Omex Duratec VVC MZR Engine v1_0

Transcription

Brochure v1.00 05/01/14
OMEX
www.omextechnology.co.uk
Ford 2.0L Duratec VVC (MZR)
Performance Engine Packages
Ford Duratec 2.0L VVC (MZR) Engine Packages
Our range of OmexPower engines has been developed to be engine package solutions that are truly ’turn key’. We have developed a
coherent range of very high quality, fully tested engine packages with varying power outputs to suit your requirements and budget. All
our engine packages are built on brand new engines. The engines are all built at Omex, mounted on a special jig and hot run. This
means that the cams are run in, the throttle bodies (where applicable) are balanced, the idle speed is set and the emissions are checked
for IVA and MOT compliance. The engines are supplied with the new Omex 630 Series ECU and a fully assembled wiring loom as
standard. To ensure absolute peace of mind the engine is tested with the actual loom and ECU that are shipped with your engine. As
the ECUs are all pre-calibrated there is no need to run any OmexPower engine on a rolling road or dyno. Simply fit to your car, connect
5 wires (details are of course supplied) and start the engine!
The OmexPower range of Ford Duratec VVC (MZR) engines covers power outputs of 195 to 215 bhp. The engines are available as an
inline (to suit front engine rear wheel drive) version. The engines use the superb RaceLine lowline fully baffled sump (do not confuse
this with cheap inferior copies that are available).
These superb engines features variable cam timing (VVC). The inlet camshaft timing is varied by up to 36 degrees under ECU control
to give a very wide power band, with excellent bottom end torque and a real rush at the top end of the rev range. The standard
specification of these engines is significantly enhanced from the non VVC Duratec engines, allowing a safe and totally reliable 7800RPM
rev limit. As standard both specifications are fitted with an uprated crankshaft, forged con rods and forged pistons. They also have
uprated valve springs as standard fitment. This makes them ideal as a trackday engine as they are very strong engines. We initially
designed this specification for a production run of 60 cars for Morgan Motor Company where many of them have been raced for three
seasons with no issues at all. They have since been fitted into all sorts of vehicles including our own raw Striker test car where Autocar
magazine described it as ‘ the one we could have stayed on track all day with’. The 215bhp specification features our own camshaft
design that gives an additional 20 bhp and improved mid-range torque with no loss at the bottom end of the rev range.
There are a wide range of mechanical options and upgrades available to suit your requirements, such as 3 different throttle body lengths
and 2 manifolds, different clutches and flywheels, side water rails, a choice of linkages, uprated valve springs etc. The available options
for each engine specification are detailed at the end of each section. In addition there are several electronic options available, such as
full throttle gearshift, shift lights and more, again detailed at the end of each engine. If you would like advice about which specification
fits your vehicle best then please give us a call.
If you would like to see any of our engines, we generally have all specifications available for viewing. In addition we have most
specifications available in demonstration vehicles. Most of these regularly attend track days and you would be most welcome if you
would like a demonstration on track.
- High specification engine
- 195 bhp
- 7800 RPM rev limit
- Multiple throttle bodies for instant
throttle response
Engine shown is D20MZR021
with alternator kit OMEP2110A(F)
- Inline installation
- Duratec Variable Valve Timing (VVC) engine package
- Omex specification inlet and exhaust cams
- High specification engine
- 215 bhp
- 7800 RPM rev limit
- Multiple throttle bodies for instant throttle response
- Inline installation
215 bhp Duratec VVC Engine
- Duratec Variable Valve Timing (VVC) engine package
Selecting your engine
Omex Technology Systems Ltd, 3 Mackenzie Way, Manor Road, Cheltenham, GL51 9TX
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info@omextechnology.co.uk
2
Duratec 2.0L VVC (MZR) Engine - 195 bhp
This superb all alloy, variable valve timing engine makes a fantastic road or track day engine for your vehicle. It offers great power output
in a lightweight package with an extended rev range, this engine with its strong torque curve gives great performance and exceptional
reliability and driveability. Available as an inline (front engine rear wheel drive) engine, it utilises individual throttle butterflies for each
cylinder which gives unrestricted airflow to each cylinder and hence a high power output. In addition, the ability to produce more power
and torque at the higher end of the rev range means that the on road and track performance is enhanced. Also the sound of throttle
bodies cannot be beaten. The engine is fitted with the superb Raceline lowline wet sump (with a dry sump option) to allow maximum
ground clearance and no oil surge. A wide range of options and upgrades to suit your specific requirements are available.
Inline Specification
Engine
Engine Specification
- D20MZR021
195 BHP Engine (inline)
New Duratec 2.0L VVC (MZR) Engine
Ready mapped 630 Series ECU
Ready built wiring harness
Lowline baffled sump
Inlet manifold with multiple throttle bodies
Lightweight alloy air horns
Fuel rail
Fuel pressure regulator
Throttle position sensor
Air temperature sensor
Coolant temperature sensor
Crank position sensor
Injectors
Ignition coil pack and leads
Oil filter
Gaskets
Options
Alternator outputs and positions
Dry sump system
Alternative inlet system lengths and angles
Air filters
Throttle linkages
Fuel line fitting type
Brake servo piping
Uprated big-end bolts
Side water rail assembly
Flywheels and clutches
Starter motors
Bell housings
Uprated wiring harness specifications
Electronic controls
Engine Power Graphs
How much power will my engine make?
The power and torque graph shows the results obtained from an engine in a Morgan Plus 4, using an Aero Racing exhaust manifold,
catalytic convertor, and silencer system. These results are from testing on Omex’s Superflow rolling road.
200
D20MZR021
180
BHP / Torque
160
140
Power
Torque
120
100
80
60
2000
2500
3000
3500
4000
4500
5000
5500
6000
6500
7000
7500
RPM
8000
Duratec 2.0 VVC (MZR) 195 bhp Engine Power Graph
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What comes with the engine?
Electronics
Omex’s new 630 Series ECU controls the fuel injection, standard Ford distributorless ignition coil pack, and optionally, many other
functions around the vehicle. The ECU is connected to the hardware with a complete, ready built wiring harness, which is fully tagged
and with the correct connections made for the Duratec engine, ensuring easy clip-on fitment, optimum performance and absolute
reliability. The ECU, wiring harness and sensors are kept with each engine build throughout assembly and testing work, ensuring that
the engine package you receive has been tested as a whole package.
Inlet System
Standard fitment - long throttle bodies with long
port angled inlet manifold and 40mm air horns
Proven, reliable, Jenvey throttle bodies are used on these specification engines. Individual throttle plates give the air an unrestricted
route to the engine giving maximum power. There are three options of throttle body lengths and two manifold designs to suit all
applications.
Sump
Inline wet sump in parts and assembled on the engine.
The engines are fitted with a new low line increased ground clearance sump with internal baffling designed to keep the oil on the pickup.
This sump has been tested in vehicles up to single seaters with slicks and wings generating very high cornering forces.
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Ignition System
DIS coil pack, ignition leads, and spark plugs are all included.
Temperature Sensors
Air and coolant temperature sensors are
supplied and fitted.
Crank & Throttle Position Sensors
Crank and throttle position sensors are
supplied and fitted to all engines.
Gaskets & Oil Filter
Injectors
Bosch injectors are used giving excellent
spray patterns to optimise power outputs
and reduce emissions.
Fuel Pressure Regulator
All gaskets and an oil filter are included
and fitted.
The engine utilises an aluminium billet fuel
pressure regulator.
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Engine Dimensions - (Inline Version)
All dimensions are approximate, if you need any other dimensions please ask.
