Fiesta ST MK7.5 Track car
Discussion
Thanks it does go rather well with the new turbo set up .
People are running around the 350 bhp mark with no problems after 20 - 30 k miles of hard use .
People in the USA are running 400 bhp on the stock engineg and not having problems .
I did some reading on the engine ( see below ) and it looks like ford went to town on the engine .
Pistons
Hyper Cast w/DLC Pins
The OEM hypereutectic pistons were a pleasant suprise. The unmachined surfaces of these cast pistons have a near machined finish. Piston crowns and top ring lands feature a performance enhancing coating, while a friction-reducing coating is found on the asymmetrical skirts. Piston pins feature a diamond-like-coating (DLC) for exceptional wear resistance. These are some of the best OEM cast pistons we’ve ever seen. It wouldn’t suprise us if these pistons could survive in a 350hp or perhaps even 400hp engine.
Connecting Rods
On the EcoBoost 1.6L, a hot-forged powder metal process (sinter forged) and cracked rod cap process is used in the manufacturing process to add strength .
Main, Head Bolts & Bearings
Big Caps, Girdle & Three-Piece Thrust
The EcoBoost 1.6L features some massive main caps with an integral girdle system (a.k.a. beam). This is a very robust solution and we’ll probably come nowhere near its limits. The main studs are torque to yield and should not be reused. As always, we’ll look to ARP for a main stud kit solution and we’ll CNC vertically line bore the block for optimum crankshaft alignment in the block. A new generation three piece integrated thrust bearing is part of the main bearing solution .
Cylinder Block
Lightweight & Ribbed
The aluminum alloy engine block uses permanent mold technology with high-strength alloys. The block features thin-wall casting in low-stress areas to minimize weight. If this engine were a person, it would have under 10 percent body fat. Extensive ribbing adds to the skeletal strength in high stress areas. The engine’s “open-deck” design trades off some cylinder strength for lower weight, lower production costs and improved cooling balance and efficiency.
We are betting that doubling the power on our build will still be within the capabilities of the factory cylinder walls.
People are running around the 350 bhp mark with no problems after 20 - 30 k miles of hard use .
People in the USA are running 400 bhp on the stock engineg and not having problems .
I did some reading on the engine ( see below ) and it looks like ford went to town on the engine .
Pistons
Hyper Cast w/DLC Pins
The OEM hypereutectic pistons were a pleasant suprise. The unmachined surfaces of these cast pistons have a near machined finish. Piston crowns and top ring lands feature a performance enhancing coating, while a friction-reducing coating is found on the asymmetrical skirts. Piston pins feature a diamond-like-coating (DLC) for exceptional wear resistance. These are some of the best OEM cast pistons we’ve ever seen. It wouldn’t suprise us if these pistons could survive in a 350hp or perhaps even 400hp engine.
Connecting Rods
On the EcoBoost 1.6L, a hot-forged powder metal process (sinter forged) and cracked rod cap process is used in the manufacturing process to add strength .
Main, Head Bolts & Bearings
Big Caps, Girdle & Three-Piece Thrust
The EcoBoost 1.6L features some massive main caps with an integral girdle system (a.k.a. beam). This is a very robust solution and we’ll probably come nowhere near its limits. The main studs are torque to yield and should not be reused. As always, we’ll look to ARP for a main stud kit solution and we’ll CNC vertically line bore the block for optimum crankshaft alignment in the block. A new generation three piece integrated thrust bearing is part of the main bearing solution .
Cylinder Block
Lightweight & Ribbed
The aluminum alloy engine block uses permanent mold technology with high-strength alloys. The block features thin-wall casting in low-stress areas to minimize weight. If this engine were a person, it would have under 10 percent body fat. Extensive ribbing adds to the skeletal strength in high stress areas. The engine’s “open-deck” design trades off some cylinder strength for lower weight, lower production costs and improved cooling balance and efficiency.
We are betting that doubling the power on our build will still be within the capabilities of the factory cylinder walls.
Bright Halo said:
That is going to be an absolute missile! Great build.
Is the reliability expected to be all ok, I have no knowledge of these engines so do not know how well they hold up?
Is the reliability expected to be all ok, I have no knowledge of these engines so do not know how well they hold up?
Many thanks I still have some more bits to fit then can't wait to get the car on track again to see how it performs.
I did but I'm afraid it is already sold but I can recommend the x47 it was a good hybrid turbo unit and you can pick them up for not that much money or if you want something a little more exciting then the s280 is what you need .
I did but I'm afraid it is already sold but I can recommend the x47 it was a good hybrid turbo unit and you can pick them up for not that much money or if you want something a little more exciting then the s280 is what you need .
mooseracer said:
Great work as ever.
Does this mean you have a lightly used, one careful owner x47 for sale?
Does this mean you have a lightly used, one careful owner x47 for sale?
A small update for this week in the form of a boost pipe .
After having the HP300 S284 turbo kit fitted my Mishimoto hot side boost pipe could not fit with the S284 turbo so i had to re use the stock Ford boost pipe .
When the car was on the dyno they guys at Devil Developments did say there was some collapsing of the stock Ford boost pipe on the hot side going to the intercooler so i have ordered a silicone boost pipe hose to replace the stock Ford rubber unit .
New Direnza silicone hot side intercooler boost pipe .
Rubber Ford OEM vs Direnza silicone boost pipe .
And all installed .
The stock ford unit is quite soft and fine for the stock turbo but the new silicone boost pipe should cope much better with my engine tune .
