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Ford Focus RS MK2 turbo...

36K views 45 replies 12 participants last post by  jondevieonS40 
#1 · (Edited)
Has anyone actually put one in a AWD S40/V50 yet, or FWD? I am seriously thinking of being a test car to develop this, with help. I don't think I've ever heard of someone actually doing it yet. My primary concern would be supporting software, bigger injectors are a given, along with other supporting hardware. The problem is not getting the MK2 turbo, or installing it.. I'm not sure I want to be a guinea pig on this, because without the software, a bigger turbo and injectors are not going to bring much to the table, and potential problems are certainly real. I am not a mechanic nor an expert on these cars, I know enough, however, when to ask for help. Cheers.
 
#2 ·
I know Kova is also looking hard into that... Can you elaborate on what type of obstacles George has run into?

And I'm all game. I'll ride the wave madden :p You let me know how that goes!

I still like the idea of pushing Autotech hard as hell to get that software developed.. and it sounds like Peter is worthy AND willing to custom tune our cars from half way across the world.. Why can't we find such interest locally??

I second the test car.. I got a new boost gauge ;)
 
#3 ·
*IF* this is reasonably attainable and safe with stock internals, this may be the best route to go for direct replacement. I wouldn't expect to see RS numbers without some method of strengthening the cylinder walls and cooling the engine compartment (hood vents and oil cooler?), but maybe it's possible with just injectors & software.
 
#4 ·
Well once the turbo-fold upgrade is test fitted (would almost guarantee that it would being the same engine) and the appropriate modifications were made to suit it all you need is a universal tuning source like unichips. Then any tuner should be able to handle it. Thats all that Im waiting on right now is a tuning source. I put my mods on hold months ago because without a tune they are just a waste of time.

Once the unichip is released I will be more than willing to be the mule for turbo installs. Not really into doing a major swap anymore since I have something else for that but would like a nice streetable power. Mid 300's to the wheels on a reworked ST turbo is what Im eye balling. No modifications required to fit, still instant spool, and with upgraded wheels and port work should flow much much more air.
 
#6 ·
Maybe we can get a group buy going for the pumaspeed ST350 turbo, for 1300 bucks (before shipping) I think its right where a lot of people wanna be and its straight bolt on!

According to their website the focus RS turbo is bolt on as well to this engine. From the looks of it might be some slight difference but other than that shouldnt be any surprises. Its freakin expensive though.
 
#8 ·
Here in the UK a new 'RS' turbo costs roughly £2000 from a Ford dealer and there will not be an alternative source chez Volvo Dealers unless Volvo go ahead with production of the C30R.

The next hurdle put in place by Uncle Henry is the larger Bosch injectors you will need with the 'RS' KKK turbo at £176 each! There is an alternative even larger injector more generally available, but only through Bosch North American outlets (info. courtesy of Kova) part number 0280 158 117, I believe OE in '07/'10 Shelby Cobra and Cherokee SRT8.

You will also need the turbo oil feed pipes from the RS and a couple of silicone hoses to get a good fit for air in and out of the turbo. Naturally a good aftermarket exhaust such as Ferrita is required and a big intercooler.

To hopefully get arround the known tendency of these blocks to crack I have had some shorter, stronger Chinese rods made. I am just about to start fitting all this stuff to my own ST and am hoping to have it ready for the man from MTE to do the callibrations when he is here next. MTE have already mapped a couple of STs with similar modifications and having all the files for both Ford and Volvo software plus the correct Bosch tools should provide a perfect solution with none of the botches that come with a piggy back ecu.

On the subject of a reworked ST/T5 KKK turbo, all, and I repeat all UK suppliers buy their so called modified turbos from one turbo specialist here in the UK, you can only achieve arround 300bhp at the crank with good software, full exhaust and intercooler. This small standard turbo has a very thin shaft which fits into a small casting with no room to machine out for a bigger diameter one which would be needed if you went for bigger wheels. The 'RS' KKK has however a construction suited to 400bhp or more with some modifications.