- Ignition coil pack can be removed and mounted remotely
- Optional side water rail reduces the size of the water housing (see options list)
- Oil filter can be changed for a shorter filter
Back of
Water housing
Front of
pulleys
Engines shown with optional alternator kit OMEP2110A(F)
and standard inlet system arrangement.
630mm
End of
Throttle bodies
330mm
160mm
Side
Crank
centreline
510mm
Top of oil cap
& cam cover
Top of
throttle
bodies
570mm
250mm
510mm
420mm
Front of
pulleys
490mm
Side
590mm
Bottom of
throttle
bodies
Bottom of
sump
Bottom of Crank
centreline
sump
150mm
260mm
440mm
175mm
Top of
cam cover
120mm
Rear of Rear of
coil
block
120mm
Rear of Rear of
block
coil
End of
Throttle bodies
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Options and Upgrades - Alternators
Inlet side alternator kits
For chassis clearance there is the option of alternator mounting on either the inlet or the exhaust side of the engine. Racecars with
minimal electrical requirements can use the smaller 50A alternator. Road cars and rally cars with higher electrical requirements will
require the larger 130A alternator. All alternator kits are fitted to the engine and include; alternator, alternator pulley, billet brackets (or
direct mount), idler pullies and drive belt.
80mm
180mm
Crank
centreline
110mm
Side of
engine
Bottom of
alternator
Crank
centreline
Top of
alternator
160mm
270mm
Top of
cam cover
OMEP2110A(F) - 130A inlet side
Engine shown with standard length throttle bodies and low line sump
Side of
alternator
70mm
200mm
Crank
centreline
80mm
Bottom of
alternator
Crank
centreline
Top of
alternator
85mm
355mm
Top of
cam cover
Side of Side of
engine alternator
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Exhaust side alternator kits
260mm
190mm
Bottom of
alternator
Top of
alternator
Top of
cam cover
OMEP2112A(F) - 130A exhaust side
60mm
Crank
centreline
115mm
130mm
Side of Side of
alternator engine
Crank
centreline
260mm
190mm
Bottom of
alternator
Top of
alternator
Top of
cam cover
60mm
Crank
centreline
Side of
engine
Side of
alternator
85mm
130mm
Crank
centreline
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Options and Upgrades - Dry Sump
Although not required for most applications, we offer the Raceline dry sump option for pure competition applications (inline only, not
suitable for transverse applications). It gives the advantage of an even lower sump line (approximately 25 mm lower than the lowline
wetsump) so the engine can be mounted even lower in the chassis.
Also available as a no cost option are mounting lugs on the front of the dry sump for engine mounting directly to the chassis tub in
single seaters or via stiff silentblocks in seven type vehicles.
Inline dry sump in parts and assembled.
Internal oil pump drive
Our dry sump oil pump is built into the engine in the place of the standard oil pump, without any external drive belts that are so prone
to damage and subsequent failure causing destruction of the engine.
As well as being much more reliable it is lighter in weight than other dry sump systems. With a scavenge to pressure ratio of 2:1 the
sump is kept empty of the oil mist that drags down power output. The sump also includes twin crank scraper plates and an additional
trough baffle.
Installation in your vehicle is really simple, with a single pipe from the sump to the oil cooler, a pipe from the cooler to the oil tank and
a feed pipe to the sump.
As part of your engine build if you choose this option, plates to seal the engine block are included and fitted.
This sump is incredibly well proven, being used on the Palmersport Formula 4 single seaters, the Radical SR3 SL, MCR Sports 2000
and hundreds of Caterhams.
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Options and Upgrades - Inlet System
Standard kit fitment
The engine as standard comes with a set of long throttle on the long port angled inlet manifold, push-on 8mm fuel pipe connections,
the injectors fitted in the throttle bodies and with 40mm long air horns. These parts can be changed to allow for the space available in
your vehicle;
●
●
●
●
●
●
2 different inlet manifolds
3 different lengths of throttle bodies
4 lengths of air horns
Injector placement in either the throttle bodies or the cylinder head
Air filters of different lengths
Filter back plates centred or lowered 15mm
Throttle Bodies
Long Throttle Bodies
(Standard fitment)
118mm
Medium Throttle Bodies
91mm
Short Throttle Bodies
30mm
Inlet Manifold
Long Port Angled Inlet Manifold
(Standard fitment)
17 degree angle
Short Inlet Manifold
0 degree angle with 15mm offset
Air Horns
90mm Air Horn
60mm Air Horn
40mm Air Horn (standard fitment)
19mm Air Horn
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Inlet System Selection
The ideal inlet is as long as possible, feeds the air to the head at port angle to minimize turbulence, injects the fuel upstream of the head
to allow fuel mixing time, and uses a large single air filter for minimum restriction.
Long Throttle Bodies with Long Inlet Manifold (standard kit fitment)
m
229m
17o
Medium Throttle Bodies with Long Inlet Manifold
202
mm
17o
Short Throttle Bodies with Long Inlet Manifold
m
141m
17o
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Long Throttle Bodies with Short Inlet Manifold
193mm
Port centre to
throttle body centre
15mm offset
0o
Medium Throttle Bodies with Short Inlet Manifold
166mm
Port centre to
15mm offset
0o
Short Throttle Bodies with Short Inlet Manifold
105mm
Port centre to
15mm offset
0o
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Injector Position
Bosch injectors are used giving excellent spray patterns to maximise power outputs and
minimise emissions. Ideally they are fitted in the throttle bodies (standard fitment), but can also
be fitted in the head when space is restricted.
Injectors in the throttle bodies (standard fitment)
Injectors in the cylinder head
Air Filters
The long throttle bodies will accept DCOE / DHLA pattern back plate air filters which can be supplied with a centralised back plate or a
15mm lowered back plate. ‘Sock’ filters can be used where space is tight but they can affect airflow so should be avoided if possible.
The short throttle bodies cannot accept the ‘back plate’ style airfilter, so the ‘sock’ style filters must be used with these throttle bodies.
Different Depth One Piece
Air Filters
(Fits onto Back Plate)
Central and Lowered
Air Filter Back Plates
(Fits Ones Piece Air Filter Only)
One Piece Air Filter with Central Back Plate
(Long throttle body use only)
Air Filter Socks
One Piece Air Filter with 15mm Lowered Back Plate
Air Filter Socks
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Options and Upgrades - Mechanical
Throttle Linkages
As standard, the throttle bodies have a lever blade to which you can connect the inner throttle cable pulling from above or below
between throttles 2 and 3. A more complete cable solution is available by fitting one of the optional throttle linkage kits. These can be
specified for single or twin cables, fitting above or below the throttle bodies (above is the preference for ease of adjustment if space is
available), and with the cable pulling from the left or the right. The linkages are supplied fitted, adjusted for best throttle action and
complete with new throttle cables. Note that dependent on alternator and inlet system choice, it may not be possible to build all options
Single cable throttle linkage kit
Twin cable throttle linkage kit
(top mounting, left pull)
(top mounting, right pull)
Fuel Pipe Connections
The fuel rail can be built with either push-on pipe or -6 screw fitting pipe fittings. The fuel pressure is regulated by a constant pressure
billet aluminium housed regulator (included). The regulator will also have either push-on (standard) or -6 screw fittings (optional) to suit.
Push-on pipe fittings
-6 pipe fittings
Brake Servo
If your vehicle requires a brake servo vacuum, the manifold can be fitted with a vacuum take-off. This can be specified to exit to the
either side of the engine. A push-in adaptor to suit 8mm ID pipe is supplied.
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Uprated Big-end Bolts
For engines that are expected to spend a lot of time at high engine speeds, such as those which are intended for competition use or
extended trackday use, extra safety can be inbuilt through the upgrade to ARP big-end bolts.
