RE: Focus RS breaks cover
Discussion
Megaflow said:
The company I was working for at the time produced the air Iinlet elbow to the plenum, we also did the prototypes. Can you remember why it ended up with two air temperatures sensors in the elbow at one point?
Originally, the car used the std European EECV engine management system, that did not have any spare I/O to drive a boost pressure control solenoid, or strategy in the controller to do so, their being no European Turbo Fords at the time (The exception being the last "small turbo" Escort Cosworth, but that only had EU2 emissions and hence the control code was believed to be unsuitable).So, the first prototypes ran with a separate "stand alone" boost controller developed by Pektron. As a result, two intake air temp sensors were required. Unfortunately, these early cars also had terrible driveability as a result, and when the project went from being a Ford Motorsports / Tickford "skunkworks" job to being a full Ford Europe engineering program, the (correct) decision was made to junk the Pektron controller and take the code resource from the American Turbo Fords and build it into an EECV hardware platform, with boost control and EOBD.
In fact, the RS would be the last platform to use the old Motorola 555 based EEC series engine controllers, with all future platforms moving to the Black/Spanish oak versions.
Not quite right, Max.
The boost control and related OBD features (such as they were) were developed specifically for the RS. I know because it was all my handiwork, apart from the actual coding which was done by a bunch of guys over in Cambridge, now part of the Ricardo empire.
The EEC V didn't use the 555 either but a Ford-specific derivative of a 6500 or 6800 processor or something along those lines. It was only an 8-bit uC, I'm sure. I think Black Oak was the 555 uC
Sad part about the whole architecture was that we could have feasibly adopted the Black Oak controller and the ST head with inlet VVT, a CAN instrument cluster and adopted the boost control that our colleague JS was developing for the Falcon XR6 turbo at the same time. It could have been a 220-230hp engine with a lower boost threshold and electronic throttle - altogether a much better package, but sadly these synergies are difficult to achieve in huge multi national organizations that are all secret squirrel about future products.
edit: ah, I see Wikipedia mentions that the EEC-IV onwards processors were Intel based and 16-bit.
The boost control and related OBD features (such as they were) were developed specifically for the RS. I know because it was all my handiwork, apart from the actual coding which was done by a bunch of guys over in Cambridge, now part of the Ricardo empire.
The EEC V didn't use the 555 either but a Ford-specific derivative of a 6500 or 6800 processor or something along those lines. It was only an 8-bit uC, I'm sure. I think Black Oak was the 555 uC
Sad part about the whole architecture was that we could have feasibly adopted the Black Oak controller and the ST head with inlet VVT, a CAN instrument cluster and adopted the boost control that our colleague JS was developing for the Falcon XR6 turbo at the same time. It could have been a 220-230hp engine with a lower boost threshold and electronic throttle - altogether a much better package, but sadly these synergies are difficult to achieve in huge multi national organizations that are all secret squirrel about future products.
edit: ah, I see Wikipedia mentions that the EEC-IV onwards processors were Intel based and 16-bit.
Edited by AER on Monday 26th January 02:46
Max_Torque said:
Originally, the car used the std European EECV engine management system, that did not have any spare I/O to drive a boost pressure control solenoid, or strategy in the controller to do so, their being no European Turbo Fords at the time (The exception being the last "small turbo" Escort Cosworth, but that only had EU2 emissions and hence the control code was believed to be unsuitable).
So, the first prototypes ran with a separate "stand alone" boost controller developed by Pektron. As a result, two intake air temp sensors were required. Unfortunately, these early cars also had terrible driveability as a result, and when the project went from being a Ford Motorsports / Tickford "skunkworks" job to being a full Ford Europe engineering program, the (correct) decision was made to junk the Pektron controller and take the code resource from the American Turbo Fords and build it into an EECV hardware platform, with boost control and EOBD.
In fact, the RS would be the last platform to use the old Motorola 555 based EEC series engine controllers, with all future platforms moving to the Black/Spanish oak versions.
Thanks for that.So, the first prototypes ran with a separate "stand alone" boost controller developed by Pektron. As a result, two intake air temp sensors were required. Unfortunately, these early cars also had terrible driveability as a result, and when the project went from being a Ford Motorsports / Tickford "skunkworks" job to being a full Ford Europe engineering program, the (correct) decision was made to junk the Pektron controller and take the code resource from the American Turbo Fords and build it into an EECV hardware platform, with boost control and EOBD.
In fact, the RS would be the last platform to use the old Motorola 555 based EEC series engine controllers, with all future platforms moving to the Black/Spanish oak versions.
