Custom Turbo

My Custom turbo setup

CLICK ON A BELOW PICTURE TO VIEW IT ENLARGED IN A SEPARATE WINDOW

Picture to turbo manifold and wastegate downpipe.

Picture of focus power diy kit. Does not come with oil pan, oil lines, and oil fittings shown in picture.

Top view of the turbo with oil feed line The top view of the wastegate and turbo manifold

The 3'' univer.

Parts :

Manufactory	part	description
www.pro-flow.com	Univer	billet aluminum measures 360 degrees
sieman deka	55lb high impendence injector	The highest lb high impedence injector available.
Denso	spark plugs	2 step colder plugs with stock length
www.pectelusa.com	Pectel T2	Engine management system
www.c-f-m.com	everything else	hoses, oil lines, custom fabrication, and so on.
www.c-f-m.com		They installed everything on my car
www.Focus-power.com	svtf DIY turbo kit	piping, intercooler, turbo header, turbo and wastegate downpipes

Notes :

My custom turbo kit consists of a t3/t4 turbo stage 3 with a .63 a/r from turbonetics. It utilizes focus power DIY kit, which consists of the intercooler, turbo manifold, and piping, turbo and wastegate downpipe. I have 55lb injectors with the univer maf, and the Fordchip flashed ecu for the tuning.

The design of the DIY kit was change to fit my needs. C-F-M had a custom slip joint on the turbo downpipe made to fit the wastegate downpipe. The wastegate now will dump the exhaust back into the exhaust system, which makes for a quieter car. The DIY kit was changed to work with a bypass valve. A different flange was need for the mounting of the bypass valve with an addition of a custom return.

The tuning was done with a reflashed ecu from Fordchip. The ecu adjusts for the different fuel injectors and the new maf. The new maf was recalibrated for the 55lb injectors, which causes the maf voltage to be much lower than stock. . The ecu is tuned to work with the new maf, and it contains different fuel and timing maps.

The car came with 30lb injectors stock, which many people believe to be already big. What most people don't know about the svt focus is that it is has return-less fuel system like most new ford cars. The svt focus fuel pressure will not automatically increase under boost. It will stay at a constant 42 fuel pressure at any boost level. I have seen stock fuel injectors max out at 5-6 lb of boost with stock fuel pressure. It should also be noted that the stock pump can only handle up to 60 psi.

I had c-f-m installed all the turbo parts on my car. They did a great job at that. The car was initially tuned with fordchip, but later was tune with the Pectel. I had Fordchip increase the rev limiter to 8,500 rpms! I currently have the rev limiter set to 7,000 rpms with my msd ignition box. I look forward to revving the car to 7,700 rpms once I am able to buy a new flywheel and clutch form clutch masters.

Initial Dyno results 06/12/03:

Here is the old dyno results below with Fordchips tuning back on 06/12/03. The red line is 6 psi while the blue line is 10 psi. The curve would look better if the last dyno was no wot at that low rpm. The dyno has less load than the street. The turbo needs load to spool faster, so flooring the car at higher rpms would produce a better power. The car tuning was off at 10 psi , so at the lower rpms there was not enough timing and too much fuel at the lower rpms. My v-6 Pontiac grand prix gtp made the same max hp with 12.5 lb of boost, so I am impressed with what a smaller I-4 engine can do.

Dyno video: Click here for Video clip of 252whp Turbo SVT Focus at 10lbs of boost dyno run

Update 11/15/03 :

I have switch over to a Pectel T2 standalone engine management system since the tuning at Fordchips did not work out that well. My car was tuned a second time in Atlanta were the car could not be complete tune since of time restraints. Fordchip was not able to complete tune a svtf correctly until several months later. There is currently no chips available for the svt focus yet, which means a person needs to buy a pectel T2 or send their ecu in for every change they need. I am able to tune my car myself with my lm-1 wideband and my notebook computer. Below is my old dyno results .

Update 03/15/04 :

I have switch a new custom turbo manifold to a better somewhat tubular turbo manifold design. It seems to spool up better also. Tom from focus-power sent over 30hr+ to make this new turbo manifold for me. There is not that much room in the engine compartment with my current turbo. It is already close to the fans as you can see, so you can see how hard it must of been for him.

