Fiesta ST MK7.5 Track car
Discussion
As previously mentioned I will not be running the EBC Yellow front pads that came with the kit but I will keep them for some back up pads if needed .
I have ordered the EBC RP-X track brake compound to run up front .
The RP-X is a full track race pad and will replace the excellent Pagid RLS29 pads I have been running up front .
The RP-X has a higher friction coefficient and temperature range than the Pagid RLS29 but will also be harder on discs and pad wear .
New RP-X front pads .
I’m looking forward to seeing how they will perform as I have read some very good reviews .
The only bad thing is that they will squeal like a b*tch .
I have ordered the EBC RP-X track brake compound to run up front .
The RP-X is a full track race pad and will replace the excellent Pagid RLS29 pads I have been running up front .
The RP-X has a higher friction coefficient and temperature range than the Pagid RLS29 but will also be harder on discs and pad wear .
New RP-X front pads .
I’m looking forward to seeing how they will perform as I have read some very good reviews .
The only bad thing is that they will squeal like a b*tch .
J4CKO said:
Is a big brake kit only really required on track ? my eBay specials seem to be doing ok on the road 
Tend to run out of road/opportunity before brakes.
Did you notice a big difference with braided lines ?
Do you still drive it on road at all now ?
To answer your questions .Tend to run out of road/opportunity before brakes.
Did you notice a big difference with braided lines ?
Do you still drive it on road at all now ?
A BBK would be a wast if it is just a road car as you will never be braking as hard or generating enough heat to worry the stock brakes .
Something like the yellow stuff pad would be a good upgrade that would be fine on the road . ( i ran this when my car was my road car only running CP4X 260 BHP )
Braided lines will give you a bit more brake peddle feel and take a bit of the dead travel .
Yes the car is driven on the road to go to tracks and is fine if a bit noisy with the brakes .
Chuck328 said:
I'll be interested to hear how you get on with those brakes given how Pagid are the internets hero track pad and how EBC have a 'Reputation'....
I'm running yellows all round just now with Godspeed discs, I installed them only a month or so ago so early days. No track work in my ST so these seem just fine for the road.
The previous EBC discs, just plain ones, I thought were s
te. The levels of corrosion/pitting after 2 years (20K miles) of commuting to work and the odd day out in the hills, was just terrible. ( for ref, our Audi S3 has EBC reds and Mtec discs. Far better condition for similar time/miles and use).
Great thread to! ( My nephew early 20's) bought his ST about a year ago, He's doing a few Halfords mods that leave me, well, when you have nothing good to say, don't say it sort of thing...
Well, he's young, enthusiastic so let him get on with it. Anyway, i showed him your thread....
" I aspire to that" ! came the reply.
I will not go too much in to it now as i will wait until i post up the review on the track day last Monday but i will say i will not be using the Pagid RLS29 pads again after using the RP-X pads and i really do rate the Pagid RLS29 so take that as you will .I'm running yellows all round just now with Godspeed discs, I installed them only a month or so ago so early days. No track work in my ST so these seem just fine for the road.
The previous EBC discs, just plain ones, I thought were s
te. The levels of corrosion/pitting after 2 years (20K miles) of commuting to work and the odd day out in the hills, was just terrible. ( for ref, our Audi S3 has EBC reds and Mtec discs. Far better condition for similar time/miles and use). Great thread to! ( My nephew early 20's) bought his ST about a year ago, He's doing a few Halfords mods that leave me, well, when you have nothing good to say, don't say it sort of thing...
Well, he's young, enthusiastic so let him get on with it. Anyway, i showed him your thread...." I aspire to that" ! came the reply.
Yes Yellow stuff pads are great for a road car and i ran them with no problems .
They tend to be in two camps the Fiesta ST . One in a few performance tweeks to make the car a little better and the other in a lets make it as loud and as obnoxious as we can
With getting the new brakes fitted i have now installed a new set of front spacers for the new wheels that will be going on the car .
I have changed the Eibach Pro 20 mm front spacers for a new set of Eibach Pro 25 mm units .
New Eibach Pro 25 mm spacers .
Old 20 mm unit and new 25 mm unit .
The rear units are still the same Eibach Pro 20 mm spacers .
I have changed the Eibach Pro 20 mm front spacers for a new set of Eibach Pro 25 mm units .
New Eibach Pro 25 mm spacers .
Old 20 mm unit and new 25 mm unit .
The rear units are still the same Eibach Pro 20 mm spacers .
And on to some more weight saving in the form of new aluminum wheel nuts .
