Fiesta ST MK7.5 Track car
Discussion
Hi there yes i am running the Focus ST170 / Focus RS Mk 1 rear carriers and 280 mm discs .
The pad contact is fine and there is only a small unswept area on the disc but this is very minimal .
See the below used disc for reference .
The pad contact is fine and there is only a small unswept area on the disc but this is very minimal .
See the below used disc for reference .
alex98uk said:
Sorry, on mobile and far too many pages to scroll through. Are you using the ST170 rear carriers and disks?
How is pad contact? Does it leaves a big unswept area? Do you have a photo of them used (if you have them)
How is pad contact? Does it leaves a big unswept area? Do you have a photo of them used (if you have them)
Good luck finding the carriers as when I was looking they were going for silly money and in the end I had to buy the rear hub set from a focus RS .
It is a nice little upgrade tho so worth doing .
It is a nice little upgrade tho so worth doing .
alex98uk said:
Thank you, looks good. Will likely try it out too if I can get hold of some reasonably priced carriers.
I was expecting more of an unswept area.
I was expecting more of an unswept area.
Time for an update on the car as a few more parts have been fitted .
I was planning on looking at last month to get the car back on a track day but the car is still some way off from the planned changes / upgrades that I want to do before the first track day of this year so this might slip in to August for the first track day .
So last weekend I got round to fitting my replacement radiator and track spec oil cooler .
It has taken a few months but last week I received my new Pro Alloy radiator and oil cooler kit .
Pro Alloy large radiator with 14 inch Spal fan .
Pro Alloy track spec large oil cooler .
thermostatically controlled oil cooler take off plate .
I have been running the Mountune radiator and the Airtec oil cooler and they have done a great job for the past couple of years keeping temperatures down but with some other parts going on the car I thought extra cooling would be a good idea .
Old Mountune radiator .
Old Airtec oil cooler .
Old radiator housing and OEM fan .
The Airtec oil cooler and Pro Alloy size difference .
Pro Alloy radiator and oil cooler assembled .
Then the complete unit re assembled in the cradle pack .
You have to remove the knock out blanking plate on the cradle pack for the Pro Alloy Track spec oil cooler .
Then to fit the oil cooler take off plate .
And then installed the Nomex Aeroquip oil lines .
Then re fit the coolant hose and job done .
Just need to fill up with oil and coolant then bleed the system and check for any leaks .
It will be good to get some data logs to see what improvements this has made to the cooling system and oil temperatures .
I was planning on looking at last month to get the car back on a track day but the car is still some way off from the planned changes / upgrades that I want to do before the first track day of this year so this might slip in to August for the first track day .
So last weekend I got round to fitting my replacement radiator and track spec oil cooler .
It has taken a few months but last week I received my new Pro Alloy radiator and oil cooler kit .
Pro Alloy large radiator with 14 inch Spal fan .
Pro Alloy track spec large oil cooler .
thermostatically controlled oil cooler take off plate .
I have been running the Mountune radiator and the Airtec oil cooler and they have done a great job for the past couple of years keeping temperatures down but with some other parts going on the car I thought extra cooling would be a good idea .
Old Mountune radiator .
Old Airtec oil cooler .
Old radiator housing and OEM fan .
The Airtec oil cooler and Pro Alloy size difference .
Pro Alloy radiator and oil cooler assembled .
Then the complete unit re assembled in the cradle pack .
You have to remove the knock out blanking plate on the cradle pack for the Pro Alloy Track spec oil cooler .
Then to fit the oil cooler take off plate .
And then installed the Nomex Aeroquip oil lines .
Then re fit the coolant hose and job done .
Just need to fill up with oil and coolant then bleed the system and check for any leaks .
It will be good to get some data logs to see what improvements this has made to the cooling system and oil temperatures .
Getting a few good jobs done now so I’m getting there with getting the car ready .
On the shopping list has been a new intercooler to upgrade and replace the old Airtec unit that has been on the car for the past 4 years .
I have ordered a Pro Alloy curved full height intercooler that is reported to be the best intercooler one the market at the moment with its new curved design and 50 mm core . It is a fin and tube design and is also very light and has a very good heat soak recovery time .
New Pro Alloy curved full height front mount intercooler .
The Pro Alloy curved intercooler uses a thicker 50 mm core from the 40 mm upper core of the Airtec intercooler as the problem is simply down to the space available between the bumper bar and the rear of the bumper so using a curved design allows the intercooler to be thicker .
Front curved bumper crash bar .
Old Airtec unit and you can see where the restriction is with the flat design of this intercooler .
The old Airtec intercooler is a Bar and plate design so is very strong but it is also very heavy and does suffer from a longer recovery time from heat soak .
New Airtec intercooler vs old Airtec unit .
The Bar and plate steel Airtec intercooler has a weight of 16.4 Kg .
