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"hi i'm ryan and this car iz teh hott with teh ladi3z"

"hi i'm jason and as you can see, i spend my free time working with solid modeling applications"

haha j/k, can't wait to see you guys at JetFest
 

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Discussion Starter #6
MOTOR:

Ford Racing/Jackson Racing big boost supercharger kit
Ford Racing CNC'd head
Ford Racing valve spring kit
Custom ECU reflash (by FR with BBK)
Esslinger adjustable cam gears
Intake:
- Focus Central 65mm throttle body
- Ford Racing recal. SVT 65mm MAFS kit
Exhaust:
- Ford Focus SVT exhaust manifold
- Focus Central test pipe
- 2.5 in. stainless steel exhaust tubing
- Supertrapp muffler
Ford Racing 9mm spark plug wires
Ford Racing 30lb. flow matched fuel injectors
Bosch Platinum +4 spark plugs
Mobil One Oil

SUSPENSION:

Koni Yellow, single adjustable, custom revalved dampers:
- shortened 1"
- degassed
- revalved for 600 lbs./sq. in. front, 500 lbs./sq. in. rear
Ground Control coil over sleeves
Eibach Springs:
- 700 lbs/sq. in. front, 500 lbs/sq. in. rear
Prothane polyurethane bushings, rear
Progress Engineering camber plates
Crash bolts: rear
Sway bars:
- Ford Focus LX (SPI) 18mm front bar with
custom adjustable alum. endlinks
- Eibach 26 mm rear sway bar
Specifications/alignment:
- 2245 lbs. with ½ tank of fuel (before s/c !!!)
- equal front weights of 756 lbs.
- cross weight 51.5%
- 2mm total toe out front wheels,
- 1mm total toe out rear wheels
1.75 degrees negative front camber,
2 degrees negative rear camber
ZF Engineering alum./polyurethane motor mounts
Custom adjustable 23 mm
solid aluminum rear shock tower brace

WHEELS:

Real Racing Wheels:
- 13 x 8 in.
- 2 piece aluminum construction
10.82 lbs. each

2004
16 x 9 Kodiak three piece alum. wheels *for sale*
16/17 lbs.

TIRES:

Hoosier:
- A3S04 / 05
225/45/13

2004, 245/45/16 frt., 225/45/16 rear

TRANSMISSION:

ACT street clutch/pressure plate
FocusSport lightweight aluminum flywheel
Redline Gear Oil
1998 Ford Contour SVT 4:06 final drive ring,
input and output shaft, diff. bearings
Quaife limited slip differential
B & M short shifter

BRAKES:

Rotors: stock
Calipers: stock
Pads: Porterfield R - 4 race pads
Brass caliper pin slider sleeves
Goodridge stainless steel brake lines
Motul 600 brake fluid

FUEL / EMISSIONS / POWER SUPPLY:

Ford Racing matched flow 30lb. injectors
Venom fuel pump
Custom Ford Focus fuel starvation fix
Emissions equipment removed
Lightweight battery, relocated to rear

INTERIOR:

Momo racing seat
Custom aluminum seat brackets
Sparco racing harness
Sparco Flash racing steering wheel
Fuzzy dice

WEIGHT REDUCTION / REMOVALS:

Rear seat / seat belts
Radio, speakers
A / C unit, lines, condenser
Emissions
Air bags

EXTERIOR APPEARANCE:

1999 Ford Focus RS front and rear fascias
Upper euro grill
Body colour mouldings
M3 style euro mirrors
Fast stickers
 

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What are the details on the partnership? Did you get free stuff?
 

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1,166 Posts
extreme tire wear......we've gone through Hoosier's in 30 runs
That's normal. (Unless this is 30 runs on the 13s, and it's less than you were getting outta the 16s, then I'd be tempted to say that your too heavy for the 13s)

I'm just failing to see the benefit of running so little static negative camber on softish suspension.

You're not chewing the shoulders up at that setting?

What's the pyrometer tell you? Temps within +/- 5* across the tire?
 

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Discussion Starter #16
we've seen 50 + runs on 13's

...you call 700 lb. springs soft?

Even with 1.75-2 degreess of neg. camber we still need to rotate tires about every 10-12 laps for even tire wear.

We are still wearing out the inside of the tread faster. We have never chunked a shoulder.

our pyrometer numbers are solid across the board. the inside of the tire may be up to 7 degrees hotter than shoulder.

We really only saw negatives with 2.5-3 degrees of camber.

May be Jason can explain more.
 

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...you call 700 lb. springs soft?
No, that sounds about right, I'm having trouble figuring out why you are so soft at the rear. Maybe Jason has a better understanding of the motion ratios of the focus (as I have yet to take the time to calculate them) and knows that 500 lb at the rear yeilds the desired wheel rate.

Even with 1.75-2 degreess of neg. camber we still need to rotate tires about every 10-12 laps for even tire wear.

We are still wearing out the inside of the tread faster. We have never chunked a shoulder.
Just an off the wall idea here, are you running the most caster you can get up front? I'm talking BMW amounts of caster.....
our pyrometer numbers are solid across the board. the inside of the tire may be up to 7 degrees hotter than shoulder.

We really only saw negatives with 2.5-3 degrees of camber.

May be Jason can explain more.
Hey, the pyrometer never lies. But I would be interested in hearing what Jason has to say about it. My suspension will be heading in the same direction as yours, but for an entirely different class (FSP), in the not so distant future.
 

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The rear spring rate is so soft because of the poly bushings back there. The Focus has so much binding in the rear with the three lateral links with conflicting Instant Centers that once you don't let the control arms "change" length anymore with the bushings you end up with wheel rate before you add a spring/bar. My hunch is that it's around 2-300 lb/in of additional spring rate.

To put it another way, if you put the car on stands, take the spring out and then stand on the drum.....it doesn't move. We've got wheel rate that we can't measure reliably.

Once we were up to 700lb fronts we tried 600's in the rear. The result was SPIN CENTRAL!
Jay: "Hey, what do say we drop that rear spring?!?!?!"
Schnack: "OK!"
Sorry it wasn't more scientific!

As far as the camber goes, the more we take out, the better we can put the power down on corner exit. It just flat out works! This was a huge problem on the 16's and the switch to the 13's was like adding a better diff. I think it has to do with the huge RC drop we got with the 13's.

We still do get uneven tire wear as Schnack said. I really want less and have hand ground our camber plates to get what little we have. A more solid connection between the strut/spindle would be nice....(later). One side can get more than the other, but I think that may be due to cornerweighting.

I'm in Germany right now so I don't have my notes from our last T&T in front of me to confirm Schanck's tire temps, but that's probably about right.

:whisper: The Nurbugring is COOL!


Oh, yeah the tires. We got 25-30 on the 16's and nearly doubled it on the first set of 13's. Too bad the 16's look cooler!! Unfortunately the motor went south after the first set, so we'll have to report back after Nationals.
 
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