After doing some reading up of what units are best i went for the 949 Racing units that a lot of MX5 owners swear by .
New 949 Racing aluminum wheel nuts .
New vs old .
The old steel OEM nut is 77 grams .
The new 949 Racing aluminum wheel nut is 24 grams .
So that is another 0.9 Kg saved .
After doing some reading up of what units are best i went for the 949 Racing units that a lot of MX5 owners swear by .
New 949 Racing aluminum wheel nuts .
New vs old .
The old steel OEM nut is 77 grams .
The new 949 Racing aluminum wheel nut is 24 grams .
So that is another 0.9 Kg saved .
Time for another update and one I have been looking forward to doing for some time now .
With all of the weight loss on the car the one arear that has not been done yet is the wheels where some good weight savings can be made .
To recap the car is running two sets of wheels and tyres so a dry set up that is the stock 17 inch Ford wheels with larger 215/40/17 Nankang AR1 tyres and a wet set up / road that is stock 17 inch Ford wheels with larger 215/40/17 Michelin Pilot Sport 4 tyres .
The OEM tre size is 205/40/17 for reference .
I will be keeping the wet set up the same but will now have a new set of dry wheels and tyres .
With this in mind I set about looking what set up I could run on the car and how much weight could be removed as this is the Golden arear of weight reduction in unsprung rotational mass .
A few people are running 16 inch wheels with big brake kits but i started looking to see if it was possible to run some 15 inch wheels with a big brake kit .
After talking to a few people and doing some research the answer is that 15 inch wheels would be too small to still run a big brake kit but I love a challenge so i started looking in to how this could be made to work .
The first thing would be a smaller big brake kit as my AP racing 330 mm 4 pot set up would never fit under 15 inch wheels but the EBC 300 mm 4 pot kit may just about fit with some modifications .
Next is I would need to run larger 25 mm spacer up from the 20 mm spacers the car is running .
And last would be the offset of the new wheels would need to be an ET 35 off set .
As I’m running - 3 deg of negative front camber I thought this set up may just about fit under the arch with no rubbing .
With a plan in place I ordered some new 15 inch Team Dynamic Pro race 1.2 light weight wheels .
New 15 inch Team Dynamic Pro race 1.2 light weight wheels .
And then to test fit them after some modifications .
As you can see they are very tight but do clear with 3 mm of clearance after some modifications .
Then it was on to what tyres to run with the new wheels .
With weight in mind again I wanted to run a smaller tyre so have looked to reduce the tyre size down to 195/50/15 from what I was running 215/40/17 .
After hearing very good things about MRF ZTR semi slick tyres I have ordered them in a medium compound .
And then the MRF tyres fitted to the Team Dynamic Pro race 1.2 wheels .
And then fitted to the car .
And a few pics of how the wheels sit and the clearance .
And then on to the difference in the weight of the old and new wheels .
The old Ford OEM 17 inch wheels with 215/40/17 Nankang AR1 tyres has a weight of 25.8 Kg .
The Team Dynamics 15 inch wheels with 195/50/15 MRF ZTR tyres has a weight of 12.3 Kg .
So that is a weight saving of 54 Kg in unsprung rotational mass .
I have had fun seeing how much weight I could remove from the car and had a target of 100 Kg to remove from the car and get the car to 300 BHP per ton before its first track day of this year but i have done a little better than that .
This will be the last part of the weight saving done on the car ( I feel a little sad its over ) and brings the final total weight removed from the car to 226.9 Kg .
The weight of the car before all of the weight reduction was done was 1205 Kg with a full tank of fuel . ( there was a 20 Kg weight put in the drivers seat for the corner weighting on the below pic )
So the total weight of the car is now 978 Kg .
The car is running at 323 BHP so power to weight of the car will now be 330 BHP per ton .
With all of the weight loss on the car the one arear that has not been done yet is the wheels where some good weight savings can be made .
To recap the car is running two sets of wheels and tyres so a dry set up that is the stock 17 inch Ford wheels with larger 215/40/17 Nankang AR1 tyres and a wet set up / road that is stock 17 inch Ford wheels with larger 215/40/17 Michelin Pilot Sport 4 tyres .
The OEM tre size is 205/40/17 for reference .
I will be keeping the wet set up the same but will now have a new set of dry wheels and tyres .
With this in mind I set about looking what set up I could run on the car and how much weight could be removed as this is the Golden arear of weight reduction in unsprung rotational mass .