You can consider such as a Garrett, Holset or even Mitsubishi TDO5 as an alternative to the costly RS KKK, but once you have added in a separate manifold, special piping, hoses etc., plus appropriate downpipe the RS turbo looks a fairly priced alternative.

Regards, Don.

PS. I would appreciate the contact details of a Bosch outlet in the US or Canada from whom I could get a price for the above mentioned big injectors if anyone has a favoured supplier.
 
#17 · (Edited)
#10 ·
You can get Ford Racing fuel injectors pretty reasonably #M-9593-G302 47lb/hr type EV14 11-18 ohms, a pack of 8 for around $250.00, that's only, $31.25 each. Available from R&E Racing. I don't see why these would not work. Someone please correct me if I'm wrong.
 
#11 ·
Hello Don,

May I ask how the shorter rods aim to resolve the liner cracking issue? My understanding is that is down to excessive peak temperature?

Would you also be adding the R headgasket in place of the ST one? My understanding is that the R gasket is uprated over the ST (T5) one. I'd of course love to learn the details of how the R one differs.

Would you also be using the R series camshafts ie the ones Ford also adopted for the RS.

Sounds like you're working with MTE to make an RS of the ST base car :)

Interesting developments generally are Volvo's approval of Polestar, Heico and K-Pax maps sold via dealers which effectively gives a safe route to the R type performance.

The multinamed option of K-Pax, Polestar and Heico means maybe MTE could also get in on that?

Is the Polestar 400bhp C30 Concept using the RS's KKK unit?
 
#19 ·
May I ask how the shorter rods aim to resolve the liner cracking issue? My understanding is that is down to excessive peak temperature?
Liner cracking is due to the excessive temperature. What would help (beside the very precise tune, keeping the boost low and achieving power in higher revs) is high flow cat. My target is keeping max torque bellow 440Nm.
 
#40 · (Edited)
R's have What ?



Hi, VolvoGoteborg , Hey that Triple K , as it suppose to be referred to is just a Larger KO4 Hybrid , sort of speak . Isn't Polestar running a Non Ford Exhaust Header for the Turbo , they were a little vague on those Details ?

Also , I pretty Sure the RS Pistons are Designed with Larger Valve Pocket & Full Floating Pins , as the Cams were designed to match this turbo setup .

Compression is 8:5-1

Here's the Eng. Spec's :

FORD FOCUS RS - TECHNICAL SPECIFICATIONS

ENGINE DATA
Engine Type 2.5L 20 V DOHC RS
Displacement (cc) 2522
Bore (mm) 83.0
Stroke (mm) 93.2
Fuel type, grade Unleaded petrol, 98 or 95 (RON)
Max power ISO PS (kW)
At engine speed (rpm) 305 PS (224kW) 6500
Max torque (ISO Nm)
At engine speed (rpm) 440 Nm
2300 - 4500 Compression ratio 8.5:1
Cylinders 5, in-line
Cylinder head Gravity die cast aluminium alloy with sintered valve guides and seats
Cylinder block High pressure die-cast aluminium alloy with bed plate, metal-sprayed bores
Crankshaft Forged Steel with 50 mm-diameter crankpins, fully balanced with ten counterweights, six 65mm-diameter main bearings and damped front pulley, overall weight 21,5 kg. Lead free bearing shells
Valves per cylinder 4
Valve gear DOHC
Included angle between valves 58 degrees
Valve sizes (mm) Intake: 31.0
Exhaust: 27.0
Turbocharger Borg -Warner K16 integrated turbo system, one-piece precision-cast thin-wall iron housing
Camshaft drive Tooth belt with dynamic tensioner, Ti-VCT (Twin independent Variable Cam Timing), timing variation 50° (intake), 30° (exhaust)
Pistons Lightweight, short-skirt silicon-aluminium alloy piston with graphite-coated piston sleeves
Connecting rods Forged steel with fracture-split big ends, 143 mm length Max engine speed (rpm)
Idle engine speed (rpm)
Engine speed at max speed (rpm) 7050 transient (3 seconds) with continuous at 6500
800
6175
Engine management Bosch ME 9.0 Motor-Management System for Injection and Ignition, EURO Stage 4
Fuel injection Sequential electronic fuel injection (SEFI)
Ignition Electronic distributorless
Emission controls Under-floor closed-loop three-way catalytic converter with oxygen sensor
Emission level European Stage IV, with electronic on-board diagnostics (EOBD)

