24V 3.0L
cammerfe
Dedicated LVC Member
How much power are you aiming for? When you have a firm answer to this question, it'll be possible to suggest other parts needed. You might try, when the time comes, to talk to the folks at RACE. They handle Ross and other brands, and can provide virtually any rod as well.
KenS from Ben's Place
BigBalledOX
Active LVC Member
Forged crank and forged rods. The Duratec 3.0L has proven to handle 400+ wheel HP on stock internals. Go take a look at www.contour.org, you'll see quite a few turbo 3.0L swaps over there. There have been a few to go with forged pistons. Ross has made a few sets, diamond has, and I believe there's one other company that some have went through, maybe JE? What are your power goals? What type of F/I setup are you going with? The Contour guys would love to see what you're working on!!
Mark
BTW, it's a 24V 3.0L
I can vouch for everything he just said. I'm in the process of putting together a Cougar with a 3L Duratec and an intercooled Vortech kit, which should be in the ballpark of 350 FWHP when its done.
01LSVT
Active LVC Member
I was lucky enough to pick up an '04, 3.0 with 30k in pristine shape for 300 from Linden, New Jersey last week. My goal is 350 HP without the BDT. I want to run the BDT at 10-12 lbs boost. Present thoughts are to bore and stroke to get 300 to 400 cc, port and polish the heads and B&B. I don't think that will be enough to get me where I want to be so suggestions are welcome. I am also searching for a quaility engine (Ford) shop in the New York area. The shops around me which I have spoken to are soley GM.
What affect will changes like these have on the car's electronics? Does the PCM just adjust to the changes? I haven't done an engine in 30 years, way before the technological revolution. Thanks for the help.
What affect will changes like these have on the car's electronics? Does the PCM just adjust to the changes? I haven't done an engine in 30 years, way before the technological revolution. Thanks for the help.
01LSVT
Active LVC Member
Boring and stroking the 3.0L Duratec will only weaken the block's structure, and really won't gain you much, if anything. Believe me, the bear bones STOCK lower end is capable of 500bhp. Pistons are the only thing you might 'consider,' just to be on the safe side. From what has been discussed on contour.org, there are different variances with the 3.0L blocks, so you'll have to actually take a measurement from the block you just purchased, or send in one of your pistons, to have the forged pistons made to fit YOUR particular block.
Mark
Mark
ILLS
Dedicated LVC Member
Good luck trying to hit 350 hp off that engine N/A while keeping your budget realistic. Just build it and boost it rather than wasting allot of time and more money trying to get it to 350 hp N/A first.
Quik LS
Dedicated LVC Member
the PCM controls all fuel and spark - it has some built in adjustibility like any EFI system - but it's trying to adjust within the know components (injector size, ...etc) to compensate for altitude, temperature, ...etc
When you start changing the component themselves - the PCM needs to be recalibrated for that. Otherwise your are simply hoping that things like larger injectors provide the needed fuel using the duty cycle and flow rate of what the PCM is using for the stock injectors...
Under non-WOT the system is in closed loop and uses all the feedback of O2 sensors to keep adjusting, but under WOT is uses maps - so those maps need to be re-done for the new components.
When you start changing the component themselves - the PCM needs to be recalibrated for that. Otherwise your are simply hoping that things like larger injectors provide the needed fuel using the duty cycle and flow rate of what the PCM is using for the stock injectors...
Under non-WOT the system is in closed loop and uses all the feedback of O2 sensors to keep adjusting, but under WOT is uses maps - so those maps need to be re-done for the new components.
ILLS
Dedicated LVC Member
Quik you are pretty much spot on with most of what you mentioned in your post. There is one portion that is slightly inaccurate though.
Even while part throttle in closed loop the PCM (bottom portion of MAF transfer function specifically) will need to be modified to get your short term fuel trims (STFT) in order for the different components. This will ensure that driveability is good and that you are maintaining your stoichiometric AFR during closed loop driving. The long term fuel trims (LTFT) will assist in getting the STFT's closer once you turn adaptive learning back on in the tune. However if your STFT's are really far off then long terms will only be able to bring them so close to stoich.
The MAF transfer function controls not only WOT open loop fueling but also part throttle closed loop fueling too. The upper part being primarily used for WOT open loop and the bottom portion used more for closed loop.
Regardless, with proper tuning the PCM will be able to account for different injectors, different returnless fuel pump, bigger MAFS and all those items as well as boost like you said.
IIRC, the LS's D30 is like the 3.9L, with iron-sleeved cylinders in an aluminum block. I don't think you can bore out the cylinder sleeves enough to make any difference, and, from what I've read, removing the sleeve will pretty much destroy the block.
They made me a custom set of pistons back in 1995 for my turbo 240sx project. I had 1 of 3 turbo's 240sx's in the US at the time. Now they are running all over the place. You will have to buy a piston from Ford and send it to them and they can duplicate it to any compression level as well.
__________________
did u have a hatch or coupe s13?
i used to have a coupe with a red top sr20 and a kouki s14 front end conversion
sickest car i ever owned so FAST!
__________________
did u have a hatch or coupe s13?
i used to have a coupe with a red top sr20 and a kouki s14 front end conversion
sickest car i ever owned so FAST!
BigBalledOX
Active LVC Member
Quik LS
Dedicated LVC Member
Milling - as in to raise compression?
ILLS
Dedicated LVC Member
My thoughts exactly. Higher compression is not as boost friendly. Great for N/A combo's but usually not so great for boosted ones.
One the other hand it all depends on what driving characteristics this guy wants. Sometimes if you want to get more kick in the pants off the line with a turbo or centrifugal s/c then a slightly higher CR is not a bad thing. You just cannot run as much total boost compared to if you kept CR low.
Then you have the flipside (low CR-high boost) which everyone has heard. For some reason I get the impression that Shiloh didn't have the first example I gave in mind...
ILLS, you are correct; hole shots are not my goal. I want power and response through the mid range. Road courses (Lime Rock,CT) are my preference. I'll keep researching and eventually come up with the right set up.
01LSVT
Active LVC Member
Once again, I would highly recommend you check out www.contour.org. That site by far, has the most information and knowledge about the Duratec motor(boosted or n/a). They have a 3.0L forum, and a Forced Induction forum that you'll find a wealth of information in. I'll try and help where I can, if and when you have questions.
Mark
You might want to check out the Noble forums too, http://www.nobleforums.com/index.php they are getting 450 bhp from the V6 with twin turbos. Pretty sure they've lowered compression though using the contour/mondeo heads and custom pistons.
01LSVT
Active LVC Member
The Contour/Mondeo heads on a 3.0L block would actually raise compression. I had a 3.0L swap in my old Contour SVT, with the 2.5L(SVT) heads. CR will be in the 11.25:1 area, NOT good for boost. Some of those Noble guys are pushing 500whp!!
Mark