Very glad to hear even if it didn't completely benefit you! Haha If it's another Ford engine I may have be of some use yet but if not then I probably don't have anything else to offer
@@williambartholomew5680 it actually wasn't so much the wrong engine because I have the 3.0L, rather it was the conversation from the 2.5-3.0L hybrid that was not pertinent to my project.
Great work. Are there any differences in pistons between the 2.5 and 3.0. Obviously bore sizes are different, but are the designs the same, ring grooves, material etc? Trying to work out if they are potentially as strong as each other? Thanks
So much bigger bore haha Between the standard 2.5/SVT and the standard 3.0 the dome/crown is very similar = slightly raised center circle. The ST200 pistons however have a different dome/crown for much more compression, and the Jaguar/Lincoln LS/ST220/Noble 3.0 pistons might have a taller crown too. ALL the 2.5/SVT/3.0 pistons are made of the same or similar casted aluminum. But the 3.0 pistons in the Jaguars, Lincoln LS, ST 220, and Noble are rumored to be forged. I didn't look at ring spacing, I know all the 2.5/SVT are the same but being the 3.0 are used in a different block and both stock engines are good for over 250,000 miles it didn't really matter, I trust Ford's call there. If you're considering swapping from the 2.5 to the 3.0 the biggest reasons to do so are: 1. The 3.0s make more power (about 20hp, 30ftlbs stock for stock direct swap) 2. The 3.0s are more readily available than 2.5s - the bearings, rods, and crank are all the same but 2.5 blocks and pistons are a rare sight today and are a why bother when the whole 3.0 is just as cheap and makes more power.
@@williambartholomew5680 Thanks so much, exactly what I wanted to know. :) Is the extra oil drain in the 3.0 to combat the high rpm oil supply issues that the SVT suffers from? How will you deal with this problem now? Thanks
0:34 Not all of them, depends on the year 3.0 01-03 will still have the PCV between the heads. 13:17 It does not clear. 14:34 Duratecs used 2 types of timing its based on the tooth count of the camshafts. 42 & 38.. SVT's got either seems to be mixed. Seems like 3.0's (At least 01+ got 42 teeth)
I'm told certain years of the 3.0 & 2.5 have larger/smaller holes where the Contour motor mount must go, but I have no concrete info on this - I imagine the center PCV unit has a similar story like what you're telling me, just beyond me and my needs/expertise right now :/ Yeah definitely doesn't seem like the 2.5 intake manifold clears the 3.0 valve covers All 2.5s (SVT & not) use the more narrow timing chain profile while all 01+ 3.0s have the thicker timing chain profile (Been a while so can't remember which had which tooth-count, made a video comparing the two). Rumor has it that all pre-2001 3.0s have the 2.5 chain & sprockets but there's been MANY false reports regarding the 2.5 & 3.0 within the Contour realms - hence why I make these videos haha
Yes that's the main trick, you'll be looking for a 2002ish era Lincoln LS V6 tranny. There should be a fiew other options though because the 3.0 swap is somewhat common in Miatas - they supposedly can get the correct bellhousings or adaptor plates to adapt the 3.0 to either the pre-existing trans or another one....
I have my own shop, family-owner powersports shop I'm a partner of in Wisconsin, USA. I can do these onsey-twosey but I'm no expert in them, and the other projects in the shop take priority. I have a dozen motorcycles & ATVs every week to tend to so I can't get backlogged with car engines. I'd love to build one for someone but that's what has to be said before I can make any promises haha
I have a complete 60k mile jag 3.0 from a s-type (rwd) I'm putting in my 53 Willys Panel. I can't use the chip-key jag computer, and was thinking of using a 96 2.5L Contour ECM and maybe its wiring harness. Do you know if the jag motor has the same sensors? throttle, coils, timing, etc, so I can just hook it up and get the 3.0 to run/drive. I suspect the trans control is different which may be a limp-home problem.
The problem with the Jag 3.0 is they often (or all have) variable cam timing, no Contour ECU will support that. Yours should also be coil-on-plug which the Contour ECU won't support either without modification (there is a common rig for this in the Contour forums) or using Contour ignition. Also the 2.5 ECU will be expecting the secondary runners (which the Jag 3.0 doesn't have) to open up at 3400rpm and without that it's going to run quite poorly from idle to redline always thinking they're open because they're not there - the older ones (for sure 95 & 96) have the secondaries vacuum-controlled but not sure if those ECUs would coop better without secondaries or not..... I have no idea what the ECUs think of the automatic vs manual transmissions..... If the fact that the ECU is chip-key is what's holding you back you're in toruble because all 1995+ Ford ECUs are like this, you're not getting around this with any Contour/Mystique/Cougar/Taurus/Sable/Five Hundred/Freestyle/Escape/Mountaineer ECU. I recommend visiting the Contour forums and asking those guys, I'm not an EFI pro but they'll be able to answer everything I can't and clarify any details I mentioned since I don't know the Jags well (they're extremely uncommon in my corner of Wisconsin lol)
@@williambartholomew5680 Appreciate the reply, I joined the forum, no response so far. The 96 does not have a chip key from my research, 97 they have them. My 97 5.0 explorer was the last year without them. The VVT can be ignored initially and default is ok. The COP is not an issue. I thought the jag had wideband o2 but it doesn't. I don't see how the intake manifold matters, it just uses the 02 to get the right mixture. My MX3 racecar 2.5 also had the intake switches and we removed all of it and it ran the same. I am now thinking I need to find a 97 Ford Explorer 4.0 V6 ECM, because it will control the same 55R5 trans from the jag. The older ones used a 4, and anything newer has the chip key.