Uprated ARP Big-end bolts
Water Housing
The standard fitment water housing is mounted on the back of the cylinder head and also acts as a mounting for the ignition coil pack.
This points the main 32mm water outlet towards the inlet side of the engine. It also has takeoffs for a heater if required.
We offer an alternative aluminium water rail that runs over the top of the exhaust and brings the water outlet to the front of the engine.
It also has mountings for the supplied ignition coil pack. It can be supplied with heater takeoffs as well or they can be supplied blocked
off to suit your application.
If space at the rear of the engine near the bulkhead is an issue we can machine the coil mountings off the side water rail to increase
clearance and in that instance we can either relocate the coil with longer HT leads or we would recommend our ‘coil on plug option’
that includes 4 plug top coils and an expander box for the ECU.
Standard Water Housing
Side Water Rail Housing
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Flywheel and Clutch
There are a bewildering range of flywheels and clutches available for the Duratec engine so at Omex we have sorted out the sensible
combinations that cover nearly all applications. We offer flywheels and clutches that are suitable for road use right to full competition
versions. As there are such a large range of choices please call to speak to one of our powertrain engineers if you have any queries.
All of these clutches and flywheels are suitable for front engine/rear wheel drive, if you are specifying a transverse application please
call.
FLYWHEELS
OMEP5100
OMEP5102
OMEP5104
OMEP5106
-
Lightweight (4.7Kg) steel flywheel to suit Ford Type 9 or MT75 offset
Medium weight cast flywheel to suit Mazda MX5 Mk3 gearbox (5 and 6 speed)
Lightweight (4.7Kg) steel flywheel to suit Mazda MX5 Mk3 gearbox (5 and 6 speed)
Lightweight steel flywheel to suit the Raceline narrow bellhousing only (Ford offset)
CLUTCHES
All our clutch kits include both pressure and driven plate and are designed to fit specific flywheels and gearboxes. We offer a range to
cover both the Ford Type 9/MT75 gearboxes (1”x25 spline) and the Mazda MX5 Mk3 gearboxes that are fitted in so many niche vehicles
now such as Morgan Plus 4.
OMEP5200
-
OMEP5200A
-
OMEP5202
-
OMEP5202A
OMEP5204
-
OMEP5204A
-
AP Racing sprung organic clutch assembly to suit OMEP5100/5106 flywheel. This clutch assembly is ideal for road
and trackday use and has a great feel to it and is suitable for mild competition use. It has the Ford 1”x25 spline
arrangement so is ideal for the Ford type 9 and MT75 gearboxes.
As the OMEP5200 but with a solid driven plate which is more suitable for full competition use or essential with a
sequential gearbox that is either driven on track or has a flat shift or paddle shift fitted. Suits the Ford 1”x25 spline
input shaft as used on many competition gearboxes.
This is suitable for the OMEP5102 cast Mazda offset flywheel and is a completely standard Mazda clutch
assembly. It fits the Mazda MX5 Mk3 gearbox (5 speed) and although is a road clutch it has proven totally reliable
in 200bhp race cars. We specified this assembly for the 60 off Morgan Supersports, many of which have raced for
3 years now without a clutch change.
As OMEP5202 but for the 6 speed Mazda MX5 Mk3 gearbox.
This Sprung uprated clutch assembly suits the Mazda lightweight steel flywheel OMEP5104. We specified these
for the Morgan Plus 4 Racecars that used our Duratec 265 bhp engine. They have a slightly higher pedal pressure
than the standard clutch but are perfect for road or competition use. Suits the Mazda Mk3 5 speed gearbox.
As OMEP5204 but for the Mazda MX5 Mk3 6 speed gearbox.
Flywheel bolts are also required; standard flywheels bolts or ARP flywheel bolts can be supplied and fitted.
Bellhousing
A cast aluminium bell housing is available to suit the Ford Sierra Type 9 (short input
shaft) gearbox (flywheel - OMEP5100).
A Raceline narrow aluminium bell housing to suit the Ford Sierra Type 9 is available
for flywheel OMEP5106.
Mazda gearboxes have integral bellhousings that directly fit the engine (flywheels OMEP5102 and OMEP5104).
Options and Upgrades - Starter Motors
Starter Motor
Standard starter motor
(Ford and Mazda offsets available)
High power starter motor
Standard and high power starter motors can be supplied suitable for both the Ford offset and the Mazda offset flywheels.
The high power starter is ideal for those using small race batteries or long battery leads that sap starting power as it operates more
efficiently and so can start an engine with less electrical current.
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Options and Upgrades - Electronics
Wiring Harness Options
Standard ‘Road’ Specification
The standard specification harness in this kit is the ‘road’ specification. This harness uses thin wall, lightweight automotive grade cable
loomed together with PVC tubing and harness tape; a specification similar to that found on premium modern road cars. Each harness
is individually computer tested to ensure the build is correct.
Rubber connector boots
PVC tubing covered cable
Upgrade 1 – ‘Race’ Specification
The ‘race’ specification is the same dimensions as the ‘road’ harness and uses the same high grade cable, but this time loomed together
using Raychem DR-25 heatshrink as found on nearly every professional motorsport harness for high flexibility, resistance to solvents
and superior cut resistance. Within this Raychem outer, the cables are twisted together to provide resistance against radiated electrical
noise from sources such as the high tension sparks, alternator and starter motor giving clean sensor signals to the ECU. The terminals
connecting to the ECU are then upgraded to gold plating to ensure the best connections to the ECU possible to maintain the clean
signals from the sensors. All joints in the harness are made with crimps rather than solder to withstand the high vibrations often found
with solidly mounted drivetrains in race vehicles. The joints and the component connectors are then covered in glue lined heatshrink
which is inflexible and so any tension placed on the harness during service goes onto the strong connector housings and cables and
so away from the cable joint. All of these improvements together give longer service life and improved reliability in the harsh
environment of a motorsport engine bay. These harnesses are built by a team of engineers currently working in top worldwide ‘works’
motorsport series (the same team responsible for our ‘works’ spec bespoke harnesses) so not only are high quality materials used, they
are built by the best too. Finally individually computer tested using a state-of-the-art ‘CIRRIS’ test machine at 500V to give extreme
testing of the cable insulation.
Upgraded to heatshrink
connector boots
Upgraded to twisted cables
in Raychem sleeving
harness joints
Upgraded to gold plated
terminals
Upgrade 2 – ‘Works’ Specification
The ‘works’ specification build is the same as currently used in FIA World Rally Car (WRC) and ACO Le Mans Prototypes (LMP) and
is built by engineers currently working in these top level motorsport series. As an upgrade from the ‘race’ specification, Raychem
products are used throughout. The same Raychem heatshrink as used in our ‘race’ harness now covers Raychem cable for further
improved cut resistance, temperature resistance and reduced weight. Joints and connector backs are now covered using Raychem
boots which are then injected with a resin to provide full submersible waterproofing and absolute mechanical protection. Each ‘leg’ of
the harness has an extra section of heatshrink which can be shrunk down by the user when fitting to give extra protection at the points
where the harness is mounted to the engine. Harnesses are tested on a CIRRIS machine as the ‘race’ harnesses. These harnesses
are individually built-to-order and so lengths can be specified by completing a simple form to give the best fit for your vehicle. The ‘works’
specification is simply the best there is.
Upgraded to Raychem fully Upgraded to twisted Raychem
sealed connector boots
cable in Raychem Sleeving
Upgraded to Raychem fully sealed joints
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Electronic Controls
With optional extra parts the Omex 600 ECU is capable of much more than simply running the engine;
Shift lights - a visual warning for the optimum rpm gearshift. Normally a high intensity 10mm red LED is used, but other sizes and
colours are available.
