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Old 02-22-2009, 04:49 PM   #1
yellow2000S/R
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Race Engineering Pistons - N/A build

Visiting from the ZX2 forums. Not many do serious builds over there and the aftermarket applications are more geared towards the Focus so I'm here asking.

I'm doing a N/A build and its come down to just needing pistons, bearings, and a bunch of machine work then assembly.



I am debating the way to go about increasing compression. Orriginally I was going to go with 10.5:1 JE pistons and get the head milled some to give me approximatelly 11.5:1 compression. I then came across Race Engineering pistons and they have a 12:1 option and it is also on sale. I'm wodering if anybody has experience or has heard/read reviews on their products. I'm really thinking about it because if I get boored with the N/A setup I could just swap pistons and probably the cams (cams have a lot of duration which isnt good for boost) putting my Crower stage 2 FI cams in and be good to go forced induction.

http://www.raceeng.com/p-7920-focus-...on85mm121.aspx



My mod/parts list for those curious.


Engine/Trans:
SVT intake manifold
Kamikazee header - ceramic coated
2.5" Trubendz SS exhaust - HF cat, 18" res, borla
180* Thermostat
Powder UDP
30 lb injectors
ES engine mount inserts
P&P Focus head (still working on it)
Crower Retainers
Crower valve Springs
Crower Rods
Crower custom grind cams - Duration: 265/268, Lift: .464/.468, RPM range: 9,000+
Focus-Central adjustable cam gears
Stainless clutch line
MFactory LSD
TWM Short shifter
Spec Stage 2 clutch
Fidanza Flywheel

Tuning:
SCT XCal-2 Flash device - may have to go standalone from what I've been reading

Suspension:
BC Racing inverted coilovers (havent gotten yet... waiting on final confirmation from them for fitment)
ES sway bar endlinks
Escort GT 21mm rear sway bar

Brakes:
Precision Brakes 13" big brake Front upgrade
Escort GT Rear disc conversion
Precision Brakes 12" big brake Rear upgrade
Stainless brake lines
Motul brake fluid

Wheels/Tires:
17x8" Motegi TrakLite2 - 14.6 lbs each
215/40/17 Nitto Neo Gens - not sure if I'm going to instal them or sell them and purchase 225/40/17 Dunlop Direzza Sport Z1 tires



Last edited by yellow2000S/R; 02-25-2009 at 02:44 AM.
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Old 02-22-2009, 05:12 PM   #2
mlbbaseball
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Do u plan on running race gas??? you can check out my profile, i have a maxed out NA build
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Old 02-22-2009, 05:50 PM   #3
yellow2000S/R
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Originally Posted by mlbbaseball View Post
Do u plan on running race gas??? you can check out my profile, i have a maxed out NA build
I'd "like" to have a tune that I can run 93 for some occasional street use that has the timing retarded a lot but for the track have an aggressive tune and race gas.

I saw the topic for C-F-Ms 175whp zetec and they found the stock intake manifold a restriction (I'm hoping that the SVT mani helps in that area). They ran a 14.09 at 94 with slicks... full interior.

The cams I have were bought from a e-bay buyer that bought them from fasterthanu68 who bought them from Dennis Hilliard of Focus-Central. It is claimed the Focus (ketchup) ran a 12.9@106 (but from research the car was fully stripped? or thats what I read) but even so, it put down 223whp and low 160 tq.

I could only get one dyno from an archived set of Focus-Central and one pic of the car... I can't find a ton of info about the car or the setup. I do know they had a custom intake manifold with dual 65mm TBs



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Old 02-22-2009, 06:05 PM   #4
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I would think ur car is very similar, you really cannot run a CR higher than 10.5:1 w/ out racing fuel. i am at 10.7:1 but i already retard alot of timing. 11:5 or 12:1 will be straight race fuel. or at least 97-100 octane minimum.
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Old 02-22-2009, 10:20 PM   #5
yellow2000S/R
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Quote:
Originally Posted by mlbbaseball View Post
I would think ur car is very similar, you really cannot run a CR higher than 10.5:1 w/ out racing fuel. i am at 10.7:1 but i already retard alot of timing. 11:5 or 12:1 will be straight race fuel. or at least 97-100 octane minimum.
With the duration of the cams I have the effective compression ratio is going to be lower than the static compression because the piston is already moving upward by the time the intake valve fully closes. Yes, more air will be in there because of higher efficiency because of improved port flow, but the actual compression from the swept area of the piston is what determines the effective/true compression. If I had shorter duration I'd have closer to the static compression but because I don't, the engine essentially acts as it is larger and over 100% VE can be achieved.

I'll probably do all the math sometime in the future to figure it all out.
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