To all those men and women serving in the Military who love speed and adrenaline of jets and fast cars… We prepare for one of college football’s biggest rivalries this coming week.
Go Navy Beat Army. Dec. 9th at 3pm.
— Navy Athletics (@NavyAthletics) November 27, 2017
McDonalds probably isn’t the first place you’d expect to run into the new Corvette prototype, but some lucky people in Detroit tracked it down at the drive through. With the new platform and surely exceptional power plant, this new Corvette is something we’ll be keeping an eye on.
cp-e’s Install Department recently had the chance to install one of our very own Focus ST Atmosphere™ Turbo Kits. We ran one of these turbos on our shop car a few years ago, and the result was an incredibly fast and fun to drive car that doesn’t lose the factory response and reliability. Any time that you’re adding a larger turbo, you can expect a later spool, but we’ve done everything possible to maximize the spool time on our kit.
Compared to other cast manifold turbo kits that we’ve seen in our shop, we’re seeing about 500 rpm quicker spool with the same turbo. Some of this is due to the manifold design, but also our choice of a Tial turbo as opposed to a stock Garrett unit greatly helps spool times.
The car in question chose a Tial Gen 1 GTX2867R along with matching Tial MVR Wastegate in Silver. This combination looks very sleek and since it’s tucked away between the engine and firewall on the Focus ST, it takes a very keen eye to spot the turbo kit.
Being a veteran owned company, we were pleased that this Focus ST was owned by a member of the military. Prior to the turbo kit, this 2016 ST3 had some key modifications such as a cp-e intake, COBB FMIC with TiAL BOV, COBB catback exhaust, Enkei RPF 1 Wheels, Boomba short shifter kit, stock fuel system, and a 3 Port MAC solenoid boost controller. With the exception of the wheels, we’ve installed all of these parts here.
After installing all of the parts, we gave this car a custom tune to get everything settled with perfect drivability and power delivery. Our tuner had some feedback on both the kit and also general notes on tuning the EcoBoost vehicles with a big turbo. With a 2 day session for the install and tune, our install and tuning department was able to shed some light on the common questions with this kit.
Installer & Tuner Notes
The Focus ST struggles on the fuel system side.
With the GTX2867R being able to hit 20psi by 3500rpm, the cam driven HPFP cannot keep up, because its flow ability is linked to RPM, limiting the amount of boost in the lower RPM’s. In the high RPM’s, the HPFP can keep up, but the injectors start to be the limiting factor. In a direct injection system, the fuel injectors are really only supposed to spray in the intake stroke. If you think about the fact that the engine cycle consists of 2 revolutions and 4 modes (intake, compression, power, exhaust), direct injection cars can really only spray during one of those modes, where as port injection, best sprayed at the back of the closed intake valve, have 3 of the modes to spray fuel in. The direct injection systems must do a lot of spraying in a short amount of time. On the stock fuel system on the focus ST, this limits how much boost we can run at high RPM’s, limiting power. With the fuel system limiting the focus in both mid and high RPM’s its hard to make full potential of the larger turbo. Furthermore, when doing ethanol mixes, lambda of 1 changes from 14.08 (e10) to 12.96 (e30), so approx 10% more fuel must be sprayed in the same amount of time, putting further stress on the fuel system. Good thing ethanol can run leaner and make more power with the same boost safely.
External wastegate control on the Atmosphere kit.
As a tuner, one of my favorite aspects of the CP-E atmosphere kit is the external wastegate system combined with the headifold adapter design. With the wastegate being smoothly merged into the path of the exhaust air, its ability to control boost is unrivaled. Paired with the well controlled PID system of the Ford PCM, and Cobb’s custom features in Accesstuner, the boost almost controls itself. For the first WOT pull, I was able to zero out the WGDC tables, aim for 20psi of boost and was able to stay within 1 psi for most of the run. In my history of tuning turbo kits, I have seen way too many kits boost creep, where the boost would go out of control at high RPM’s, or come on too hard and overboost after spool. This kit was able to hit boost targets and stay on target. Especially with the fuel system dictating max boost levels, this is very important for a reliable focus ST. I found that boost was very predictable and changes could be made with small changes to the wastegate table. If the car is overboosting, the ECU will be able to take out duty cycle and get boost where it should be faster, without overshooting, taking out too much boost, or allowing the car to be overboosting for a long period of time. In addition, with only a 1 bar spring, we were able to keep the actual duty cycle very low. This will allow us to easily turn up the boost once we upgrade the fuel system without having to change the wastegate spring.
Advantages over the stock turbo: POWER!
The stock K03 on the focus ST hasn’t really seen much past 300WHP. At 300whp on the stock k03, the turbo shaft speed is spinning way faster than the turbo was ever designed to do, creating a lot of heat. Most focus ST owners will tell you that the car is a torque monster, but when it comes to torque after 5000 rpms, the car is dead. Without seeing compressor maps on the ko3, I would estimate that its efficiency will fall off around 25-27lb/min of air. When it comes to horsepower, airflow is going to be your biggest factor. The GTX2867R is rated at about 47lb/min. We have made 470whp on this turbo in the past! What does this mean? The torque curve with this turbo is WAY different than the stock k03 and will not die out in the high RPMs. On the stock fuel system and stock bottom end, we do not see a big increase in torque over the stock turbo. In fact, with 25psi at less than 3000rpms, the k03 makes boatloads of torque! With the GTX2867R we are able to push over 20psi at 6000rpm, vs less than 15 with the ko3. The torque gains in the top end are huge. Totally stock, the focus made about 175ft/lbs @ 6000rpm. With full CP-E bolt ons and a custom tune, we were able to push that number up to about 200ft/lbs. With the turbo kit, we were at around 255ft/lbs. In percentages, thats 45% over stock, and the only limit with the turbo was the fuel system!