Update 04/14/04 :

I will be upgrading my turbo setup. I am planning to go with a GT3071R turbo , 750CC injectors from c-f-m , a return fuel system with a inline fuel pump , built short block with 9:1 compression , and port and polish head. I am hoping for 300fwph on the street, and 400fwhp at the track with 110 octane.

Update 03/14/05 :

The engine is now completely built with 8.65:1 Ross forge connecting rods, forge h-beams , and a port and polished head. I am still using the 550cc injectors since I will have to retune to the car for the 750cc. I was able to use the kennebell boot-a-pump to keep the fuel pressure up. The initial dyno results show 310fwhp and 275tq on a mustang dyno, which is known to report lower hp than a dynojet. The 550cc injectors are maxing out with the 23psi on the dyno. I will need to install the larger 750cc injectors before I can try increasing the boost more.

Update 06/24/2005 :

Installed and tuned the car for the larger RC 750cc high impedance injectors. I am planning on seeing how far I go with the stock returnless fuel system. The current turbo is about towards the max limits. I am now looking into a bigger GT3076R with .63 exhaust housing. It has the capability of supporting 350 to 500 hp, which is what I am looking for. I am planning on buying that new turbo and making a new custom turbo manifold with a larger down pipe and inlet pipe for it.

Update 09/01/2005 :

The new turbo is installed. It took precision turbo little longer than I planned for them to one. The new turbo has boost little sooner since it is a dual ball bearing. The car breaks the tires loose easily now in 1st and 2nd gear. I am currently running around 15psi. The svtf intake manifold is composite plastic. I have seen the intake manifold crack on few svtf while trying to run 17psi+ of boost. I plan to have the Ford racing intake manifold installed later to resolve this issue. I will do another dyno once the new intake manifold is installed.

Update 11/23/2005 :

The new ford racing intake manifold is install. It looks to have lost some low end torque, but the stock intake manifold was starting to have problems. Once the stock intake manifold was off, I was able to notice the plastic seals on it were coming off since of the high boost. The FR intake manifold required some modifications to install it. Here are the hp results below.

Dyno # 40 in blue made 293fwhp and 242fwtq done at 17 psi, which still has some more fine-tuning.

Dyno #39 was done at higher boost. Dyno #39 the boost accidentally spiked up to 32psi, and the car lean out to 13:1 a/f ratio, as the car was not tuned to run at that high boost level. All hp results were on 93 octane. It still made 351fwhp and 308fwtq.

Anything above 20 psi did not net any good increase in hp since of possible valve float or vct problems. The car did about 318fwhp at 20psi, and 330fwhp at 25psi. The hp at 6,800 rpms at 20 psi and 25 psi was the same since of these issues. The J&S did not show any detonation.

Car has port& polished head, stock camshafts, stock valve train, FR intake manifold, and other items listed in my modifications list.

Here is a link to the 32 psi dyno run. video 1

Disconnecting the exhaust only added a few hp. Dyno not show for that run, but here is a video clip of how it sounded like. video2

One of the lower psi dynos. video 3

The car still makes good power with the new Ford Racing Intake manifold. The car has trouble codes for vct and cam position sensor. There is also the possibility of valve float. I am looking into possible installing a cylinder head with larger valves and stiffer valve springs. I am also looking into a more aggressive camshaft. I will post the results once fixed the problems and have installed other cylinder head with the better parts. I am hoping for about 370fwhp to 400fwhp with that new setup, but we will see what happens. The main problem I see coming up after doing all that is the limitation of the returnless fuel system.

Update 06/01/2006:

The last dyno for the car made about 377fwh, but it showed a good amount of misfires at the higher rpms. The car is having problems with misfiring at the higher boost level. This was with 110 octane, so I know it is not detonating. I have purchase a kenne bell boost-a-spark, which I believe will fix this misfire issue. It has been shown to help fix the problem on mustangs. I have stiffer valve springs install on the cylinder head now to be safe.

Update 06/30/2006:

The latest dyno of the car is 361fwhp at 26psi of boost. I was able to hold off the misfire issue a little by gapping plugs to 25 thousands. I still need to resolve issue at higher psi. 29 psi it had bad misfires, and still did 389.5fwhp and 330fwtq. I did not install the kennebell boost-a-spark yet, as I am trying to make sure I really need it before I install the part.