Full throttle gearshift - gearshifts without lifting off the throttle. In the case of sequential gearboxes, even without using the clutch.
Sequential gearboxes often have a switch inbuilt for input to the ECU, and those using a ‘normal’ gearbox can use an Omex clutch
switch, signalling an ignition retard that temporarily reduces engine power output.
Launch control - consistent fast starts. A button on the steering wheel that gives a temporary lower rev limit holding the engine steady
on the startline.
Radiator fan control - reduce the number of joins and sensors in the cooling system, and have full programmability of the ON / OFF
temperatures for the radiator fan. An additional relay is required for this control.
Barometric air pressure correction – If you are using the engine with large altitude changes (such as in the mountainous areas), then
air pressure changes due to the altitude changes will affect the amount of fuel required. An upgrade to fit an air pressure sensor to
automatically make these changes is available.
Emissions control - The engine simply needs a narrowband lambda sensor and an effective catalytic convertor and it will then pass
UK MOT and IVA emissions tests with ease. Omex can provide a lambda sensor and boss to weld to the exhaust. A lambda sensor is
not required to make the engine run, so if you have a vehicle that does not need to pass emissions tests, then a lambda sensor is
optional.
Throttle position sensor – For use in extreme conditions such as off-road rallying, a contactless throttle position sensor can be used
to give improved reliability due to improved protection against water and dust.
Shift light (10mm LED)
Barometric pressure sensor
and harness upgrade
Full throttle gearshift
(clutch switch)
Launch control (button)
Radiator fan control
(Relay and base)
Lambda sensor
Lambda sensor boss
upgrade
Why choose Omex Products?
The difference between winning and losing is very small. In hillclimbing and sprinting it can regularly be 0.05 secs, in circuit racing a
half cars length, in rallying one corner...........
So what makes Omex products win so many events and championships? Simple, attention to DETAIL.
The very basics of how the ECU works makes a big difference. How it calculates when an ignition spark is going to be placed, when it’s
calculated, how engine acceleration is taken into account, and so ultimately how accurately that spark is placed, are things that you do
not think about when looking at ECUs. Here at Omex we do because those details that are often taken for granted are the difference
between one ECU system and another, the difference between winning and losing... The detailed approach to design of the basics by
our team of top software and hardware design engineers, responsible for race wins throughout all forms of motorsport at the very
highest levels, means you do not need to think about these details because we do. Features lists don’t win races; it’s how these features
work that wins races. Other ECUs may have similar features lists, but how an Omex works makes all the difference. Naturally, Omex
ECUs have all of the features you would expect from a top level ECU.
Winning Championships is a combination of performance and reliability. Reliability is found in the details of the way the ECU is designed
and built. All Omex ECUs are robot assembled in the UK on an ISO9001:2000 approved assembly line, ensuring a consistent, high
quality build. They are all then thoroughly tested, twice, before leaving Omex. A well running system is a combination of ECU and many
other components. It is important that all components in the system continue to work in order for the ECU to be able to perform, and so
Omex source all other components such as sensors and injectors only from highly respected manufacturers.
Of course, before you can even think about winning races and championships, you need to get to the race! Omex employ only degree
qualified engineers to ensure that whenever you contact us you get only the very best advice, right from specification of the best parts
for your application, through to advice during installation, and finally, getting your engine running to its maximum potential.
And should something go wrong at any time during your ownership of your Omex ECU, the same team of technicians is available just
a telephone call or mouse click away with free advice to help you through.
All these details have helped countless others win races and championships. Maybe you will be next…
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Part Number
Kit
Retail
Inc VAT
- D20MZR021
- £6445.00 -
Alternator kit 130A inlet side
Alternator kit 130A exhaust side
-
OMEP2110A(F)
OMEP2114A(F)
OMEP2112A(F)
OMEP2116A(F)
-
£360.00
£475.00
£380.00
£540.00
-
£432.00
£570.00
£456.00
£648.00
Dry sump upgrade (inline engine only)
-
OMEP3200(U)(F)
-
Enquire
-
Enquire
Medium length throttle bodies on the long inlet manifold (202mm)
Short length throttle bodies on the long inlet manifold (141mm)
Long length throttle bodies on the short inlet manifold (193mm)
Medium length throttle bodies on the short inlet manifold (166mm)
Short length throttle bodies on the short inlet manifold (105mm)
-
THP45i(U)
TSP45i(U)
MFW01(U)
THP45i(U) + MFW01(U)
TSP45i(U) + MFW01(U)
-
£44.00
£55.00
£157.00
£201.00
£212.00
-
£52.80
£66.00
£188.40
£241.20
£254.40
Injectors positioned in the cylinder head
-
CFRxx(U)
-
£20.00
-
£24.00
One piece air filter with centralised back plate
One piece air filter with lowered back plate
Air Filter Socks
-
OMEM9052 + OMEM9203
OMEM9052 + OMEM9203A
OMEM9051
-
£80.00
£80.00
£44.00
-
£96.00
£96.00
£52.80
Throttle linkage single cable for long / medium kit - over mount
Throttle linkage twin cable for long / medium kit - over mount
-
CLS1 + LBO1
CLD1 + LBO1
-
£100.00
£153.00
-
£120.00
£183.60
Throttle linkage single cable for long / medium kit - under mount
Throttle linkage twin cable for long / medium kit - under mount
-
CLS1 + LBU1
CLD1 + LBU1
-
£100.00
£153.00
-
£120.00
£183.60
Throttle linkage single cable for short kit - under mount
Throttle linkage twin cable for short kit - under mount
-
CLS1 + LBU1 + LAO1
CLD1 + LBU1 + LAO1
-
£116.00
£169.00
-
£139.20
£202.80
Push-on to dash 6 fuel rail and pressure regulator upgrade
-
FPR535-6(U) + TBR32(U)
-
£20.00
-
£24.00
Brake servo adaptors (fitted)
-
OMEM9100(F)
-
£30.00
Uprated ARP big-end bolts - fitted to inline specification engine
Uprated ARP big-end bolts - fitted to transverse specification engine -
OMEP4120(U)(F)
OMEP4122(U)(F)
-
£150.00
£180.00
-
£180.00
£216.00
Side water rail (complete assembly - fitted)
-
OMEP3010(U)(F)
-
£300.00
-
£360.00
Flywheel - lightweight steel 4.7Kg - Ford offset
Flywheel - cast Mazda - Mazda offset
Flywheel - lightweight steel 4.7Kg - Mazda offset
Flywheel - lightweight steel - suits Raceline compact bellhousing
-
OMEP5100
OMEP5102
OMEP5104
OMEP5106
-
£295.00
£130.00
£295.00
£295.00
-
£354.00
£156.00
£354.00
£354.00
Clutch assembly - to suit OMEP5100 and OMEP5106
Clutch assembly - to suit OMEP5102
-
OMEP5200
OMEP5200A
OMEP5202
OMEP5202A
OMEP5204
OMEP5204A
-
£315.00
£295.00
£245.00
£245.00
£265.00
£265.00
-
£378.00
£354.00
£294.00
£294.00
£318.00
£318.00
Flywheel bolts - standard (fitted)
Flywheel bolts - ARP (fitted)
-
OMEP5000(F)
OMEP5002(F)
-
£30.00
£65.00
-
£36.00
£78.00
Bellhousing (alloy, to fit Ford type 9 gearbox)
Narrow Raceline bellhousing (alloy, to fit Ford type 9 gearbox)
-
OMEP3110
OMEP3112
-
£265.00
£315.00
-
£318.00
£378.00
Starter motor standard - Ford offset
Starter motor standard - Mazda offset
Starter motor high power - Ford offset
Starter motor high power - Mazda offset
Starter motor to suit Raceline narrow bellhousing
-
OMEP2010
OMEP2012
OMEP2014
OMEP2016
OMEP2018
-
£99.00
£235.00
£390.00
£390.00
£240.00
-
£118.80
£282.00
£468.00
£468.00
£288.00
‘Race’ specification wiring harness upgrade
‘Works’ specification wiring harness upgrade
-
OMEM1519(U)
OMEM1619(U)
-
£100.00
£280.00
-
£120.00
£336.00
Shift light (10mm LED - red) - inc mounting bezel and cables
Full throttle gearshift clutch switch - inc cables
Launch control button - inc cables
Throttle position sensor upgrade
Radiator fan control relay and base (fitted)
Barometric pressure sensor upgrade, including harness modification
when using ‘Road’ spec harness
Lambda (oxygen) sensor
Lambda sensor boss
-
OMEM6003
OMEM6004
OMEM6010
OMEM6011
OMEM2006(U)
OMEM5010(F)
OMEM2100(U) + OMEM1419A(U)
-
£7.80
£7.80
£6.50
£10.00
£50.00
£25.00
£90.00
-
£9.36
£9.36
£7.80
£12.00
£60.00
£30.00
£108.00
-
OMEM2100(U) + OMEM1519A(U) -
£95.00
-
£114.00
-
OMEM2301
OMEM2351
-
£55.00
£10.40
-
£66.00
£12.48
Inline 195 bhp Duratec 2.0l engine
Price List: D20MZR021 (195 bhp)
£7734.00
Options and Upgrades
£36.00
Optional parts are standalone extra parts and can be added to your kit at any time. Upgrade parts, designated by a ‘(U)’ in the part
number, are upgrade parts in the kit and so are only available at the above prices at the time of kit purchase. They are available at any
time, but at the full price of the part. E&OE. Price list (Retail). VAT@20.0%
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19
Duratec 2.0L VVC (MZR) Engine - 215 bhp
As an upgrade from our 195 bhp Duratec VVC (MZR) engine, this 215 bhp specification is a significant step up in terms of performance.
