For those following all this, here's the parts list:
* Newman Phase 3 Cams
* ARP head stud kit
* Athena MLS head gasket
* Exhaust manifold gasket
While the A.L Developments hand ported big valve head (+1mm valves) is without question a lovely piece of work, after much deliberation we've actually decided to bring the exhaust ports out a litttle further from 38mm to 40mm, my header tubes are 41.6mm ID so a 40mm port will still leave a small anti-reversion lip for good torque. However, it was felt the additional 2mm on a four circular exhaust ports will deliver fully optimised gas flow, while we're on the exhaust side of head we've also decided to take the opportunity to dowel and TiG up the EGR void, this ensures all four exhaust ports are perfectly volume matched.
Finally, I've added the following sensor upgrades so I can implement three robust engine 'failsafe' stratergies within my engine management calibration.
- Bosch Motorsport Knock Sensor
- EcuMaster 10 Bar Oil Pressure Sensor
- Bosch Motorsport Combined Fuel.Temperature & Pressure Sensor
Those following Monty's development journey will already know the EMU Black 'Plug & Play' ECU worked out extremely well, I can highly recommend it to anyone looking to replace the Ford/Visteon ECU used by Morgan. The only small challenge I failed to overcome was getting the ECU to play nicely with the standard Ford knock sensor, while I was certain I'd dialed in the optimal sensor settings, a weak knock trace had me assuming I'd overlooked something?
However, after discussing the challenge with James at M2R Motorport, he explianed this is a very common issue for ECUMasters users when trying to work with the standard Ford knock sensor, the solution is to replace it with a Bosch Motorsport knock sensor that is known to work perfectly with all ECUMaster ECUs including my excellent EMU Black.The new Bosch Motorsport knock sensor allows me build a stratergy into my engine management calibration to save the engine from piston destroying knock/detonation, which I felt is wise given we're increasing Monty's Duratec to a 11.0:1 compression ratio.
I'm also adding oil and fuel pressure sensing to the ECU, if I lose oil pressure or go lean due to a loss of fuel pressure, the ECU will instantanly kill the coil pack trigger signal to save the engine. As we're now taking Monty's Duratec closer towards it's optimal naturally aspirated state of tune, and I'm heading to Castle Combe in June, I felt it was well worth the small extra cost to build these three layers of engine protection into my engine management calibration. Giving the ECU fuel temperature and pressure inputs also opens up additional engine management calibration trimming options, I can now fine trim my base VE table to compensate for changes in the volume of fuel arriving at the back of my 440cc Bosch Green Giant injectors.
The objective as always remains to deliver safe repeatable power, while retaining the excellent OEM Ford Duratec engine reliability, and Monty's super flexible 'everyday use' drivability. All the engine hardware upgrades, sensor implementation and ECU calibration work should be complete in two weeks time