A few people are running 16 inch wheels with big brake kits but i started looking to see if it was possible to run some 15 inch wheels with a big brake kit .
After talking to a few people and doing some research the answer is that 15 inch wheels would be too small to still run a big brake kit but I love a challenge so i started looking in to how this could be made to work .
The first thing would be a smaller big brake kit as my AP racing 330 mm 4 pot set up would never fit under 15 inch wheels but the EBC 300 mm 4 pot kit may just about fit with some modifications .
Next is I would need to run larger 25 mm spacer up from the 20 mm spacers the car is running .
And last would be the offset of the new wheels would need to be an ET 35 off set .
As I’m running - 3 deg of negative front camber I thought this set up may just about fit under the arch with no rubbing .
With a plan in place I ordered some new 15 inch Team Dynamic Pro race 1.2 light weight wheels .
New 15 inch Team Dynamic Pro race 1.2 light weight wheels .
And then to test fit them after some modifications .
As you can see they are very tight but do clear with 3 mm of clearance after some modifications .
Then it was on to what tyres to run with the new wheels .
With weight in mind again I wanted to run a smaller tyre so have looked to reduce the tyre size down to 195/50/15 from what I was running 215/40/17 .
After hearing very good things about MRF ZTR semi slick tyres I have ordered them in a medium compound .
And then the MRF tyres fitted to the Team Dynamic Pro race 1.2 wheels .
And then fitted to the car .
And a few pics of how the wheels sit and the clearance .
And then on to the difference in the weight of the old and new wheels .
The old Ford OEM 17 inch wheels with 215/40/17 Nankang AR1 tyres has a weight of 25.8 Kg .
The Team Dynamics 15 inch wheels with 195/50/15 MRF ZTR tyres has a weight of 12.3 Kg .
So that is a weight saving of 54 Kg in unsprung rotational mass .
I have had fun seeing how much weight I could remove from the car and had a target of 100 Kg to remove from the car and get the car to 300 BHP per ton before its first track day of this year but i have done a little better than that .
This will be the last part of the weight saving done on the car ( I feel a little sad its over ) and brings the final total weight removed from the car to 226.9 Kg .
The weight of the car before all of the weight reduction was done was 1205 Kg with a full tank of fuel . ( there was a 20 Kg weight put in the drivers seat for the corner weighting on the below pic )
So the total weight of the car is now 978 Kg .
The car is running at 323 BHP so power to weight of the car will now be 330 BHP per ton .
alex98uk said:
That is a proper chunky set up ha!
Where did you manage to source a new set of TD Pro 1.2's? They're hard to find new now
Yes the tyres are now 50 profile up from the 40 profile of the old tyres .Where did you manage to source a new set of TD Pro 1.2's? They're hard to find new now
I got them from Performance Alloys but were on back order for 18 weeks and one of the last runs they were going to do .
The Bearded Tit said:
Love it! Shame the weight saving is done with!
Out of curiosity, isn't the diameter of the new wheel and tyre combo smaller? Won't that shorten the gear ratios and put the speedo out?
You never know I may come back to the weight saving some time later ( Sebon do some very nice carbon fiber doors and rear boot Out of curiosity, isn't the diameter of the new wheel and tyre combo smaller? Won't that shorten the gear ratios and put the speedo out?
) Yes you are correct a fair bit smaller but they will only be used on track and I have a gps race box for the speedo so not a problem there .
And yet again some more updates on the car and this time moving the attention to the engine mapping .
The plan for the car over the winter ( and as it turned out most of the year ) was to focus on three points to improve and upgrade before getting the car back on track .
One was the cooling system of the car and improving on this some more with a new Pro Alloy radiator and track spec large oil cooler replacing the smaller units on the car .
Two was to remove as much weight as I could without stripping the car out so much that it was a nightmare to drive on the road .
And this brings us to the third and final arear to look to improve in the form of the engine mapping on the car .
The car is running the generic Peron stage 3 software that was installed along with the S280 turbo upgrade and this is running at 1.5 bar of boost and made 323 BHP and 342 LB/FT .
Over the winter I have installed some larger direct injectors that are new Bosh units from a Jaguar F-Type but this will not run with the Peron software as the larger injectors need to be scaled in .
I have been talking to a few companies as I wanted to get a bespoke tailored map for my car and not just another generic flash map .
After speaking to Peter at TRS I booked the car in to have a full day of live mapping and road mapping done along with looking to run x 3 different boost maps on the car ( low , medium and high ) that can be changed quick and easy .