I have a question?. If I wanted to go full 3.0l that would mean I would have to Port Mach the intake runners. But I was thinking if I can run the svt cams on the 3.0l?
Well you could use the 3.0 intake with the rest of your 3.0 - I just don't know what you'd have to do to compensate for the lack of intake runner valves, I think I mention the problem in the video because the Contour runs very poorly with it stuck open or closed. The port match allows you to use the SVT intake on an otherwise full 3.0 thus why they're called "Portmatched 3.0" and not "Full 3.0" with the intake & all or the "Hybrid 3.0" like we're doing to have 2.5 heads and intake on our 3.0 block. You can use any of the FWD Duratec V6 cam shafts in any of the FWD V6 heads, just have to change your block's crank sprocket and timing chain to match. I have a video of how the 2.5 & SVT & 01-03 3.0 cams compare you might want to watch to see the timing chain difference, it's pretty important. The 04+ 3.0 cams are supposed to be more comparable to the SVT's.
@@chriscoralAloha not with the 3.0 valves, normally we'd think that but the 3.0 revs just as high as the 2.5 without valve float (though I can't speak for past 7k) so if I put 3.0 valves in these 2.5 heads this engine would outrun every N/A 2.5 or 3.0 from idle to redline :)
2.5 SVT simply because the 3.0 cams I have have very worn sprockets and I find the 2.5 timing chain & sprockets a better design than the 3.0's which seem to wear much harder.
Throwing a complete 3.0 in an SVT Contour is about 20hp and 30ftlbs more. A 3.0 with 2.5 heads does about the same. But take the time to port the heads and buy headers then you'll get an additional 20hp and 20ftlbs or more if you can tune it.
After I got engaged in his episode I realized it was the wrong engine, but still enjoyed it.
Very glad to hear even if it didn't completely benefit you! Haha
If it's another Ford engine I may have be of some use yet but if not then I probably don't have anything else to offer
@@williambartholomew5680 it actually wasn't so much the wrong engine because I have the 3.0L, rather it was the conversation from the 2.5-3.0L hybrid that was not pertinent to my project.
2000 taurus 3.0 duratec here. learning a lot from this. thank you very much.
Thank you for your work!
Great work. Are there any differences in pistons between the 2.5 and 3.0. Obviously bore sizes are different, but are the designs the same, ring grooves, material etc? Trying to work out if they are potentially as strong as each other? Thanks
So much bigger bore haha
Between the standard 2.5/SVT and the standard 3.0 the dome/crown is very similar = slightly raised center circle. The ST200 pistons however have a different dome/crown for much more compression, and the Jaguar/Lincoln LS/ST220/Noble 3.0 pistons might have a taller crown too.
ALL the 2.5/SVT/3.0 pistons are made of the same or similar casted aluminum. But the 3.0 pistons in the Jaguars, Lincoln LS, ST 220, and Noble are rumored to be forged.
I didn't look at ring spacing, I know all the 2.5/SVT are the same but being the 3.0 are used in a different block and both stock engines are good for over 250,000 miles it didn't really matter, I trust Ford's call there.
If you're considering swapping from the 2.5 to the 3.0 the biggest reasons to do so are:
1. The 3.0s make more power (about 20hp, 30ftlbs stock for stock direct swap)
2. The 3.0s are more readily available than 2.5s - the bearings, rods, and crank are all the same but 2.5 blocks and pistons are a rare sight today and are a why bother when the whole 3.0 is just as cheap and makes more power.
@@williambartholomew5680 Thanks so much, exactly what I wanted to know. :)
Is the extra oil drain in the 3.0 to combat the high rpm oil supply issues that the SVT suffers from? How will you deal with this problem now? Thanks
0:34 Not all of them, depends on the year 3.0 01-03 will still have the PCV between the heads.
13:17 It does not clear.
14:34 Duratecs used 2 types of timing its based on the tooth count of the camshafts. 42 & 38.. SVT's got either seems to be mixed. Seems like 3.0's (At least 01+ got 42 teeth)
I'm told certain years of the 3.0 & 2.5 have larger/smaller holes where the Contour motor mount must go, but I have no concrete info on this - I imagine the center PCV unit has a similar story like what you're telling me, just beyond me and my needs/expertise right now :/
Yeah definitely doesn't seem like the 2.5 intake manifold clears the 3.0 valve covers
All 2.5s (SVT & not) use the more narrow timing chain profile while all 01+ 3.0s have the thicker timing chain profile (Been a while so can't remember which had which tooth-count, made a video comparing the two). Rumor has it that all pre-2001 3.0s have the 2.5 chain & sprockets but there's been MANY false reports regarding the 2.5 & 3.0 within the Contour realms - hence why I make these videos haha
What about dropping a 99 taurus 3.0 DOHC 24v in a old car like a 41plymouth rwd difficult? Finding rwd transmission that will bolt up?