Trans Spec's:
TRANSMISSION
Transmission type Manual 6-speed, synchromesh on all ratios including reverse
Gear ratios
6th
5th
4th
3rd
2nd
1st
Reverse
Final Drive 0.7
0.868
1.088
1.433
2.05
3.385
3.231
4.00
Clutch type Single dry clutch with self-adjusting lash mechanism
and dual mass flywheel
Clutch diameter (mm) 240
Differential Mechanical, Quaife helical limited slip differential, 6 planet gears, 32-degree helix angle

So Right Off - the Gearing looks to be the same as the AWD , same OD etc.
Short Skirt Pistons , Valve Over Lap , Ti-VCT (Twin independent Variable Cam Timing)

Are the R's Motors - Twin - Independent & Variable ?

This comes from Zer Customs that Interviewed the Team :

Alongside Capito is a small team of dedicated performance car and motorsport engineering specialists, led by Chief Programme Engineer, John Wheeler, whose own expertise stretches over 20 years of Ford performance and motorsport vehicles.

They got a lot of Details about the Extra Cooling & Breathing - Aero Dym. etc. - Nice Details.
here's the link . http://www.zercustoms.com/news/2009-Ford-Focus-RS-in-detail.html
 
#13 ·
No, the Ford Focus RS turbo is a K16. I have been researching this to death. Since the Ford Focus RS is essentially the same motor as ours with slight changes, coated sleeves, bigger injectors, different cams,nonetheless, the turbo itself should bolt right on, with minor tweaking. Fitment is not the issue here, supporting software is. I'm not looking for 400HP, but I want to take it up one more notch. I have already done all the bolt-ons I can do. Why is it so hard to mod these cars?
 
#14 ·
No one wants to pony up the initial R&D costs for a niche market with low potential profits. The Volvo C30 may change this, along with canning that relatively inadequate NA 2.4 engine (meaning all P1s will have the same T5 engine - larger total marketability for the aftermarket).
 
#16 · (Edited)
#18 · (Edited)
Peter (Autotech) already fitted RS turbo in a test C70 T5 car in Sweden and made initial version of the tune for it. Everything seems to be working fine, he will have the car back for some fine tuning in a few weeks so I guess we can expect him to finish the tune by the end of the August.
 
#21 ·
installing a methanol injection should keep the cylinder temps down some
 
#22 ·
Yeah, Good Show Cat's Out of the Bag Now .



Yes, and so would a IC - CO2 Spray Ring , and a Fuel Cooling - extra 10 ft. on fuel line wound inside a Custom A/C Condenser . :D

Very Large Bag of Dry-Ice on the Manifold , and only driving the Cranked Up Motor in Spring & Fall .
 
#25 ·
Hello

Yes Mountune developed (for, with and approved by Ford) the RS500 tune which is also available as an aftermarket kit from Mountune.

NS the RS engine has S60/V70R internals which the T5 does not.

What is odd though is Ford was willing to spend this R&D on a short lived project (18 months of production so far, 2 years planned). Would be nice if Volvo had cash like that to launch the C30R.

Of course the RS wouldnt exist without the Volvo engine, Volvo gearbox.....
 
