Very good Image laugh2

As we know, Monty's setup uses the Fusion Fabrication long runner inlet which is actually a copy of the Mountune inlet that was part of their Ford approved MR200 tuning package, this kit gave an ST150 a genuine 200hp. Both the original Mountune MR200 inlet, and my Fusion Fabrications copy are designed to give good mid-range torque, but they're not really intended to function over 200hp!

I'm giving Monty a very special cylinder head with a significant lift in air flow, but also further improvements in port shape over the already very well designed Duratec head, and with 1mm bigger valves opened further and held open longer by a set of Phase 3 cams, finally the standard 38mm exhaust ports have been opened up to 40mm to help those exhaust gasses escape.

In theory all this means we're giving Monty a big uplift in air flow across the head, but let's not lose sight of the fact that even a completely bog standard Duratec head is known have sufficient air flow to support 250hp. My point is it won't matter how good the head is if the primary restriction to airflow is my long runner Fusion Fabrications inlet, which I suspect it will be! If the air can't pass easily through the bendy inlet *BEFORE* it reaches my fancy pants high flow ported port big valve cylinder head, then no matter how good the head is, I will never come close to releasing it's true maximum airflow potential!

However, if more outright power was my goal I would have junked the Fusion Fabrications inlet a long time ago. What will be super interesting to see is what effect the better breathing cylinder head and phase 3 cams will have on the 3,500rpm to 5,500rpm zone? If my calculations are correct, despite the 41.6mm id exhaust primaries remaining, despite me sticking with the potentially restrictive Fusion Fabrications long runner inlet, Monty's little Duratec should in theory deliver a fat slice more torque from 3,500rpm to 5,500rpm which is really what I'm after here.

And despite widening the lobe separation angle (LSA) by advancing the inlet cam and retarding the exhaust cam by 1 degree each from the cam makers base line numbers, the engine should also now continue making power all the way out to 7,500rpm instead of falling over at 6,500rpm as it currently does on the Newman Phase 2 cams. Of course the caveat here is this really is just theory at this stage, despite all the modelling and predictions we just don't know how well or badly the 'curly wurly' FF inlet will play with the new head and cams?

Monty should be complete and back in my hands this Saturday, but it'll be a while before I'm comfortable enough with my ECU calibration to take Monty to the dyno to lay down some numbers, so I'm afraid you will all need to be a bit more patient. However, I'm confident my bum dyno is going to reveal the general level of success very early on, so I'll try to convey my experiences as soon as I've fully exercised the new Stage 3 Monty.

[Linked Image]

Last edited by Montegue; 22/04/26 07:20 AM.