This activates the internal spring and allows the tensioner to extend and apply pressure to the chain. Failure to manually activate the secondary tensioner s can lead to catastrophic engine failure. Once the tensioners are activated there is no way to deactivate them. Once installed, the clips are removed, and when ready, the tensioners must be compressed to activate. To install the secondary tensioners, apply some oil to the tensioner housings, the O-rings, and the cylinder head bore features.
With the installation clips in place, insert the tensioners into the bores, with the curved side of the contact pads to the back, and push them in until they are fully seated.
Then install the lower chain contact pads by sliding them in from the front. Once fully installed, pull the installation clips but be careful to not compress the tensioners. The secondary chains need to be installed before activation. As always, we want to remind you that chains can experience wear and stretch, guide contact surfaces can become damaged and guide bracketry can break, damage to the tensioners can occur, and sprocket tooth wear will develop when operating with an unstable chain.
For these reasons, and the fact that timing component cost is a fraction of the labor costs required to replace the components, it is recommended to replace all components when making the repair. Name required. Mail not published required. Your Constructive comments on this article. So just so I understand correctly, with the changes you are recommending in the article; cams, stage 1 or 2 mods, injector flow increase, exhaust.
My Focus SE with the 2. Around hp is possible with bolt on mods and a remap. Thank you. This sort of thing is best discussed in our forums, as our audience are from all over the world we are unable to recommend specific brands as they are not available in all regions.
Our forum members will likely be able to point you out with some local solutions and suggestions to you. If you are based in the UK then look for Burton power and Kent cams for suppliers. I have a Fusion S with 6 spd manual. Love it. Any tuning advice after the filter. Any idea what the basic long block weights in at. Thinking of a WAY off road application and weight needs to be figured before I move further. Are they out there? Join our forum today and benefit from over , posts on tuning styling and friendly car banter.
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On a car driven daily you need to optimize your power band to your cars usage. Aiming for hp a sensible target on FWD applications Duratec power limits for a 2. Aiming for hp Getting the power down is important, so we would recommend you look into differential upgrades, especially on the European front wheel drive models.
Most tuners will focus on the enlargement of the exhaust ports. The ecu map and fuelling also will make differences on the torque gains you'll achieve. The Duratec engine blocks are great to work on and we see that there is an increase of upgrades and performance parts about.
Help us improve, leave a suggestion or tip Click here to cancel reply. Anyway, as a result of a failed water pump, minuscule amounts of antifreeze go into the crankcase. When mixed together with the engine oil, this concoction can potentially damage the connecting rod bearings and the head gaskets.
Unfortunately, there are no early warning signs regarding this issue as they occur out of nowhere; without warning. In addition, the repair costs and other charges are pretty expensive for this issue, so you might want to save up a little if ever it comes knocking on your door. You have two options for this kind of issue, either you disassemble or remove the pump, or you need to replace the engine.
A lawsuit was filed against Ford with this issue. The longitudinally mounted engine variants of the 3. In relation to the water pumps, the water pump bearings are also vulnerable to failing. In recent Duratec versions, the chain-driven pump at the front also works as an alternate of an intermediate timing chain sprocket, turning the vector of applying force by degrees.
When these bearings fail, it causes the movement of the timing center leading to some serious problems inside the cylinders and valve train. Further, the coolant leakage that should weep out the front of the timing cover ends up mixing with the engine oil and forms a milky oil in coolant emulsion inside.
If the water pump issue plagued mostly the earlier i-VCT engines, however, the cam torque actuated phasers affect the tail end of these engines. Okay, then to proceed, the Dual Variable Cam Timing technology imposed by Ford is pretty complex at this time, involving many parts. You what it is, if you have many moving parts, you have a lot of contacts and a lot of things going on at the same time.
It is a good addition, though to an already established engine, but there are issues regarding these guys. These components rotate each camshaft relative to the timing. These cam torque phasers, when they fail, can cause other problems if not addressed quickly and properly. After going through the overall rundown of the engine, all I can say is that this engine has already established itself as one of the longest-running engines. The name that Ford introduced put people in a different perspective in the engine.
It is best for traversing and city driving with a little bit of aggressiveness spice. Currently you have JavaScript disabled. In order to post comments, please make sure JavaScript and Cookies are enabled, and reload the page.
Click here for instructions on how to enable JavaScript in your browser. Where does this engine place, and what legacy does it have? Join me as we go with these details. What are Ford 3.
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