Although only a 20 bhp increase, the on road and especially on track performance is significantly enhanced due to the increase in torque
and mid to high RPM power output. Available as an inline (front engine rear wheel drive) engine, it utilises individual throttle butterflies
for each cylinder which gives unrestricted airflow to each cylinder and hence a high power output. In addition, the ability to produce
more power and torque at the higher end of the rev range means that the on road and track performance is enhanced. Also the sound
of throttle bodies cannot be beaten. The engine is fitted with the superb Raceline lowline wet sump (with a dry sump option) to allow
maximum ground clearance and no oil surge. A wide range of options and upgrades to suit your specific requirements are available.
Inline Specification
Engine
Engine Specification
- D20MZR031
215 BHP Engine (inline)
New Duratec 2.0L VVC (MZR) Engine
Omex specification inlet and exhaust camshafts
Ready mapped 630 Series ECU
Ready built wiring harness
Lowline baffled sump
Inlet manifold with multiple throttle bodies
Lightweight alloy air horns
Fuel rail
Fuel pressure regulator
Air temperature sensor
Coolant temperature sensor
Crank position sensor
Injectors
Ignition coil pack and leads
Oil filter
Gaskets
Options
Alternator outputs and positions
Dry sump system
Alternative Inlet system lengths and angles
Air filters
Throttle linkages
Fuel line fitting type
Brake servo piping
Uprated big-end bolts
Side water rail assembly
Flywheels and clutches
Starter motors
Bell housings
Uprated wiring harness specifications
Electronic controls
Engine Power Graphs
How much power will my engine make?
The power and torque graph shows the results obtained from an engine in a RAW Striker, using an Omex specific exhaust manifold,
and silencer system. These results are from testing on Omex’s Superflow rolling road.
220
D20MZR031
200
180
BHP / Torque
160
140
Power
Torque
120
100
80
60
2000
2500
3000
3500
4000
4500
5000
5500
6000
6500
7000
7500
RPM
8000
Duratec 2.0 VVC (MZR) 215 bhp Engine Power Graph
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20
Engine Internals
Upgraded from standard, this 215 bhp specification adds Omex’s own inlet and exhaust cams. These are all fitted and timed up to our
own specifications.
Electronics
Omex’s new 630 Series ECU controls the fuel injection, standard Ford distributorless ignition coil pack, and optionally, many other
functions around the vehicle. The ECU is connected to the hardware with a complete, ready built wiring harness, which is fully tagged
and with the correct connections made for the Duratec engine, ensuring easy clip-on fitment, optimum performance and absolute
reliability. The ECU, wiring harness and sensors are kept with each engine build throughout assembly and testing work, ensuring that
the engine package you receive has been tested as a whole package.
Inlet System
Standard fitment - long throttle bodies with long
port angled inlet manifold and 40mm air horns
Proven, reliable, Jenvey throttle bodies are used on these specification engines. Individual throttle plates give the air an unrestricted
route to the engine giving maximum power. There are three options of throttle body lengths and two manifold designs to suit all
applications.
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21
Sump
Inline wet sump in parts and assembled on the engine.
The engines are fitted with a new low line increased ground clearance sump with internal baffling designed to keep the oil on the pickup.
This sump has been tested in vehicles up to single seaters with slicks and wings generating very high cornering forces.
DIS coil pack, ignition leads, and spark
plugs are all included.
Crank & Throttle Position Sensors
Crank and throttle position sensors are
supplied and fitted to all engines.
Gaskets & Oil Filter
Temperature Sensors
Ignition System
Air and coolant temperature sensors are
supplied and fitted.
Injectors
Bosch injectors are used giving excellent
spray patterns to optimise power outputs
and reduce emissions.
Fuel Pressure Regulator
All gaskets and an oil filter are included
and fitted.
The engine utilises an aluminium billet fuel
pressure regulator.
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22
Engine Dimensions - (Inline Version)
All dimensions are approximate, if you need any other dimensions please ask.
- Ignition coil pack can be removed and mounted remotely
- Optional side water rail reduces the size of the water housing (see options list)
- Oil filter can be changed for a shorter filter
Back of
Water housing
Front of
pulleys
Engines shown with optional alternator kit OMEP2110A(F)
and standard inlet system arrangement.
630mm
End of
Throttle bodies
330mm
160mm
Side
Crank
centreline
510mm
Top of oil cap
& cam cover
Top of
throttle
bodies
570mm
250mm
510mm
420mm
Front of
pulleys
490mm
Side
590mm
Bottom of
throttle
bodies
Bottom of
sump
Bottom of Crank
centreline
sump
150mm
260mm
440mm
175mm
Top of
cam cover
120mm
Rear of Rear of
coil
block
120mm
Rear of Rear of
block
coil
End of
Throttle bodies
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Inlet side alternator kits
For chassis clearance there is the option of alternator mounting on either the inlet or the exhaust side of the engine. Racecars with
minimal electrical requirements can use the smaller 50A alternator. Road cars and rally cars with higher electrical requirements will
require the larger 130A alternator. All alternator kits are fitted to the engine and include; alternator, alternator pulley, billet brackets (or
direct mount), idler pullies and drive belt.