The Fin and tube alloy Pro Alloy intercooler has a weight of 3.4 Kg .
That is a nice 13 Kg weight saving to add to the tally .
Then to install the new Pro Alloy intercooler .
And then to re fit the intercooler hot and cold side pipes and the new intercooler install is done .
The new unit should have much better recovery from heat soak and is also a lot lighter than the Airtec unit so it will be good to see what the inlet temperature go to and how quick they recover .
On the shopping list has been a new intercooler to upgrade and replace the old Airtec unit that has been on the car for the past 4 years .
I have ordered a Pro Alloy curved full height intercooler that is reported to be the best intercooler one the market at the moment with its new curved design and 50 mm core . It is a fin and tube design and is also very light and has a very good heat soak recovery time .
New Pro Alloy curved full height front mount intercooler .
The Pro Alloy curved intercooler uses a thicker 50 mm core from the 40 mm upper core of the Airtec intercooler as the problem is simply down to the space available between the bumper bar and the rear of the bumper so using a curved design allows the intercooler to be thicker .
Front curved bumper crash bar .
Old Airtec unit and you can see where the restriction is with the flat design of this intercooler .
The old Airtec intercooler is a Bar and plate design so is very strong but it is also very heavy and does suffer from a longer recovery time from heat soak .
New Airtec intercooler vs old Airtec unit .
The Bar and plate steel Airtec intercooler has a weight of 16.4 Kg .
The Fin and tube alloy Pro Alloy intercooler has a weight of 3.4 Kg .
That is a nice 13 Kg weight saving to add to the tally .
Then to install the new Pro Alloy intercooler .
And then to re fit the intercooler hot and cold side pipes and the new intercooler install is done .
The new unit should have much better recovery from heat soak and is also a lot lighter than the Airtec unit so it will be good to see what the inlet temperature go to and how quick they recover .
Very nice, that's the same intercooler I'm running, although did you spec yours without the Pro stencil on the front?
I didn't realise there was such a weight saving involved. I know the Airtec was a little simpler in it's construction, but hadn't realised that also affected weight.
I was extremely impressed with the build quality and it fit the OEM mounting points and crash bar perfectly.
I didn't realise there was such a weight saving involved. I know the Airtec was a little simpler in it's construction, but hadn't realised that also affected weight.
I was extremely impressed with the build quality and it fit the OEM mounting points and crash bar perfectly.
Yes I went for just black to keep with the stealth look of the car .
The airtec unit is and has been great but it is a heavy unit and built like a tank .
Yes the fit and finish is amazing on the pro alloy stuff and feels very well made .
The airtec unit is and has been great but it is a heavy unit and built like a tank .
Yes the fit and finish is amazing on the pro alloy stuff and feels very well made .
alex98uk said:
Very nice, that's the same intercooler I'm running, although did you spec yours without the Pro stencil on the front?
I didn't realise there was such a weight saving involved. I know the Airtec was a little simpler in it's construction, but hadn't realised that also affected weight.
I was extremely impressed with the build quality and it fit the OEM mounting points and crash bar perfectly.
I didn't realise there was such a weight saving involved. I know the Airtec was a little simpler in it's construction, but hadn't realised that also affected weight.
I was extremely impressed with the build quality and it fit the OEM mounting points and crash bar perfectly.
Kaveney said:
Another update and keeping on the engine mount theme .
I am all ready running a uprated stiffer Mountune lower engine mount along with the Vibratechnics upper stiffer engine mount .
The last mount on the car is the left side engine / gearbox mount and again this is a stock rubber unit from ford so i have looked to upgrade this to fit in
with the other engine mounts that have been upgraded .
I have gone with a Powerflex gear box mount insert that installs along with the OEM rubber unit to stiffen up the gear box mount .
Powerflex gearbox mount insert .
Sorry for the massive throwback... Basically when I have a mod in mind, I search your thread to see if it's been done before ha.I am all ready running a uprated stiffer Mountune lower engine mount along with the Vibratechnics upper stiffer engine mount .
The last mount on the car is the left side engine / gearbox mount and again this is a stock rubber unit from ford so i have looked to upgrade this to fit in
with the other engine mounts that have been upgraded .
I have gone with a Powerflex gear box mount insert that installs along with the OEM rubber unit to stiffen up the gear box mount .
Powerflex gearbox mount insert .
Any reason you didn't go for the Vibra Technics gearbox mount?
I'm decided on the VT engine mount, but I was surprised you went for the Powerflex insert for transmission instead?
Cheers
i have done a few upgrades to the car this is true 
The reason going for the powerflex was more down to getting a balance between the three mounts to give improved stiffness but not too much NVH .
The VT gear box mount removes the stock Ford unit and is a fair bit harsher even in the street compound where as the Powerflex is an insert that sits along side the stock OEM rubber to add the stiffness but also keep a bit of the NVH damping .
