LocostUSA.com

Has anyone had luck adapting an oem s2000 header, pr other oem header to you Duratec? With my 442 chassis I am not sure any other header might be adapted short of going full custom

The obvious choices would be Caterham ($$$$!!!), a header for a focus or escape as it will be pointing the right direction and the primaries could be extended through the side of the bonnet, or use the ford manifold that is clean and much like a shorty header. Just clean and ceramic coat, then add a mandrel elbow at the head pipe to bring the exhaust outboard of the frame. New manifolds around under $100. It will also help keep the heat down under the bonnet compared to a thin walled header with the same finish.

A long tube header with the same bore spacing could be used with a new flange to fit the duratec and the primaries would need to be extended anyway. A long tube header for the older lima 2.3l might work.

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Miata UBJ: ES-2074R('70s maz pickup)
Ford IFS viewtopic.php?f=5&t=13225&p=134742
Simple Spring select viewtopic.php?f=5&t=11815
LxWxHt
360LA 442E: 134.5x46x15
Lotus7:115x39x7.25
Tiger Avon:114x40x13.3-12.6
Champion/Book:114x42x11
Gibbs/Haynes:122x42x14
VoDou:113x44x14
McSorley 442:122x46x14
Collins 241:127x46x12

I guess that depends how I want to approach the exhaust in general, I could certainly go that route, But this is part of the car where I expect to spend some money to have a header and exhaust I like. Or whatever I have energy for when it comes up on the to do list

Designing and building your own header can be a very rewarding side project, one that you will be proud of every time you look at it.

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Midlana book: Build this mid-engine Locost!, http://midlana.com/stuff/book/
Kimini book: Designing mid-engine cars using FWD drivetrains
Both available from https://www.lulu.com/

I was looking at 1.5" ID 304 stainless bends and sections. I saw some on AliExpress that had an attractive price, but listed 1.5" OD so I need to figure that out before thinking about that route. I have a Manifold plate already and have been getting an Idea of what is involved, and I may as well 3d print some mock up tubes or bends to plan it out. I am open to any suggestions on where to get stainless sections or J bends.

They have 38mm and 45mm OD tubing with a 1.5" wall. that would mean a small stepdown in size of 2.5mm if using the 38mm tubing, or a step up of about 5mm in diameter over my port size. Obviously so close to the port you want a smooth transition into the primarys. Might have to pay for pipes sized for ID

Tubing is always measured on the OD. Pipe is always measured on the ID. Tubing slightly too small for the port is fine, as it can be tacked in place and, using a brass drift, stretched slightly to reach out the the flange walls. Oh, and anything from AliExpress will most likely be metric, regardless of size claims.

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Midlana book: Build this mid-engine Locost!, http://midlana.com/stuff/book/
Kimini book: Designing mid-engine cars using FWD drivetrains
Both available from https://www.lulu.com/

Doing a little fuel pump shopping. I have the JAZ sumped 8 gallon tank. I think I am looking for a 60gph external pump running 60 psi. This is for a naturally aspirated 2.5.

Stock fuel rail pressure is like 55psi but I am not sure if you cna go with a significantly higher pressure pump without causing additional concerns

How does a duratec generally control it's fuel pressure? I am going to run a microsquirt.

Variable output pump. Better to use an older, traditional return line system and vacuum/boost ref fpr with the ms.

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Miata UBJ: ES-2074R('70s maz pickup)
Ford IFS viewtopic.php?f=5&t=13225&p=134742
Simple Spring select viewtopic.php?f=5&t=11815
LxWxHt
360LA 442E: 134.5x46x15
Lotus7:115x39x7.25
Tiger Avon:114x40x13.3-12.6
Champion/Book:114x42x11
Gibbs/Haynes:122x42x14
VoDou:113x44x14
McSorley 442:122x46x14
Collins 241:127x46x12

I am not running a turbo, and all the info I have seen has not used a return line.

I'll second MV8's suggestion of a standard pump & regulator. It can be done both return and return-less. A return system will help with hot starts. A return-less keeps the fuel cooler and helps evap. emissions and can benefit turbo applications. Use what best suits your needs, either will work.

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Peace, Ron

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Miata UBJ: ES-2074R('70s maz pickup)
Ford IFS viewtopic.php?f=5&t=13225&p=134742
Simple Spring select viewtopic.php?f=5&t=11815
LxWxHt
360LA 442E: 134.5x46x15
Lotus7:115x39x7.25
Tiger Avon:114x40x13.3-12.6
Champion/Book:114x42x11
Gibbs/Haynes:122x42x14
VoDou:113x44x14
McSorley 442:122x46x14
Collins 241:127x46x12

The Duratec uses a return-less normally. I am open to whatever the ideal setup is. The only part of the fuel system I have on hand so far is the JAZ 8 gallon with sump. Currently working out what is next. Looking to position it over the differential above the roll center.

I know. Ideal to me is low cost and commonly done so fewer potential problems to figure out on my own.

Most universal FPR have a vac port and will work for boosted or NA.
The older return system is more cost effective and I don't know that ms supports variable pump output.
The return and regulator should be added as close to the rail as practical and helps prevent vapor lock by constantly circulating fuel in the lines up to the tee.

If you keep operating pressures with the return system similar to the oem returnless, the oem injectors should be fine so no need to swap. If after fine tuning they are operating at an excessive duty cycle, then you might want to upgrade to slightly higher flow injectors or slightly increase operating pressure.

Use an ethanol compatible fpr. 5/16 lines in nylon or steel should be fine. Aeromotive makes high quality fprs.

_________________
Miata UBJ: ES-2074R('70s maz pickup)
Ford IFS viewtopic.php?f=5&t=13225&p=134742
Simple Spring select viewtopic.php?f=5&t=11815
LxWxHt
360LA 442E: 134.5x46x15
Lotus7:115x39x7.25
Tiger Avon:114x40x13.3-12.6
Champion/Book:114x42x11
Gibbs/Haynes:122x42x14
VoDou:113x44x14
McSorley 442:122x46x14
Collins 241:127x46x12

are returnless systems more comon on high pressure designs? The Duratec is using 55psi on a return less system. I am not stuck on that persay, just trying to decide what makes most sense. on a 2.5l I doubt I will be pushing the fuel system much. Maybe I need to look into what control methods and sensing options are on the engine stock my initial thought was a 60gph 60psi inline pump close to the sump. meeting engine demand for pressure with plenty of flow overhead. That leaves the question of pressure regulator before or after the fuel rail, and or possibly an aftermarket fuel rail. The JAZ tank has ports for return if I want to use it. I am just not that knowledgeable on fuel systems compared to other aspects.

I am looking at this pump which meets the needs of the fuel system, but should I look for more pressure headroom?
https://www.summitracing.com/parts/msd-2225

I haven't researched fueling my engine yet, but the plan is to use an MX-5(NC) in tank pump/sender in a Rhode 15 gal tank.
Do I need a return line and a regulator? I'm guessing the answer is yes.

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Tibor


'20 Alfa Romeo Stelvio daily
Locost/442E in progress