180mm
Crank
centreline
110mm
Side of
engine
80mm
Bottom of
alternator
Crank
centreline
Top of
alternator
160mm
270mm
Top of
cam cover
Side of
alternator
70mm
200mm
Crank
centreline
80mm
Bottom of
alternator
Crank
centreline
Top of
alternator
85mm
355mm
Top of
cam cover
Side of Side of
engine alternator
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24
Exhaust side alternator kits
260mm
190mm
60mm
Crank
centreline
Bottom of
alternator
Top of
alternator
Top of
cam cover
115mm
130mm
Side of Side of
alternator engine
Crank
centreline
260mm
190mm
Bottom of
alternator
Top of
alternator
Top of
cam cover
60mm
Crank
centreline
Side of
engine
Side of
alternator
85mm
130mm
Crank
centreline
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25
Options and Upgrades - Dry Sump
Although not required for most applications, we offer the Raceline dry sump option for pure competition applications (inline only, not
suitable for transverse applications). It gives the advantage of an even lower sump line (approximately 25 mm lower than the lowline
wetsump) so the engine can be mounted even lower in the chassis.
Also available as a no cost option are mounting lugs on the front of the dry sump for engine mounting directly to the chassis tub in
single seaters or via stiff silentblocks in seven type vehicles.
Inline dry sump in parts and assembled.
Internal oil pump drive
Our dry sump oil pump is built into the engine in the place of the standard oil pump, without any external drive belts that are so prone
to damage and subsequent failure causing destruction of the engine.
As well as being much more reliable it is lighter in weight than other dry sump systems. With a scavenge to pressure ratio of 2:1 the
sump is kept empty of the oil mist that drags down power output. The sump also includes twin crank scraper plates and an additional
trough baffle.
Installation in your vehicle is really simple, with a single pipe from the sump to the oil cooler, a pipe from the cooler to the oil tank and
a feed pipe to the sump.
As part of your engine build if you choose this option, plates to seal the engine block are included and fitted.
This sump is incredibly well proven, being used on the Palmersport Formula 4 single seaters, the Radical SR3 SL, MCR Sports 2000
and hundreds of Caterhams.
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Standard kit fitment
The engine as standard comes with a set of long throttle on the long port angled inlet manifold, push-on 8mm fuel pipe connections,
the injectors fitted in the throttle bodies and with 40mm long air horns. These parts can be changed to allow for the space available in
your vehicle;
2 different inlet manifolds
3 different lengths of throttle bodies
4 lengths of air horns
Injector placement in either the throttle bodies or the cylinder head
Air filters of different lengths
Filter back plates centred or lowered 15mm
●
●
●
●
●
●
Throttle Bodies
Long Throttle Bodies
(Standard fitment)
118mm
Medium Throttle Bodies
91mm
Short Throttle Bodies
30mm
Inlet Manifold
Long Port Angled Inlet Manifold
(Standard fitment)
17 degree angle
Short Inlet Manifold
0 degree angle with 15mm offset
Air Horns
90mm Air Horn
60mm Air Horn
40mm Air Horn (standard fitment)
19mm Air Horn
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Inlet System Selection
The ideal inlet is as long as possible, feeds the air to the head at port angle to minimize turbulence, injects the fuel upstream of the head
to allow fuel mixing time, and uses a large single air filter for minimum restriction.
Long Throttle Bodies with Long Inlet Manifold (standard kit fitment)
m
229m
17o
Medium Throttle Bodies with Long Inlet Manifold
202
mm
17o
Short Throttle Bodies with Long Inlet Manifold
m
141m
17o
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Long Throttle Bodies with Short Inlet Manifold
193mm
Port centre to
15mm offset
0o
Medium Throttle Bodies with Short Inlet Manifold
166mm
Port centre to
15mm offset
0o
Short Throttle Bodies with Short Inlet Manifold
105mm
Port centre to
15mm offset
0o
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Injector Position
Bosch injectors are used giving excellent spray patterns to maximise power outputs and
minimise emissions. Ideally they are fitted in the throttle bodies (standard fitment), but can also
be fitted in the head when space is restricted.
Injectors in the throttle bodies (standard fitment)
Injectors in the cylinder head
Air Filters
The long throttle bodies will accept DCOE / DHLA pattern back plate air filters which can be supplied with a centralised back plate or a
15mm lowered back plate. ‘Sock’ filters can be used where space is tight but they can affect airflow so should be avoided if possible.
The short throttle bodies cannot accept the ‘back plate’ style airfilter, so the ‘sock’ style filters must be used with these throttle bodies.
Different Depth One Piece
Air Filters
(Fits onto Back Plate)
Central and Lowered
Air Filter Back Plates
(Fits Ones Piece Air Filter Only)
One Piece Air Filter with Central Back Plate
Air Filter Socks
One Piece Air Filter with 15mm Lowered Back Plate
Air Filter Socks
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Throttle Linkages
Single cable throttle linkage kit
Twin cable throttle linkage kit
(top mounting, left pull)
(top mounting, right pull)
As standard, the throttle bodies have a lever blade to which you can connect the inner throttle cable pulling from above or below
between throttles 2 and 3. A more complete cable solution is available by fitting one of the optional throttle linkage kits. These can be
specified for single or twin cables, fitting above or below the throttle bodies (above is the preference for ease of adjustment if space is
available), and with the cable pulling from the left or the right. The linkages are supplied fitted, adjusted for best throttle action and
complete with new throttle cables. Note that dependent on alternator and inlet system choice, it may not be possible to build all options
Fuel Pipe Connections
The fuel rail can be built with either push-on pipe or -6 screw fitting pipe fittings. The fuel pressure is regulated by a constant pressure
billet aluminium housed regulator (included). The regulator will also have either push-on (standard) or -6 screw fittings (optional) to suit.
Push-on pipe fittings
-6 pipe fittings
Brake Servo
If your vehicle requires a brake servo vacuum, the manifold can be fitted with a vacuum take-off. This can be specified to exit to the
either side of the engine. A push-in adaptor to suit 8mm ID pipe is supplied.
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Uprated Big-end Bolts
For engines that are expected to spend a lot of time at high engine speeds, such as those which are intended for competition use or
extended trackday use, extra safety can be inbuilt through the upgrade to ARP big-end bolts.
Uprated ARP Big-end bolts
Water Housing
The standard fitment water housing is mounted on the back of the cylinder head and also acts as a mounting for the ignition coil pack.
This points the main 32mm water outlet towards the inlet side of the engine. It also has takeoffs for a heater if required.
We offer an alternative aluminium water rail that runs over the top of the exhaust and brings the water outlet to the front of the engine.
It also has mountings for the supplied ignition coil pack. It can be supplied with heater takeoffs as well or they can be supplied blocked
off to suit your application.
If space at the rear of the engine near the bulkhead is an issue we can machine the coil mountings off the side water rail to increase
clearance and in that instance we can either relocate the coil with longer HT leads or we would recommend our ‘coil on plug option’
that includes 4 plug top coils and an expander box for the ECU.
Standard Water Housing
Side Water Rail Housing
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32
Flywheel and Clutch
There are a bewildering range of flywheels and clutches available for the Duratec engine so at Omex we have sorted out the sensible
combinations that cover nearly all applications. We offer flywheels and clutches that are suitable for road use right to full competition
versions. As there are such a large range of choices please call to speak to one of our powertrain engineers if you have any queries.
All of these clutches and flywheels are suitable for front engine/rear wheel drive, if you are specifying a transverse application please
call.
FLYWHEELS
OMEP5100
OMEP5102
OMEP5104
OMEP5106
-
Lightweight (4.7Kg) steel flywheel to suit Ford Type 9 or MT75 offset
Medium weight cast flywheel to suit Mazda MX5 Mk3 gearbox (5 and 6 speed)
Lightweight (4.7Kg) steel flywheel to suit Mazda MX5 Mk3 gearbox (5 and 6 speed)
Lightweight steel flywheel to suit the Raceline narrow bellhousing only (Ford offset)
CLUTCHES
All our clutch kits include both pressure and driven plate and are designed to fit specific flywheels and gearboxes. We offer a range to
cover both the Ford Type 9/MT75 gearboxes (1”x25 spline) and the Mazda MX5 Mk3 gearboxes that are fitted in so many niche vehicles
now such as Morgan Plus 4.