Im running the street VT engine mount , Track spec purple Airtec lower engine mount and the power flex gearbox mount and it gives a good balance between firmness and NVH compliance and has worked very well on the road and track .
The reason going for the powerflex was more down to getting a balance between the three mounts to give improved stiffness but not too much NVH .
The VT gear box mount removes the stock Ford unit and is a fair bit harsher even in the street compound where as the Powerflex is an insert that sits along side the stock OEM rubber to add the stiffness but also keep a bit of the NVH damping .
Im running the street VT engine mount , Track spec purple Airtec lower engine mount and the power flex gearbox mount and it gives a good balance between firmness and NVH compliance and has worked very well on the road and track .
alex98uk said:
Sorry for the massive throwback... Basically when I have a mod in mind, I search your thread to see if it's been done before ha.
Any reason you didn't go for the Vibra Technics gearbox mount?
I'm decided on the VT engine mount, but I was surprised you went for the Powerflex insert for transmission instead?
Cheers
Any reason you didn't go for the Vibra Technics gearbox mount?
I'm decided on the VT engine mount, but I was surprised you went for the Powerflex insert for transmission instead?
Cheers
Another quick update to the weight saving from removing the stock OEM fan and fan shroud .
Stock OEM fan and housing .
The unit weight is 5.8 Kg .
Replacement Spal fan .
I did not weigh the Spal faun but going from the Pro Alloy link below the weight is 1.3 Kg .
https://www.proalloy.co.uk/products/spal-slimline-... .
That is another 4.5 Kg removed and makes the total so far of weight removed from the car 81.5 Kg .
I am enjoying seeing how much weight I can remove from the car without going too silly and still keeping the car fine for road use even with a few of the creature comforts removed .
I would love to get the car to 300 BHP per ton but will need a bit more BHP or more weight loss so we will see how close we can get .
Stock OEM fan and housing .
The unit weight is 5.8 Kg .
Replacement Spal fan .
I did not weigh the Spal faun but going from the Pro Alloy link below the weight is 1.3 Kg .
https://www.proalloy.co.uk/products/spal-slimline-... .
That is another 4.5 Kg removed and makes the total so far of weight removed from the car 81.5 Kg .
I am enjoying seeing how much weight I can remove from the car without going too silly and still keeping the car fine for road use even with a few of the creature comforts removed .
I would love to get the car to 300 BHP per ton but will need a bit more BHP or more weight loss so we will see how close we can get .
Hi there I was just about to reply to your post about what turbo to go for as I have had my car from new and gone through a few different tuning levels .
The car went from stock to collins cp2 and this was great for road use then I went for collins cp4x that uses the x47 hybrid turbo and this was around 270 - 300 bhp and was great again for road / track use but was just about at the limit for usable road driving .
I'm now running the s280 at 323 bhp and 350 lb/ft and it is fine to use on the road but not that easy as putting the power down needs some planning and WOT in first / second will just spin up the wheels and third needs to be fed in as well .
On track with semi slick 215 section tyres and rock hard suspension and a LSD you can just about feed in all the power.
If you are looking for more for road use the less laggy and less extreem s270 may be the best option but collins maps are very smooth and reliable but dont make as much power as other tuners but are more driver friendly.
Looking back and if my car was just for road use I would say the CP2 was the best as you can fully drive / rev out the car where as with the s280 you cant do this on the road so are never using its full ability.
If you are local I would offer you to take my one out for a spin but it's still in bits in my garage but should be ready soon if you fancy it .
The car went from stock to collins cp2 and this was great for road use then I went for collins cp4x that uses the x47 hybrid turbo and this was around 270 - 300 bhp and was great again for road / track use but was just about at the limit for usable road driving .
I'm now running the s280 at 323 bhp and 350 lb/ft and it is fine to use on the road but not that easy as putting the power down needs some planning and WOT in first / second will just spin up the wheels and third needs to be fed in as well .
On track with semi slick 215 section tyres and rock hard suspension and a LSD you can just about feed in all the power.
If you are looking for more for road use the less laggy and less extreem s270 may be the best option but collins maps are very smooth and reliable but dont make as much power as other tuners but are more driver friendly.
Looking back and if my car was just for road use I would say the CP2 was the best as you can fully drive / rev out the car where as with the s280 you cant do this on the road so are never using its full ability.
If you are local I would offer you to take my one out for a spin but it's still in bits in my garage but should be ready soon if you fancy it .
J4CKO said:
What turbo and power are you running currently, I am not sure whether to go TT 270 or 280 next Friday, dont want to create something that is hard work.
Its quick ish but needs more, how much, not sure.
Its quick ish but needs more, how much, not sure.
No problem and happy to help .