#30 ·
Judging by the compression ratio RS most probably uses S60R internals. RS and S60R have 8,5:1 static compression ratio, while our T5 has 9,0:1 (typical for low pressure turbo engines).
This means that extra care should be taken when tuning our engines..
 
#31 ·
Hello Kova!

I ws just going to reference our chat with Johann here

http://forums.swedespeed.com/showth...2011-Volvo-C30-R-Design&p=1557515#post1557515

Johann also comments the RS may use the larger pin pistons

Fords press release states

"The objective was increasing power and torque without affecting durability. To meet that, multiple detail changes were made to the powertrain including a revised cylinder head gasket, ultra-durable metal sprayed cylinder bores, revised pistons and a bespoke camshaft profile and connecting rods, allowing bigger small end bearings.

However, the most obvious changes are the new intake system, exhaust manifold and turbocharger. The larger Borg Warner K16 turbo fitted to Focus RS offers a maximum steady state boost pressure of 1.4 bar - double that of Focus ST's 0.7 bar - to generate the car's 35 per cent power increase. "

from http://www.autotrader.co.uk/EDITORIAL/CARS/news/full_press_release_new_ford_focus_rs.html

which suggests Johann's suspicion is right ie the RS uses the larger pin pistons which added to what I've learnt to date and what you know, means the RS uses R internals. I'm trying to find out for sure for sure but this looks 99% to me.

Indeed, pushing a 2.5T RNC needs some caution give the rods and pistons. One could build your own RS engine from Volvo parts but it seems you do need the Ford uprated headgasket for the RS RNC unit. Upgraded over the standard 2.5T headgasket used in all P1 cars and the Y20 S80 and V70.
Volvo's RN R series engine (S60R/V70R) used a gasket uprated over the standard one anyway.
 
#32 ·
Hi!

R engine was designed with the same nominal power in mind (300HP) and very similar turbo. My guess is that they probably modified intake, Ford added this metal-spraying, and some other minor changes. In short, they started from R engine and modified it to build RS.

As far as I know, thin cylinder walls are the major reason for P1 engine breaks in UK - you can almost count on your fingers Focus ST engines that survived powers over 300HP in UK. My plan is to keep the mixture relatively rich and avoid too much midrange torque but to build power with high RPM's. High flow DP with 100CPI cat and 3" catback are also essential to keep the EGT as low as possible. In that case you can hope to reach even 400HP (theoretically) and the internals (rods, pistons, even clutch ..) will survive.
 
#35 ·
Precisely. As far as I know this is Ford technology. Ford also contributed Revonuckle technology, but that is also a sort of compromise because it is nothing more then cheaper version of double wishbone.

Great shame that Volvo doesn't have it on FWD models, even Alfa has it these days.. :mad:
 
#36 ·
Here is a quote from some Volvo/Ford source re plasma coating:

Engine Hardware –Plasma sprayed liners

Plasma sprayed liner technology:

The cylinderblock is high pressure die cast in aluminium EN46000 with open deck design cast-in, aluminium coated, grey iron liners.

The liner is manufactured by centrifugal casting process with a thin plasma coated aluminum sprayed layer on the outside which bonds to the cylinder block material during casting.

The bonding between the grey iron liner and the thermal sprayed aluminum coating is a mechanical adhesion bond.

The bonding between the thermal sprayed aluminum coating and the block aluminum is an intermetallic bonding due to re-melting of the plasma sprayed aluminum layer.

The bonding is a key factor for the mechanical properties such as block strength, fatigue and deformation of the cylinder bore during running engine condition.

The improved bond also improves heat transfer, hence cooling performance.

Not sure about a Ford patent as the same process is used in the latest Nissan Skyline engine...sorry GTR.

Don.
 
#41 · (Edited)
RS-ing the T5

Here is a quote from some Volvo/Ford source re plasma coating:

Engine Hardware -Plasma sprayed liners

Plasma sprayed liner technology:

The cylinderblock is high pressure die cast in aluminium EN46000 with open deck design cast-in, aluminium coated, grey iron liners.

