Duratec 2.0 on stock ECU guidemonsterer - 4/7/24 at 11:08 AM
Hi guys,
My first post, so hello!
Great forum you have here. I just wanted to post this guide I accidently found on installing a 2.0 duratec from a US ford focus into a Birkin (locost
alike). I know there's been a lot of people asking for this and no one delivering, so I hope it helps save some money:
In case the link dies with time, I reproduced it below:
Original Author: Aaron Mihe
Duratec DBW Guide
Quite a few years ago a friend and I installed a Drive-by-Wire equipped Ford Duratec 2.0L engine into his Birkin Sports Car. At the time we
documented the process and this evolved into a concise wiring guide.
Subsequently theres been improvements in the processes and increased understanding of how the Duratec engine electronics interact with things that
need to be brought up-to-date so this will become the central hub for this information.
Heres our install getting its first start! As theres no muffler, no cooling system and the engine hadnt been run since being pulled from the
donor car it wasnt really smart to do much more than start it at that stage.
[Edited on 4/7/24 by monsterer]
monsterer - 4/7/24 at 11:13 AM
Part 1: About the Duratec
The Ford/Mazda Duratec family of motors offer a lot of performance potential in a small and light package. The alloy head and block contribute to a
bare weight of 90kg and lightweight plastic covers and intake components ensure the weight is impressively low when fully dressed..
The ~107kW output in factory 2.0L trim can be boosted with the addition of a wide range of performance parts but most important to builders of kit
cars its also a clean motor easily meeting Euro4 emissions rules in its later Drive-by-Wire configuration.
Drive-by-Wire allows for a greater freedom to mount the accelerator pedal unit as well as introducing a number of fail safes not offered by
traditional cable throttles.
monsterer - 4/7/24 at 11:18 AM
Part 2: About the Duratec Wiring Guide
About this Guide
This guide has been developed to assist in converting the Ford/Mazda Duratec engines from standard factory configuration to other vehicles. It covers
the methods and techniques used to perform a transplant keeping only as much of the donor vehicle wiring as required for successful operation of the
engine. Chassis related systems such as donor vehicle lighting, ABS, Air-bags etc. are typically not required for most transplants and are not covered
by this guide. The Passive Anti Theft System (PATS) is retained for simplicity and the lack of any proven low-cost techniques to bypass the system.
The guide is specifically based around the conversion of 2006-2009 Ford Focus wiring, however the majority of concepts, connectors and wire colours
are the same in the Equivalent range of Mazda3 vehicles.
Benefits
All engine operating fail-safes are the same as the OEM installation
Engine emissions are controlled at OEM levels
Integrated immobiliser meeting all national standards
Turn-Key OEM reliability
Disclaimer
The author of this document and any agent providing this document provides this Document as a resource only. No warranty is offered on the accuracy
or appropriateness of the information within this document to your particular circumstances.
As with any technical document many of the concepts described require an appropriate understanding and technical skill. If you do not understand the
processes and information described it is recommended that you seek the services of a professional to complete the the procedures described.
Key Principles
The basic control of the vehicles electrical system is carried out by a separate chassis wiring loom. The chassis loom should the following
functions;
Lighting (Headlights, Parkers, Indicators etc.)
Instrumentation
The Ford Focus/Mazda3 wiring loom is made up of a number of main segments with a number of design features that make it ideal for the conversion.
ECU & Engine sensor wiring are all on the same one piece wiring loom that can be removed from the Engine Bay of the donor vehicle in one
piece.
ECU/Engine system wiring terminates via a single fuse/junction box in the engine bay of the donor vehicle.
Only three components in a matched set from one donor vehicle are required for trouble free operation with factory reliability and performance.
Engine Control Unit
Instrument Cluster
PATS Key
The Fuel Pump unit, Accelerator Pedal Unit and PATS Key Reader are not coded and can be sourced from an appropriate donor.
The addition of a basic power distribution panel with five relays and associated fuses are all that is needed for successful operation.
In this guide a relay is used in place of the donor vehicle Cooling Fan Control Unit. It is preferable to use the donor vehicle fan controller,
however as this is mounted with the cooling fans at the front of the car it is likely to have suffered damage in any frontal impact. The Fan control
unit would take the place of the Cooling Fan Relay in this guide.
monsterer - 4/7/24 at 01:16 PM
Part 3: Donor Vehicle Connector Locations
Connector Locations
Due to the modular design of the Ford Focus wiring loom there are only a small number of connectors and components critical to independent engine
operation.
C90
Located in in the main engine bay fuse box this is the link between the engine specific wiring and the power supply, fuses and relays to control
engine ancillary devices.