First up was to order the hand held unit that will have the three maps loaded on to and then the car can have the map changed in a few seconds by loading this through the OBD port .
New TRS hand held unit .
And then I needed to load a temporary file to be able to drive the car to TRS in Leamington Spa .
The drive is around 3 hours from where I live to get to TRS so I booked a Friday off work and booked a full day with TRS for all of the mapping to be done .
After arriving and speaking to Peter and him checking the car over we set out to get some live road data on a private road and the good news was that all the data was coming back better than he expected .
Then it was back to TRS HQ to put the car on the hub dyno and start live mapping the car .
I talked through with Peter what the car was being used for and the fact that it was a 95 % track car and what I was looking for as I wanted to dial out a bit of the torque the car was making and also look to raise the rev limit from 6,600 RPM to 7,500 RPM and also to move the power more to the top end .
Peter was excellent in explaining what he was doing with ignition timing and boost settings and how he was tweaking the map to the car .
This took most of the day to get the three boost maps written and loaded on to the car / hand set and then it was off the hub dyno and back to the private road to finish everything off and do some final testing .
With this all done it will be back to the dyno to see what the car is making with each different boost map so I will book for x 3 different dyno runs one for each boost map .
The plan for the car over the winter ( and as it turned out most of the year ) was to focus on three points to improve and upgrade before getting the car back on track .
One was the cooling system of the car and improving on this some more with a new Pro Alloy radiator and track spec large oil cooler replacing the smaller units on the car .
Two was to remove as much weight as I could without stripping the car out so much that it was a nightmare to drive on the road .
And this brings us to the third and final arear to look to improve in the form of the engine mapping on the car .
The car is running the generic Peron stage 3 software that was installed along with the S280 turbo upgrade and this is running at 1.5 bar of boost and made 323 BHP and 342 LB/FT .
Over the winter I have installed some larger direct injectors that are new Bosh units from a Jaguar F-Type but this will not run with the Peron software as the larger injectors need to be scaled in .
I have been talking to a few companies as I wanted to get a bespoke tailored map for my car and not just another generic flash map .
After speaking to Peter at TRS I booked the car in to have a full day of live mapping and road mapping done along with looking to run x 3 different boost maps on the car ( low , medium and high ) that can be changed quick and easy .
First up was to order the hand held unit that will have the three maps loaded on to and then the car can have the map changed in a few seconds by loading this through the OBD port .
New TRS hand held unit .
And then I needed to load a temporary file to be able to drive the car to TRS in Leamington Spa .
The drive is around 3 hours from where I live to get to TRS so I booked a Friday off work and booked a full day with TRS for all of the mapping to be done .
After arriving and speaking to Peter and him checking the car over we set out to get some live road data on a private road and the good news was that all the data was coming back better than he expected .
Then it was back to TRS HQ to put the car on the hub dyno and start live mapping the car .
I talked through with Peter what the car was being used for and the fact that it was a 95 % track car and what I was looking for as I wanted to dial out a bit of the torque the car was making and also look to raise the rev limit from 6,600 RPM to 7,500 RPM and also to move the power more to the top end .
Peter was excellent in explaining what he was doing with ignition timing and boost settings and how he was tweaking the map to the car .
This took most of the day to get the three boost maps written and loaded on to the car / hand set and then it was off the hub dyno and back to the private road to finish everything off and do some final testing .
With this all done it will be back to the dyno to see what the car is making with each different boost map so I will book for x 3 different dyno runs one for each boost map .
After the live mapping done by TRS I wanted to get the car back on the dyno to see what she was making .
I have used Devil Developments for all of the dyno runs that the car has had in different states of tune so it is a good bench mark of improvements as the dyno is the same and has not changed .
I was looking to do x 3 different dyno runs so one for each of the boost maps but I could only get a booking for one power run on the day so I loaded the High boost map to see what this would make .
The high boost map is running 1.75 bar of boost so still nothing that extreme in terms of boost pressure .
The one point that I did not go in to was that when the mapping was done at TRS Peter did say that the Milltek exhaust I’m using on the car will not be the best for power as it is a 2.75 inch system not a 3 inch system and that it is running two large exhaust silencers that will add back pressure so good for noise reduction but not for power so he did say to expect around another 7 - 10 BHP with a less restrictive exhaust .
The car was strapped down on the Dyno Dynamics rollers and had the bonnet closed for the run just like last time to make it a more real world run .
Car on thy dyno for its power run .
And a quick couple of vids of the run .
https://youtu.be/ZFTbffBuZAg
https://youtu.be/AR8dCvxnOg4
And then the results .
