V6 Duratec exhaust manifold?

[RazMan]

I'm fitting a 2.5 V6 Duratec in my kit car and would like to replace the naff cast iron jobbies with something more appropriate - probably stainless.

Any idea where to start looking?

[Alfa dave]

Standard Mondeo V6 manifolds are stainless with integral close coupled cats - a very complex design. On ST220 they moved to the same as Jag X type i.e. Cast on the rear bank and fabricated steel on the front, without cats. I would have thought that what you can package would be the most important thing.

I know far too much about this particular subject.....

[RazMan]

Oooh a Mondeo guru

It looks like I need to start from scratch anyway as the standard manifolds will foul a chassis crossmember.

Is it a good idea to keep the two banks separate (zorst wise) or is it more efficient to combine them all into one silencer?

[ed400]

The exhaust on any V6 Mondeo goes from 2 banks into one single pipe. If you go [url]www.fordmondeo.org[/url] there is a wealth of knowledge there.

[RazMan]

Cheers for the link - I'll take a peek

[grahamw48]

RazMan said:

Oooh a Mondeo guru It looks like I need to start from scratch anyway as the standard manifolds will foul a chassis crossmember. Is it a good idea to keep the two banks separate (zorst wise) or is it more efficient to combine them all into one silencer?

It's got to be more efficient with twin pipes.

- And the SOUND !

[Alfa Dave]

The joining point will depend on the rest of the engine, we did a lot of experimentation with the ST220 system before settling on a join way back before the system goes around the fuel tank, it was a dynamic issue driven by the exhaust cam timing and mass flow. If you are running standard (175hp) cams then I would aim to join them as close to the production length as possible (under the sump). If you've changed the breathing or cams then you'd need to do some dyno work to establish the best setup.

Are you putting the enginein North/South? If so remember that the sump (and baffling) is designed for transverse....

[RazMan]

Alfa Dave said:

The joining point will depend on the rest of the engine, we did a lot of experimentation with the ST220 system before settling on a join way back before the system goes around the fuel tank, it was a dynamic issue driven by the exhaust cam timing and mass flow. If you are running standard (175hp) cams then I would aim to join them as close to the production length as possible (under the sump). If you've changed the breathing or cams then you'd need to do some dyno work to establish the best setup. Are you putting the enginein North/South? If so remember that the sump (and baffling) is designed for transverse....

I'm putting it in a mid engine setup and transversely, so pretty much as Henry intended - although he may not have approved of the car very much It will be pretty cramped in there because I will probably need to fit cats for the SVA :grr: My guess is that two separate 3:1 systems would be difficult to get in the available space so it will more than likely be joined under the sump area and into a twin outlet silencer by the rear bumper (Elise stylee)

I was wondering whether to mildy tune it before I bung it in, maybe with some fast road cams (I'm a noob with Fords though) Just skimming a bit off the flywheel as we speak to make it a bit quicker in the revs department.

[Alfa Dave]

Tuning will also depend on what you're doing with engine management. If you're using the standard Ford EEC module then you won't gain much whatever you do with cams etc. However if you go Motec, MBE or something similar then you can see some considerable improvement....