-
OMEP5200A
-
OMEP5202
-
OMEP5202A
OMEP5204
-
OMEP5204A
-
AP Racing sprung organic clutch assembly to suit OMEP5100/5106 flywheel. This clutch assembly is ideal for road
and trackday use and has a great feel to it and is suitable for mild competition use. It has the Ford 1”x25 spline
arrangement so is ideal for the Ford type 9 and MT75 gearboxes.
As the OMEP5200 but with a solid driven plate which is more suitable for full competition use or essential with a
sequential gearbox that is either driven on track or has a flat shift or paddle shift fitted. Suits the Ford 1”x25 spline
input shaft as used on many competition gearboxes.
This is suitable for the OMEP5102 cast Mazda offset flywheel and is a completely standard Mazda clutch
assembly. It fits the Mazda MX5 Mk3 gearbox (5 speed) and although is a road clutch it has proven totally reliable
in 200bhp race cars. We specified this assembly for the 60 off Morgan Supersports, many of which have raced for
3 years now without a clutch change.
As OMEP5202 but for the 6 speed Mazda MX5 Mk3 gearbox.
This Sprung uprated clutch assembly suits the Mazda lightweight steel flywheel OMEP5104. We specified these
for the Morgan Plus 4 Racecars that used our Duratec 265 bhp engine. They have a slightly higher pedal pressure
than the standard clutch but are perfect for road or competition use. Suits the Mazda Mk3 5 speed gearbox.
As OMEP5204 but for the Mazda MX5 Mk3 6 speed gearbox.
OMEP5200
Flywheel bolts are also required; standard flywheels bolts or ARP flywheel bolts can be supplied and fitted.
Bellhousing
A cast aluminium bell housing is available to suit the Ford Sierra Type 9 (short input
shaft) gearbox (flywheel - OMEP5100).
A Raceline narrow aluminium bell housing to suit the Ford Sierra Type 9 is available
for flywheel OMEP5106.
Mazda gearboxes have integral bellhousings that directly fit the engine (flywheels OMEP5102 and OMEP5104).
Options and Upgrades - Starter Motors
Starter Motor
Standard starter motor
High power starter motor
Standard and high power starter motors can be supplied suitable for both the Ford offset and the Mazda offset flywheels.
The high power starter is ideal for those using small race batteries or long battery leads that sap starting power as it operates more
efficiently and so can start an engine with less electrical current.
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Wiring Harness Options
Standard ‘Road’ Specification
The standard specification harness in this kit is the ‘road’ specification. This harness uses thin wall, lightweight automotive grade cable
loomed together with PVC tubing and harness tape; a specification similar to that found on premium modern road cars. Each harness
is individually computer tested to ensure the build is correct.
Rubber connector boots
PVC tubing covered cable
Upgrade 1 – ‘Race’ Specification
connector boots
Upgraded to twisted cables
in Raychem sleeving
harness joints
The ‘race’ specification is the same dimensions as the ‘road’ harness and uses the same high grade cable, but this time loomed together
using Raychem DR-25 heatshrink as found on nearly every professional motorsport harness for high flexibility, resistance to solvents
and superior cut resistance. Within this Raychem outer, the cables are twisted together to provide resistance against radiated electrical
noise from sources such as the high tension sparks, alternator and starter motor giving clean sensor signals to the ECU. The terminals
connecting to the ECU are then upgraded to gold plating to ensure the best connections to the ECU possible to maintain the clean
signals from the sensors. All joints in the harness are made with crimps rather than solder to withstand the high vibrations often found
with solidly mounted drivetrains in race vehicles. The joints and the component connectors are then covered in glue lined heatshrink
which is inflexible and so any tension placed on the harness during service goes onto the strong connector housings and cables and
so away from the cable joint. All of these improvements together give longer service life and improved reliability in the harsh
environment of a motorsport engine bay. These harnesses are built by a team of engineers currently working in top worldwide ‘works’
motorsport series (the same team responsible for our ‘works’ spec bespoke harnesses) so not only are high quality materials used, they
are built by the best too. Finally individually computer tested using a state-of-the-art ‘CIRRIS’ test machine at 500V to give extreme
testing of the cable insulation.
Upgraded to gold plated
terminals
Upgrade 2 – ‘Works’ Specification
The ‘works’ specification build is the same as currently used in FIA World Rally Car (WRC) and ACO Le Mans Prototypes (LMP) and
is built by engineers currently working in these top level motorsport series. As an upgrade from the ‘race’ specification, Raychem
products are used throughout. The same Raychem heatshrink as used in our ‘race’ harness now covers Raychem cable for further
improved cut resistance, temperature resistance and reduced weight. Joints and connector backs are now covered using Raychem
boots which are then injected with a resin to provide full submersible waterproofing and absolute mechanical protection. Each ‘leg’ of
the harness has an extra section of heatshrink which can be shrunk down by the user when fitting to give extra protection at the points
where the harness is mounted to the engine. Harnesses are tested on a CIRRIS machine as the ‘race’ harnesses. These harnesses
are individually built-to-order and so lengths can be specified by completing a simple form to give the best fit for your vehicle. The ‘works’
specification is simply the best there is.
Upgraded to Raychem fully Upgraded to twisted Raychem
sealed connector boots
cable in Raychem Sleeving
Upgraded to Raychem fully sealed joints
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34
Electronic Controls
With optional extra parts the Omex 600 ECU is capable of much more than simply running the engine;
Shift light (10mm LED)
Barometric pressure sensor
and harness upgrade
Full throttle gearshift
(clutch switch)
Launch control (button)
Radiator fan control
(Relay and base)
Lambda sensor
Lambda sensor boss
upgrade
Shift lights - a visual warning for the optimum rpm gearshift. Normally a high intensity 10mm red LED is used, but other sizes and
colours are available.
Full throttle gearshift - gearshifts without lifting off the throttle. In the case of sequential gearboxes, even without using the clutch.
Sequential gearboxes often have a switch inbuilt for input to the ECU, and those using a ‘normal’ gearbox can use an Omex clutch
switch, signalling an ignition retard that temporarily reduces engine power output.
Launch control - consistent fast starts. A button on the steering wheel that gives a temporary lower rev limit holding the engine steady
on the startline.
Radiator fan control - reduce the number of joins and sensors in the cooling system, and have full programmability of the ON / OFF
temperatures for the radiator fan. An additional relay is required for this control.
Barometric air pressure correction – If you are using the engine with large altitude changes (such as in the mountainous areas), then
air pressure changes due to the altitude changes will affect the amount of fuel required. An upgrade to fit an air pressure sensor to
automatically make these changes is available.
Emissions control - The engine simply needs a narrowband lambda sensor and an effective catalytic convertor and it will then pass
UK MOT and IVA emissions tests with ease. Omex can provide a lambda sensor and boss to weld to the exhaust. A lambda sensor is
not required to make the engine run, so if you have a vehicle that does not need to pass emissions tests, then a lambda sensor is
optional.
Throttle position sensor – For use in extreme conditions such as off-road rallying, a contactless throttle position sensor can be used
to give improved reliability due to improved protection against water and dust.
Why choose Omex Products?
The difference between winning and losing is very small. In hillclimbing and sprinting it can regularly be 0.05 secs, in circuit racing a
half cars length, in rallying one corner...........
So what makes Omex products win so many events and championships? Simple, attention to DETAIL.