Yes that's the main trick, you'll be looking for a 2002ish era Lincoln LS V6 tranny. There should be a fiew other options though because the 3.0 swap is somewhat common in Miatas - they supposedly can get the correct bellhousings or adaptor plates to adapt the 3.0 to either the pre-existing trans or another one....
@@williambartholomew5680 thank you very much
THANK YOU THANK YOU THANK YOU SO!!!!!!!!!! MUCH 👍👍👍👍👍👍
Question William, do you have a shop by chance or could you recommend a shop where they do work on these types of motor?
I have my own shop, family-owner powersports shop I'm a partner of in Wisconsin, USA. I can do these onsey-twosey but I'm no expert in them, and the other projects in the shop take priority. I have a dozen motorcycles & ATVs every week to tend to so I can't get backlogged with car engines.
I'd love to build one for someone but that's what has to be said before I can make any promises haha
I have a complete 60k mile jag 3.0 from a s-type (rwd) I'm putting in my 53 Willys Panel. I can't use the chip-key jag computer, and was thinking of using a 96 2.5L Contour ECM and maybe its wiring harness. Do you know if the jag motor has the same sensors? throttle, coils, timing, etc, so I can just hook it up and get the 3.0 to run/drive. I suspect the trans control is different which may be a limp-home problem.
The problem with the Jag 3.0 is they often (or all have) variable cam timing, no Contour ECU will support that. Yours should also be coil-on-plug which the Contour ECU won't support either without modification (there is a common rig for this in the Contour forums) or using Contour ignition. Also the 2.5 ECU will be expecting the secondary runners (which the Jag 3.0 doesn't have) to open up at 3400rpm and without that it's going to run quite poorly from idle to redline always thinking they're open because they're not there - the older ones (for sure 95 & 96) have the secondaries vacuum-controlled but not sure if those ECUs would coop better without secondaries or not.....
I have no idea what the ECUs think of the automatic vs manual transmissions..... If the fact that the ECU is chip-key is what's holding you back you're in toruble because all 1995+ Ford ECUs are like this, you're not getting around this with any Contour/Mystique/Cougar/Taurus/Sable/Five Hundred/Freestyle/Escape/Mountaineer ECU.
I recommend visiting the Contour forums and asking those guys, I'm not an EFI pro but they'll be able to answer everything I can't and clarify any details I mentioned since I don't know the Jags well (they're extremely uncommon in my corner of Wisconsin lol)
@@williambartholomew5680 Appreciate the reply, I joined the forum, no response so far. The 96 does not have a chip key from my research, 97 they have them. My 97 5.0 explorer was the last year without them.
The VVT can be ignored initially and default is ok. The COP is not an issue. I thought the jag had wideband o2 but it doesn't.
I don't see how the intake manifold matters, it just uses the 02 to get the right mixture. My MX3 racecar 2.5 also had the intake switches and we removed all of it and it ran the same.
I am now thinking I need to find a 97 Ford Explorer 4.0 V6 ECM, because it will control the same 55R5 trans from the jag. The older ones used a 4, and anything newer has the chip key.
I have a question?. If I wanted to go full 3.0l that would mean I would have to Port Mach the intake runners. But I was thinking if I can run the svt cams on the 3.0l?
Well you could use the 3.0 intake with the rest of your 3.0 - I just don't know what you'd have to do to compensate for the lack of intake runner valves, I think I mention the problem in the video because the Contour runs very poorly with it stuck open or closed.
The port match allows you to use the SVT intake on an otherwise full 3.0 thus why they're called "Portmatched 3.0" and not "Full 3.0" with the intake & all or the "Hybrid 3.0" like we're doing to have 2.5 heads and intake on our 3.0 block.
You can use any of the FWD Duratec V6 cam shafts in any of the FWD V6 heads, just have to change your block's crank sprocket and timing chain to match. I have a video of how the 2.5 & SVT & 01-03 3.0 cams compare you might want to watch to see the timing chain difference, it's pretty important. The 04+ 3.0 cams are supposed to be more comparable to the SVT's.
@@williambartholomew5680 If you enlarge the valves you may create float.
@@chriscoralAloha not with the 3.0 valves, normally we'd think that but the 3.0 revs just as high as the 2.5 without valve float (though I can't speak for past 7k) so if I put 3.0 valves in these 2.5 heads this engine would outrun every N/A 2.5 or 3.0 from idle to redline :)
@@williambartholomew5680 How is it going over there??
What camshafts will you use ??? 2.5 or 3.0 ??
2.5 SVT simply because the 3.0 cams I have have very worn sprockets and I find the 2.5 timing chain & sprockets a better design than the 3.0's which seem to wear much harder.
How much power do you get off of doing this swap?
Throwing a complete 3.0 in an SVT Contour is about 20hp and 30ftlbs more. A 3.0 with 2.5 heads does about the same.
But take the time to port the heads and buy headers then you'll get an additional 20hp and 20ftlbs or more if you can tune it.