91S-RH5 (BK/BU) DURATEC 2.0 Fuel Pump Relay Trigger (Grounds coil for fuel pump relay via inertia switch is fitted. Connects to PCM on C690 Pin
19)
91S-RH5A (BK/BU)
91S-RH5B (BK/BU)
15S-PE8 (GN/RD)
Not Used
15S-LG23 (GN/WH) DURATEC 2.0L Brake Pedal Detection (Ground for the Brake light Circuit connects to PCM via C690 Pin 39)
15S-LG23B (GN/WH)
15S-LG23A (GN/WH)
Not Used
15-LG28 (GN/WH)
15-LG28A (GN/WH)
50-BB12 (GY)
50-BB14A (GY/RD) DURATEC 2.0L Starter Solenoid Power (via Transmission Selector switch to starter motor, Controlled by Starter Relay)
15-RJ15 (GN/BU) DURATEC 2.0L PCM +12v via Power Hold Relay
15-RJ15A (GN/BU)
15-RR1 (GN/RD) DURATEC 2.0L Ignition Coil Power (+12v via Power Hold Relay. Coils ground by PCM for ignition)
15S-RL42 (GN/BU)
15S-RL50 (GN/BU)
30-RE8 (RD)
30-RE8A (RD)
30-RE8B (RD)
30-TA55 (RD) DURATEC 2.0L Transmission Control Unit +12v Battery (Connects to Transmission Control Unit via C117 & C414)
15-RN3A (GN/BU) DURATEC 2.0L Injector Power (via Power Hold Relay, injectors Ground controlled by PCM)
15-RN3C (GN/BU)
15-RN3 (GN/BU)
30-BA10 (RD) DURATEC 2.0L +12v Battery to Alternator
91S-RH9 (BK/BU)
91S-RH9A (BK/BU) DURATEC 2.0L Power Hold Relay Trigger (Grounds coil for Power Hold Relay) Connects to PCM at C690 Pin 35.
91S-RH9B (BK/BU)
91S-LG45 (BK/GN) DURATEC 2.0L Reverse Light Relay trigger (Reverse light relay coil triggered when in Reverse by Transmission Control Unit)
NOT USED
15S-RD15D (GN/OG)
15-TA55 (GN/BK) DURATEC 2.0L Transmission Control Unit +12v via Power Hold Relay
15-TA18 (GN/OG) DURATEC 2.0L Transmission Range Sensor +12 via Power Hold Relay
15S-RD15C (GN/OG)
91S-BB6 (BK/YE)
15S-RD15B (GN/OG)
15S-RD15A (GN/OG)
10-RJ30 (GY) DURATEC 2.0L Accelerator Pedal Position Sensor Signal (From Accelerator pedal unit)
8-PF36 (WH/GN) DURATEC 2.0L Auto Transmission Shift Up (Connects to Transmission Control Unit via C117 & C414)
8-PF36A (WH/GN)
NOT USED
9-FA88 (BN/WH) DURATEC 2.0L A/C Pressure Sensor Ground (Connects output of pressure sensor to PCM)
9-FA88A (BN/WH)
10-PF36 (GY/OG) DURATEC 2.0L Auto Transmission Shift Down (Connects to Transmission Control unit via C117 & C414)
49-PA6 (BU) DURATEC 2.0L Radiator Fan Control trigger (PCM grounds coil of relay to trigger radiator fan)
NOT USED
NOT USED
15-RE17 (GN/BU)
15-RE17A (GN/BU) DURATEC 2.0L PCM Power +12v IGN in RUN or START (Connects to PCM via C690 pin 46)
15-RN2A (GN/BU)
15-RN2B (GN/BU)
NOT USED
15S-LG9 (GN/BK)
15S-LG9A (GN/BK)
15-RJ14 (GN/YE) DURATEC 2.0L Rear O2 Sensor Power (+12v via Power Hold Relay)
15-RJ25 (GN/RD) DURATEC 2.0L Front O2 Sensor Power (+12v via Power Hold Relay)
15-RR4 (GN/BU)
15-RE21 (GN/OG)
15-RE21A (GN/OG) DURATEC 2.0L PCM Power (+12v via Power Hold Relay)
15-RE21B (GN/OG)
The Block Diagram shows the basic connection paths used for successful operation. The arrows indicate the primary direction of the control or
communication. It is important to consider the Engine & ECU Wiring harness complete with all associated sensors as a complete single unit. While
some parts of the Engine & ECU Wiring Harness may need to be adapted to suit your vehicle configuration the overall harness should not be varied
greatly. For details of individual sensor wiring refer to the electronic version of the Ford Focus Wiring Diagrams.
The OEM Engine Control Unit is designed to be located within the engine bay and only needs to be mounted with the connectors protected from direct
water ingress.
This diagram represents the basic schematic and several other iterations were generated to take into account variations and modifications to suit
other builds.
The end
That's it. Hope this helps somebody. I wonder whether the euro focus is similar....
[Edited on 4/7/24 by monsterer]
[Edited on 4/7/24 by monsterer]
jacko - 4/7/24 at 03:46 PM
Wow what a first 23 4 5 and so on post
Welcome to the forum and I am sure the info will help some one on here