Looking forward to this as a mk1 rs owner for 9 years now that car will be going nowhere but I also have a mk3 focus St which is a very good all rounder so hopefully the rs will be an extension to that
The St goes back next March & I think its going to be an incredibly difficult decision to choose an rs or a v8 mustang
The St goes back next March & I think its going to be an incredibly difficult decision to choose an rs or a v8 mustang
It was solely the fact Ford didn't produce an AWD Focus which saw me, as a 21 year old, depart from their brand - rather than buying a Mk1 Focus RS as I intended to.
I now own VW, Honda & Nissan products.
I have driven the most recent Focus ST and the Torque steer was so atrocious I literally laughed out loud, shocked that anyone would buy them vs an Impreza of the same value.
I now own VW, Honda & Nissan products.
I have driven the most recent Focus ST and the Torque steer was so atrocious I literally laughed out loud, shocked that anyone would buy them vs an Impreza of the same value.
I hope the new RS doesn't go the same way as the ordering process for the new Mustang - i.e. place your orders now, expect delivery in 12-14 months.
With this being another 'world' car I assume it'll be made in Europe and America, so unlike the Mustang (which is only assembled in America) the waiting times might be bearable for someone with very little patience (i.e. me!!)
With this being another 'world' car I assume it'll be made in Europe and America, so unlike the Mustang (which is only assembled in America) the waiting times might be bearable for someone with very little patience (i.e. me!!)
frspro said:
Max Torque - any chance you're in this photo?
Nope, he's not there. My failing memory recognizes most of those guys and I did get to drive every one of those cars (in fact the entire press fleet) in preparation for the press launch at Lommel proving ground which is where this photo was taken. I'll bet that was taken just prior to the big press event itself.A few key guys from the project there L-R:
Head program manager - Mike Kilpin
John Wheeler - Mr RS200 himself and general consultant to the whole show.
Neill Briggs - alleged (co?) instigator of the original RS idea and now of BAC Mono fame. Oversteer proponent.
Can't remember - apologies
Can't remember - apologies
Steve Smeets - general organizer of many important things on the project
Andy Mottram - project managery and Gantt chart type bloke.
Stefan Woelflick - Chassis engineer and guru of the handling circuit. Not too much oversteer proponent.
Can't recognize whether it's Georg Heuser - engine guy from Köln or Paul Fickers - chassis guy and recently Chief Engineer of Maserati
Can't recall his name right now but he was the leader of the vehicle prep area for Lommel, from memory.
Ahh, happy days!*
(*actually quite stressful at the time, but the rose tinting makes it all feel good in hindsight)
Edited by AER on Wednesday 28th January 00:37
Missing names:
two chaps behind Neil are Pete Chisholm and Alec Pell-Johnson who worked for John Wheeler looking after the prototype vehicles etc.
the chap on the far right is Paul Streeton the prototype build guru at Prodrive/Tickford who later joined Ford in a similar role literally nothing that guy couldn't do when it came to fabricating parts in a hurry.
Oh and its Georg Heuser the Engine Manager not Paul Frickers
As an aside I think this Mk3 will be the first Focus RS that John Wheeler hasn't been involved in as he was also a key protagonist in the Mk2, but retired shortly after.
Photo was taken after the VIP press event at Lommel when most of the journalists had gone home. Chris Harris was still lapping the handling circuit and was about to have his close encounter with the gravel and safety barrier :-). Fun but as you say stressful times.
two chaps behind Neil are Pete Chisholm and Alec Pell-Johnson who worked for John Wheeler looking after the prototype vehicles etc.
the chap on the far right is Paul Streeton the prototype build guru at Prodrive/Tickford who later joined Ford in a similar role literally nothing that guy couldn't do when it came to fabricating parts in a hurry.
Oh and its Georg Heuser the Engine Manager not Paul Frickers
As an aside I think this Mk3 will be the first Focus RS that John Wheeler hasn't been involved in as he was also a key protagonist in the Mk2, but retired shortly after.
Photo was taken after the VIP press event at Lommel when most of the journalists had gone home. Chris Harris was still lapping the handling circuit and was about to have his close encounter with the gravel and safety barrier :-). Fun but as you say stressful times.
Edited by frspro on Wednesday 28th January 09:29
Edited by frspro on Wednesday 28th January 09:31
Edited by frspro on Wednesday 28th January 09:36
Hey Andy, thanks for reminding me of some names and good times! Yes, Paul Streeton was a top and very handy bloke! I remember Pete and Alec now you mention their names. I'll bet you've figured out who I am now, but Max will probably remain a mystery to you. Not sure if you would have ever met him on the RS project at least - MK based and part of the cal team.
Greetings from the other side of the world now!
Greetings from the other side of the world now!
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