The liner is manufactured by centrifugal casting process with a thin plasma coated aluminum sprayed layer on the outside which bonds to the cylinder block material during casting.

The bonding between the grey iron liner and the thermal sprayed aluminum coating is a mechanical adhesion bond.

The bonding between the thermal sprayed aluminum coating and the block aluminum is an intermetallic bonding due to re-melting of the plasma sprayed aluminum layer.

The bonding is a key factor for the mechanical properties such as block strength, fatigue and deformation of the cylinder bore during running engine condition.

The improved bond also improves heat transfer, hence cooling performance.

Not sure about a Ford patent as the same process is used in the latest Nissan Skyline engine...sorry GTR.

Don.
Hey , Don I would really like to see the B5254T3-T7 - have a Package that would make it into a R . It seems Volvo isn't going to do that .
Really Looks Like a Custom Radiator and a Huge Intercooler will be needed for long term reliability - seems If one just took the Stock Radiator , and had Alu. Tanks Added that might be enough .
Huge IC of course goes with out saying , so the Exhaust is really going to have to be Maxed Out .

I wish I had an Engine on a Stand where I could really take a good look at It , as If one was going for a true Track Car - I'd be digging into that Oil Pan & Talking to Racers about Dry Sump - Setup
for RPM , Reliability of Oil Flow during High - G's , but mostly to set up 5 Squirter's right Off the Dry Sump threw Oil Pan - into welded Ad on Pads Pointed - Straight @ the Bottom of the Pistons .
The Battery Box - would be a good place for the Tank - as it has Cool Aid Duct to It .
I'd Remove the OEM Oil Cooler and use that Location for the Pump , and let the Under Hood Temp be the Warmer for Street Use , 8 qts. might take a little while to warm up - could always have a slide door to shut down air flow to Battery Box during Cool weather . Read ( Dream Team Here ) LOL

OK, the Dry Sump is probably Not Needed - but sure would be nice to get some Oil Squirting at the Bottom of those Very Hot Pistons , Pins , and Exhaust Skirts . Any Idea's ? :cool:
 
#39 · (Edited)
i am probably around 330-350ftlbs now when i dynoed a while ago i made 320ftlbs but i have done alot since then. But i am using the evolve/elevate coilovers what are based on the H&R's but with stiffer springs and other stuff done to them.
 
#42 ·
Adding Information on Oil Squirter's :

What are oil squirters? / What do they do?

Oil squirters can be found on many newer production cars, as well as on most purpose built racecars. They are located on the block, near the crank, and they squirt a jet of oil onto the underside of each piston. The oil can be supplied to the squirters in several ways. On the Evolution III (Sport Evo) 2.5L S14 engine the squirters were supplied oil right from the main galley running alongside the block, just above the crank.

The purpose of the oil squirters is to cool the aluminum pistons. There are two reasons for this. First of all, the strength of aluminum decreases rather quickly as the temperature is elevated. With the emphasis on decreasing the mass of pistons (a reciprocating part) the amount of material is reduced to the absolute minimum, so the margin on strength is not large. Any further decrease in strength due to heating should be avoided to maintain the mechanical integrity of the piston. There is also evidence that cooling the pistons can reduce the likelihood of pre-ignition (and possibly detonation). This can be caused by hot spots (on sharp edges of the piston-top) lighting-off the mixture before the spark plug fires. Rounding off any sharp edges on the machined piston-top can also help prevent this.

So this would be the Preferred Method as Engine Builders Go vs Methanol Injection which I think just isn't going to pack enough Cooling Power .
 
#46 · (Edited)
Would there be any difference between the turbos of a 2.3l and 2.5l RS? i found an RS turbo but for 2.3l: C/N G1FY 9G438 RE, SN THW0122R, PN 834142-0007

Edit: different manifold
 
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