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Old 06-06-2012, 02:23 PM   #101
FocusBoy58
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Guys were looking at this wrong.. I made 8whp over the fswerks focus which can easily be said that no matter which intake I use 8-10whp from a header is about right for this car.

Also if you compare this to the 164whp fswerks focus in Maryland I made 11whp from a Header.

I would also easily say that I expect 180whp from red if he gets a fswerks header.
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Old 06-06-2012, 02:40 PM   #102
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So,what whp might be the limit of the stock ECU and keeping things emissions compliant? 200whp? I'd be content with a solid 180 to the wheels with simple bolt-ons.
Is lowend driveability being affected much?
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Old 06-06-2012, 02:41 PM   #103
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Quote:
Originally Posted by FocusBoy58 View Post
Guys were looking at this wrong.. I made 8whp over the fswerks focus which can easily be said that no matter which intake I use 8-10whp from a header is about right for this car.

Also if you compare this to the 164whp fswerks focus in Maryland I made 11whp from a Header.

I would also easily say that I expect 180whp from red if he gets a fswerks header.
I wonder what he'll make to the wheels with I/H/E & a tune!

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Old 06-06-2012, 02:47 PM   #104
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I think a solid 180 with out tune is fessable
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Old 06-06-2012, 03:08 PM   #105
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So,what whp might be the limit of the stock ECU and keeping things emissions compliant? 200whp? I'd be content with a solid 180 to the wheels with simple bolt-ons.
Is lowend driveability being affected much?
With emissions compliance probably about what Red has at 170, the header means no cat, unless you add after market cat but that is going to hurt the gains to the point where it isnt worth the money
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Old 06-06-2012, 03:15 PM   #106
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I'll just stay short of the header and move onto handling mods.
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Old 06-06-2012, 03:22 PM   #107
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I'll just stay short of the header and move onto handling mods.
That's sort of my line of attack... I don't really need this car to be anything more than that.
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Old 06-06-2012, 04:21 PM   #108
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An interesting read on drivetrain power loss:


Differential losses tend to be considerably larger, especially in the case of RWD and AWD vehicles where the torque path is turned 90 degrees as it enters the rear diff and exits it toward the rear wheels. In the case of hypoid-type gearsets (where the gear tooth profile is both curved and oblique) that are commonly used in RWD differentials, losses in the 6 to 10 percent range are the norm, while loss from the driveshaft(s) and prop shaft(s) tend to account for about 0.5 to 1 percent of total loss, depending on how well they're balanced and how many the vehicle is equipped with. In the case of FWD vehicles, the torque path is more direct to the front wheels and the use of efficient helical final drive gears means that drivetrain losses can be as much as 50 percent lower than on RWD and AWD vehicles.


http://www.modified.com/tech/modp-10...s/viewall.html
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Old 06-06-2012, 05:12 PM   #109
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Also, I have read that 180 whp is about the limit for a light duty DRY clutch transmission.
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Old 06-06-2012, 05:21 PM   #110
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Also, I have read that 180 whp is about the limit for a light duty DRY clutch transmission.
Actually torque is what the DCT is rated for and GETRAG rates the 6DCT250 at 240-280 nm which is about 177-206 ft lb.

http://www.getrag.com/en/231
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