What ever way you go it will be great fun and collins are a class act and will do a good job .
I would recommend a lsd ever if the car is mainly for road use as it helps out a lot putting the power down .
What ever way you go it will be great fun and collins are a class act and will do a good job .
I would recommend a lsd ever if the car is mainly for road use as it helps out a lot putting the power down .
J4CKO said:
That's excellent Kaveney, many thanks for taking the time to post and it makes the decision easier, sounds like the 270 is the way to go for what I used the car for.
Another week done and some more work on the car done .
This time it was the direct injectors that have been replaced with 30 % larger new units .
The larger direct injectors are new Bosh units from a Jaguar F-Type and give a 30 % extra flow rate over the stock Ford OEM injectors .
New larger Bosh injectors .
Then it was on to removing the stock injector rail and HPFP .
Stock fuel rail removed .
Stock injectors removed .
New vs old injectors .
When looking in to getting the larger injectors there are a few options but all use the Jaguar F-Type or XKR injectors .
The larger injectors have a seal that sits a bit too far back from the original Ford position injector and will not fully seal as the below pictures show .
To fix this using the stock Jaguar larger injectors the lower injector collar has to be removed and the injector fitted lower down into the head but this is a basic fix and not good for longevity as the injector sits 5mm lower in to the cylinder and does not allow the Teflon seal to seal correctly so the injector nozzle would protrude into the combustion chamber which would subject it to much higher temps and can cause detonation problems .
Also seating the injectors 5mm closer to the piston will affect the quality of the spray pattern and the cooling ability as the Fiesta ST rely heavily on fuel to cool the pistons .
The only other option is to have the larger Bosh injectors precision machined to accept two new thicker black Bosch Teflon seals so the injectors seal correctly .
New injector collars .
Injector collars installed on to the new injectors .
New injectors installed on to OEM fuel rail .
As the HPFP needs to be removed I have changed over the fuel cam bucket for a new one .
Old fuel cam bucket with very little wear .
Old vs new .
Then it was just a matter of putting the fuel rail back in with the new larger injectors and then installing the new cam bucket and HPFP and the job is done .
The next step will be to upload a new tuning file as the Peron map is for the stock injectors so I will need a new file to have the injectors scaled in but I will update on this later as I will be looking to change the tuning software on the car .
This time it was the direct injectors that have been replaced with 30 % larger new units .
The larger direct injectors are new Bosh units from a Jaguar F-Type and give a 30 % extra flow rate over the stock Ford OEM injectors .
New larger Bosh injectors .
Then it was on to removing the stock injector rail and HPFP .
Stock fuel rail removed .
Stock injectors removed .
New vs old injectors .
When looking in to getting the larger injectors there are a few options but all use the Jaguar F-Type or XKR injectors .
The larger injectors have a seal that sits a bit too far back from the original Ford position injector and will not fully seal as the below pictures show .
To fix this using the stock Jaguar larger injectors the lower injector collar has to be removed and the injector fitted lower down into the head but this is a basic fix and not good for longevity as the injector sits 5mm lower in to the cylinder and does not allow the Teflon seal to seal correctly so the injector nozzle would protrude into the combustion chamber which would subject it to much higher temps and can cause detonation problems .
Also seating the injectors 5mm closer to the piston will affect the quality of the spray pattern and the cooling ability as the Fiesta ST rely heavily on fuel to cool the pistons .
The only other option is to have the larger Bosh injectors precision machined to accept two new thicker black Bosch Teflon seals so the injectors seal correctly .
New injector collars .
Injector collars installed on to the new injectors .
New injectors installed on to OEM fuel rail .
As the HPFP needs to be removed I have changed over the fuel cam bucket for a new one .
Old fuel cam bucket with very little wear .
Old vs new .
Then it was just a matter of putting the fuel rail back in with the new larger injectors and then installing the new cam bucket and HPFP and the job is done .
The next step will be to upload a new tuning file as the Peron map is for the stock injectors so I will need a new file to have the injectors scaled in but I will update on this later as I will be looking to change the tuning software on the car .
Many thanks for your kind words and I do like to document everything I do on the car .
You may be right on your last comment as I think I like building it more than driving it
You may be right on your last comment as I think I like building it more than driving it
MDifficult said:
Another brilliant update. The quality and attention to detail on this build is next-level. Almost seems a shame to track it! 
Yes and no as I will be getting the car mapped with three boost settings so low for track medium for limtied and short track time and hi for when I get the forged engine installed .
After speaking to a tuner they recommend the f-type injectors and to be doubled sealed.
After speaking to a tuner they recommend the f-type injectors and to be doubled sealed.
mooseracer said:
Big power incoming!
What was your reasoning behind going with the f type injectors over one of the off the shelf options?
What was your reasoning behind going with the f type injectors over one of the off the shelf options?
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