After having the HP300 S284 turbo kit fitted my Mishimoto hot side boost pipe could not fit with the S284 turbo so i had to re use the stock Ford boost pipe .
When the car was on the dyno they guys at Devil Developments did say there was some collapsing of the stock Ford boost pipe on the hot side going to the intercooler so i have ordered a silicone boost pipe hose to replace the stock Ford rubber unit .
New Direnza silicone hot side intercooler boost pipe .
Rubber Ford OEM vs Direnza silicone boost pipe .
And all installed .
The stock ford unit is quite soft and fine for the stock turbo but the new silicone boost pipe should cope much better with my engine tune .
another little upgrade to the car .
as the car is now putting out much more power and torque than stock and running lots of suspension upgrades i have looked in to changing the top engine mount on the car .
The car is all ready running a stiffer Mountune lower engine mount so an upgrade to the top engine mount looked like a good plan .
After looking at different engine mount options i went for the Vibra Technics unit that will give a good upgrade in stiffness and performance but also give the least NVH as im trying not to go too far in making the car an out and out track car that is undrivable on the road so keeping to the club sport route .
New Vibra Technics upper engine mount .
Old OEM mount .
New Vibra Technics upper engine mount and old stock Ford engine mount .
And all installed .
as the car is now putting out much more power and torque than stock and running lots of suspension upgrades i have looked in to changing the top engine mount on the car .
The car is all ready running a stiffer Mountune lower engine mount so an upgrade to the top engine mount looked like a good plan .
After looking at different engine mount options i went for the Vibra Technics unit that will give a good upgrade in stiffness and performance but also give the least NVH as im trying not to go too far in making the car an out and out track car that is undrivable on the road so keeping to the club sport route .
New Vibra Technics upper engine mount .
Old OEM mount .
New Vibra Technics upper engine mount and old stock Ford engine mount .
And all installed .
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 .
Stock ford rubber mount .
Power flex polly bush insert installed in to OEM rubber mount .
And all installed .
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 .
Stock ford rubber mount .
Power flex polly bush insert installed in to OEM rubber mount .
And all installed .
Over last weekend i got round to installing my DNA racing front lower arms .
The DNA racing lower arms improve the stiffness and strength have motorsport uniballs and spherical bearings so a big upgrade on the stock arms with there OEM uniballs and rubber bush .
OEM Ford lower arm .
New DNA racing lower arms .
New DNA arms vs old OEM arms .
And installed .
And with the brake cooling guides modified to fit the new DNA arms .
The arms should help with the handling , traction and braking by eliminate the unwanted movement of the wheels that the rubber bush caused by the excessive elasticity of the original rubber bush .
The DNA racing lower arms improve the stiffness and strength have motorsport uniballs and spherical bearings so a big upgrade on the stock arms with there OEM uniballs and rubber bush .
OEM Ford lower arm .
New DNA racing lower arms .
New DNA arms vs old OEM arms .
And installed .
And with the brake cooling guides modified to fit the new DNA arms .
The arms should help with the handling , traction and braking by eliminate the unwanted movement of the wheels that the rubber bush caused by the excessive elasticity of the original rubber bush .
When I get the car back on the ground I will update with my thoughts .
I did get them new with some discount but they were still £ 450.00 so like you say are not cheap.
I did get them new with some discount but they were still £ 450.00 so like you say are not cheap.
mooseracer said:
Interested on your thoughts on the DNA suspension arms? I've been eyeing them up but they aren't cheap....!
Many thanks .
The dna arms are much stronger than the OEM units and are run on the cars that compeat in the time attack series and were developed with a company in the uk cr1 that has done all the testing so there will be no problems there .
The dna arms are much stronger than the OEM units and are run on the cars that compeat in the time attack series and were developed with a company in the uk cr1 that has done all the testing so there will be no problems there .
Mavic82 said:
Great build and interesting to watch but those bottom arms look odd. Looks like they would be prone to bending in the longitudinal direction. The web looks to be in the wrong place?
What a pocket rocket! I’m a bit scared to ask, but how much do you think you’ve spent on mods? I know part of the fun of ownership is adding bits to suit your needs but do you think you would be quicker around your local track say with a stage 1 focus rs?
Would also be interested in knowing if there was a time difference at your local circuit after the last time you took it out. Maybe from footage as i know you shouldn’t time track days...
Would also be interested in knowing if there was a time difference at your local circuit after the last time you took it out. Maybe from footage as i know you shouldn’t time track days...
I dread to think as all I was going to do was some suspension and brake upgrades but looks like I have got a bit carried away with this one.
Good question about the focus rs but the car was quicker than an m2 around bedford and is a lot lighter than the focus ( around 500 kg I thing ) so I would thing so but will be fun to find out .
The car should be quicker than last time with the extra power and suspension bits but we will find out soon when I get the car back on a track .
Good question about the focus rs but the car was quicker than an m2 around bedford and is a lot lighter than the focus ( around 500 kg I thing ) so I would thing so but will be fun to find out .
The car should be quicker than last time with the extra power and suspension bits but we will find out soon when I get the car back on a track .
Alonso92 said:
What a pocket rocket! I’m a bit scared to ask, but how much do you think you’ve spent on mods? I know part of the fun of ownership is adding bits to suit your needs but do you think you would be quicker around your local track say with a stage 1 focus rs?
Would also be interested in knowing if there was a time difference at your local circuit after the last time you took it out. Maybe from footage as i know you shouldn’t time track days...
Would also be interested in knowing if there was a time difference at your local circuit after the last time you took it out. Maybe from footage as i know you shouldn’t time track days...
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