360 BHP and 318 LB/FT are the peak figures .
Looking at the dyno graph and the mapping the car is now making 300 + BHP from 5000 RPM to 7500 RPM and 300 + LB/FT from 3200 RPM to 6200 RPM
Working out the power to weight ratio the car in the high boost map is now 368 BHP per tone so should be very exciting going form the below link
https://www.autosnout.com/Cars-Bhp-Per-Ton-List.ph...
I will not be running the car on the high boost map on track until I look in to getting the engine forged as at this power level it will just be a matter of time when the stock engine will go pop ( I may do one or two laps on track just for reference )
I have booked to get the car on another dyno and to do x 3 different power runs so I can see what power the car is making in each of the boost maps .
I have used Devil Developments for all of the dyno runs that the car has had in different states of tune so it is a good bench mark of improvements as the dyno is the same and has not changed .
I was looking to do x 3 different dyno runs so one for each of the boost maps but I could only get a booking for one power run on the day so I loaded the High boost map to see what this would make .
The high boost map is running 1.75 bar of boost so still nothing that extreme in terms of boost pressure .
The one point that I did not go in to was that when the mapping was done at TRS Peter did say that the Milltek exhaust I’m using on the car will not be the best for power as it is a 2.75 inch system not a 3 inch system and that it is running two large exhaust silencers that will add back pressure so good for noise reduction but not for power so he did say to expect around another 7 - 10 BHP with a less restrictive exhaust .
The car was strapped down on the Dyno Dynamics rollers and had the bonnet closed for the run just like last time to make it a more real world run .
Car on thy dyno for its power run .
And a quick couple of vids of the run .
https://youtu.be/ZFTbffBuZAg
https://youtu.be/AR8dCvxnOg4
And then the results .
360 BHP and 318 LB/FT are the peak figures .
Looking at the dyno graph and the mapping the car is now making 300 + BHP from 5000 RPM to 7500 RPM and 300 + LB/FT from 3200 RPM to 6200 RPM
Working out the power to weight ratio the car in the high boost map is now 368 BHP per tone so should be very exciting going form the below link
https://www.autosnout.com/Cars-Bhp-Per-Ton-List.ph...
I will not be running the car on the high boost map on track until I look in to getting the engine forged as at this power level it will just be a matter of time when the stock engine will go pop ( I may do one or two laps on track just for reference )
I have booked to get the car on another dyno and to do x 3 different power runs so I can see what power the car is making in each of the boost maps .
Edited by Kaveney on Tuesday 19th October 12:08
I have managed to get the car back on another dyno for another power run and this time on the low boost map .
The low boost map is running 1.4 BAR of boost so less than the Peron map that i was running last year at 1.5 BAR of boost .
The results from the dyno power run in low boost .
325 BHP and 273 LB/FT .
I am very happy with this as the car is running very low boost but still making good numbers .
This will be the map i will be using on track the most and i have dialed out 69 LB/FT of the low down torque as this was causing traction issues in the lower gears on track last year .
The low boost map is running 1.4 BAR of boost so less than the Peron map that i was running last year at 1.5 BAR of boost .
The results from the dyno power run in low boost .
325 BHP and 273 LB/FT .
I am very happy with this as the car is running very low boost but still making good numbers .
This will be the map i will be using on track the most and i have dialed out 69 LB/FT of the low down torque as this was causing traction issues in the lower gears on track last year .
alex98uk said:
Pretty mental when you have to dial OUT torque for track haha
On most of the tracks it was not too much of a problem with my set up ( lots of camber and suspension , semi slick track tyres , LSD etc ) but at Lyden Hill last where it is all second and third gear it was a problem as second gear was not easy to get the torque down so you had to be at quarter throttle or just short shift in to third and this is not ideal if you want to go quickly .On the low boost map i still have 273 LB/FT from 3000 RPM to just over 6000 RPM with a much more linear spread where the Peron map i had a big low down spike of torque that was tricky to manage .
J4CKO said:
I think its a general thing with these, the engine will produce 400 lb/ft with the right set up but its counterproductive unless you have the grip and even with track tyres, decent geometry and an LSD there is a limit.
It is however, very impressive how much they will cope with for a small, FWD, light car.
Yes very true 400 LB/FT would not be that much of a problem to get but the car would be pretty undrivable and i would not think the engine / gearbox would last that long but as you say 360 BHP out of a little 1.6 four banger is impressive .It is however, very impressive how much they will cope with for a small, FWD, light car.
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