The very basics of how the ECU works makes a big difference. How it calculates when an ignition spark is going to be placed, when it’s
calculated, how engine acceleration is taken into account, and so ultimately how accurately that spark is placed, are things that you do
not think about when looking at ECUs. Here at Omex we do because those details that are often taken for granted are the difference
between one ECU system and another, the difference between winning and losing... The detailed approach to design of the basics by
our team of top software and hardware design engineers, responsible for race wins throughout all forms of motorsport at the very
highest levels, means you do not need to think about these details because we do. Features lists don’t win races; it’s how these features
work that wins races. Other ECUs may have similar features lists, but how an Omex works makes all the difference. Naturally, Omex
ECUs have all of the features you would expect from a top level ECU.
Winning Championships is a combination of performance and reliability. Reliability is found in the details of the way the ECU is designed
and built. All Omex ECUs are robot assembled in the UK on an ISO9001:2000 approved assembly line, ensuring a consistent, high
quality build. They are all then thoroughly tested, twice, before leaving Omex. A well running system is a combination of ECU and many
other components. It is important that all components in the system continue to work in order for the ECU to be able to perform, and so
Omex source all other components such as sensors and injectors only from highly respected manufacturers.
Of course, before you can even think about winning races and championships, you need to get to the race! Omex employ only degree
qualified engineers to ensure that whenever you contact us you get only the very best advice, right from specification of the best parts
for your application, through to advice during installation, and finally, getting your engine running to its maximum potential.
And should something go wrong at any time during your ownership of your Omex ECU, the same team of technicians is available just
a telephone call or mouse click away with free advice to help you through.
All these details have helped countless others win races and championships. Maybe you will be next…
Tel +44 (0)1242 260656
Fax +44 (0)1242 578069
35
Price List: D20MZR031 (215 bhp)
Part Number
Kit
Retail
Inc VAT
- D20MZR031
- £6995.00 -
-
OMEP2110A(F)
OMEP2114A(F)
OMEP2112A(F)
OMEP2116A(F)
-
£360.00
£475.00
£380.00
£540.00
-
£432.00
£570.00
£456.00
£648.00
Dry sump upgrade (inline engine only)
-
OMEP3200(U)(F)
-
Enquire
-
Enquire
Medium length throttle bodies on the long inlet manifold (202mm)
Short length throttle bodies on the long inlet manifold (141mm)
Long length throttle bodies on the short inlet manifold (193mm)
Medium length throttle bodies on the short inlet manifold (166mm)
Short length throttle bodies on the short inlet manifold (105mm)
-
THP45i(U)
TSP45i(U)
MFW01(U)
THP45i(U) + MFW01(U)
TSP45i(U) + MFW01(U)
-
£44.00
£55.00
£157.00
£201.00
£212.00
-
£52.80
£66.00
£188.40
£241.20
£254.40
Injectors positioned in the cylinder head
-
CFRxx(U)
-
£20.00
-
£24.00
One piece air filter with centralised back plate
One piece air filter with lowered back plate
Air Filter Socks
-
OMEM9052 + OMEM9203
OMEM9052 + OMEM9203A
OMEM9051
-
£80.00
£80.00
£44.00
-
£96.00
£96.00
£52.80
Throttle linkage single cable for long / medium kit - over mount
Throttle linkage twin cable for long / medium kit - over mount
-
CLS1 + LBO1
CLD1 + LBO1
-
£100.00
£153.00
-
£120.00
£183.60
Throttle linkage single cable for long / medium kit - under mount
Throttle linkage twin cable for long / medium kit - under mount
-
CLS1 + LBU1
CLD1 + LBU1
-
£100.00
£153.00
-
£120.00
£183.60
Throttle linkage single cable for short kit - under mount
Throttle linkage twin cable for short kit - under mount
-
CLS1 + LBU1 + LAO1
CLD1 + LBU1 + LAO1
-
£116.00
£169.00
-
£139.20
£202.80
Push-on to dash 6 fuel rail and pressure regulator upgrade
-
FPR535-6(U) + TBR32(U)
-
£20.00
-
£24.00
Brake servo adaptors (fitted)
-
OMEM9100(F)
-
£30.00
Uprated ARP big-end bolts - fitted to inline specification engine
Uprated ARP big-end bolts - fitted to transverse specification engine -
OMEP4120(U)(F)
OMEP4122(U)(F)
-
£150.00
£180.00
-
£180.00
£216.00
Side water rail (complete assembly - fitted)
-
OMEP3010(U)(F)
-
£300.00
-
£360.00
Flywheel - lightweight steel 4.7Kg - Ford offset
Flywheel - cast Mazda - Mazda offset
Flywheel - lightweight steel 4.7Kg - Mazda offset
Flywheel - lightweight steel - suits Raceline compact bellhousing
-
OMEP5100
OMEP5102
OMEP5104
OMEP5106
-
£295.00
£130.00
£295.00
£295.00
-
£354.00
£156.00
£354.00
£354.00
-
OMEP5200
OMEP5200A
OMEP5202
OMEP5202A
OMEP5204
OMEP5204A
-
£315.00
£295.00
£245.00
£245.00
£265.00
£265.00
-
£378.00
£354.00
£294.00
£294.00
£318.00
£318.00
Flywheel bolts - standard (fitted)
Flywheel bolts - ARP (fitted)
-
OMEP5000(F)
OMEP5002(F)
-
£30.00
£65.00
-
£36.00
£78.00
Bellhousing (alloy, to fit Ford type 9 gearbox)
Narrow Raceline bellhousing (alloy, to fit Ford type 9 gearbox)
-
OMEP3110
OMEP3112
-
£265.00
£315.00
-
£318.00
£378.00
Starter motor standard - Ford offset
Starter motor standard - Mazda offset
Starter motor high power - Ford offset
Starter motor high power - Mazda offset
Starter motor to suit Raceline narrow bellhousing
-
OMEP2010
OMEP2012
OMEP2014
OMEP2016
OMEP2018
-
£99.00
£235.00
£390.00
£390.00
£240.00
-
£118.80
£282.00
£468.00
£468.00
£288.00
‘Race’ specification wiring harness upgrade
‘Works’ specification wiring harness upgrade
-
OMEM1519(U)
OMEM1619(U)
-
£100.00
£280.00
-
£120.00
£336.00
Full throttle gearshift clutch switch - inc cables
Launch control button - inc cables
Throttle position sensor upgrade
Radiator fan control relay and base (fitted)
Lambda (oxygen) sensor
Lambda sensor boss
-
OMEM6003
OMEM6004
OMEM6010
OMEM6011
OMEM2006(U)
OMEM5010(F)
OMEM2100(U) + OMEM1419A(U)
-
£7.80
£7.80
£6.50
£10.00
£50.00
£25.00
£90.00
-
£9.36
£9.36
£7.80
£12.00
£60.00
£30.00
£108.00
-
OMEM2100(U) + OMEM1519A(U) -
£95.00
-
£114.00
-
OMEM2301
OMEM2351
-
£55.00
£10.40
-
£66.00
£12.48
Inline 215 bhp Duratec 2.0L VVC (MZR) engine
£8394.00
Options and Upgrades
£36.00
Optional parts are standalone extra parts and can be added to your kit at any time. Upgrade parts, designated by a ‘(U)’ in the part
number, are upgrade parts in the kit and so are only available at the above prices at the time of kit purchase. They are available at any
time, but at the full price of the part. E&OE. Price list (Retail). VAT@20.0%
Tel +44 (0)1242 260656
Fax +44 (0)1242 578069
36

Omex Duratec VVC MZR Engine v1_0

Transcription

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