Power under the curve
We have a lot of customers that come to us looking for peak HP numbers, which I totally understand. However, what really makes a car fun? How much fun is 500hp if you only have a power band of 2000 rpm? It may do well in drag racing where you are staying in the power band, but what about a circuit course? A bad shift can take you out of the power band and loose a few seconds of lap time. One of my favorite aspects of the mustang dyno is the fact that it reads out average HP and torque. Suppose you have two cars. Each make a peak HP of 400hp and 400ft/lbs, however, from 2500-6000, car A averages 200hp and car B averages 300hp. Which car is going to be faster? Car B! So, while we made about the same peak torque with and without this turbo, the turbo brought the average power up 7% from full bolt ons and 18% over the stock configuration. Further more, the Atmosphere kit made more torque from 3500rpm to redline, which is most of the powerband. In other words, the <1000rpm lost from the spool time of the bigger turbo is made up from the 4500rpm of powerband with a significant torque increase.
We came across this video that perfectly explains why painting your intercooler black is not the correct solution.
This video is a response to Mighty Car Mods, which we also follow and respect, but we have to agree with this guy here. Paint insults the core, which is the exact opposite of what you would want to do on a FMIC.
Conversely, our Dissipate™ coating has the same or better thermal conductivity as aluminum, so it isn’t negatively affecting the core temperature and can even draw heat away from the coated core.
Welcome to part 3 of our employee vehicle builds. In the last installment of Project Old Yeller, we detailed the search for the perfect set of wheels. Since this car is natural aspirated and there are little gains to be had without forced induction, the focus of the build is on handling and grip.
With the new wheels installed, the car was looking great, but the ride height left much to be desired. Many Audi / VW owners choose to go with air ride and slam their cars to the ground. Although this was a tempting idea, I wanted the car to retain the excellent handling characteristics that I loved about the car, while still remaining very daily drivable. On past vehicles I had a tendency to go overboard on trying to get all out race spec coilovers with custom spring rates, bone jarring dampening, and rebound that would slowly shake the car apart. Learning from my past mistakes and with this being a road car, I went with a less agressive Bilstein B14 coilover.
The end result is ride quality that truly feels similar to stock, but with decreased body roll and more confidence inspiring cornering. The ride height has only been lowered about 2 inches to ensure that the car still has ample clearance and doesn’t ride like a shopping cart. Combined with the new suspension, an alignment with a small amount of negative camber keeps the car ready for the twisties.
Now the car is confidence inspiring, pleasantly quick, and a joy to drive. Next up, we’ll be adding some factory parts borrowed from a Porsche 996TT.
It’s no surprise that Ford’s latest 5.0L power plant has immense potential. Now for the first time, a coyote powered car has made it into the 3’s. This is incredible territory for an engine based on a production coyote power plant.
More details here.
After some time in California for development with Anderson Composites, our Focus RS is finally back on home turf. We were lucky enough to finish all of the necessary go-fast parts for the build prior to shipping the car off to SEMA in mid October. During this time, the team at Anderson added some lovely carbon fiber bits to the car and really made this think look show worthy. With a set of wheels from Fifteen52 and suspension provided by Eibach and Whiteline, the RS is now truly a force to be reckoned with.
Here are some photos of the car on its return. We’ll have a full photoshoot of this car shortly and plenty of more in depth information on this build.
Happy 2017 everyone! Custom Performance Engineering was able to make some improvements in 2016 and we saw a massive amount of products released last year. Here’s to hoping that 2017 is even better!
To celebrate the new year, we’re releasing the new version of our website. We hope that you enjoy the new look.
Much like SEMA, PRI is an even that we attend every year where we make new contacts and show off our latest and greatest products.
This year was especially sucessful with the first public showing of our Stage 2 FMIC for the Ford Mustang EcoBoost and a new intake manifold for the platform. In addition to these exciting products, we also previewed our Ford Focus RS intake manifold. These products are sure to cause a stir in their respective communities and we can’t wait to release them!
Do you have a Fusion 2.0T and wish that you held out for a Fusion Sport? Well this clip might change your mind. With some relatively conservative mods, the 2.0T Fusion is a serious sleeper.
The car later ran a 13.95 @ 96.91
Our friends over at UPR Products reset the EcoBoost Mustang 1/4 mile record this weekend. We’re getting closer and closer to 9’s and love seeing these records being set. Thanks to Steve and the team at UPR for pushing the envelope and showing us what the Borg Warner kit is capable of on their Mustang EcoBoost. Check out this video of the record setting 10.24 @ 134 run.
The car is running a cp-e™ Borg Warner Atmosphere Big Turbo kit with a 7670 turbo.
This year was an exciting year for cp-e at Ford Nationals. We had some great success from BG Racing showing our sponsored street EcoBoost project, to Manny’s cp-e sponsored EcoBoost taking home the first place trophy. All of the show stopping EcoBoosts this weekend were running cp-e parts.
Brad’s EcoBoost has been seeing quite a bit of press lately for his dip into the 10’s. We’re pleased to see this car gracing the digital pages of SVTperformance.com and feel that this solidifies the 10 second pass.
Check out the full article below.
One of our sponsor Mustang EcoBoost’s was featured in an American Muscle install video. We’re huge fans of AM and Ron’s car, so we loved seeing this put together.
Check out the video below for a glimpse inside the cp-e Engineering facility and our upcoming twin-droll Borg Warner turbo kit.