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Focus ST EcoBoost Performance (2013-Current) The place to chat about the 2.0L EcoBoost engine performance, tuning and exhaust related upgrades.

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Old 08-27-2013, 11:08 PM   #11
suss6052
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Quote:
Originally Posted by Joshw View Post
Oh, the dealer can't tell?!!
Ford can easily tell if they dig deep enough, flashing back to stock is no guarantee of safety.

http://www.fordtechservice.dealercon...A&tsb=10-02-06

Example was the earlier EcoBoost Taurus/ MKS/ Flex et al...

Quote:
TSB
10-2-6
AFTERMARKET POWERTRAIN CONTROL MODULE CALIBRATION, NON-FACTORY MODIFICATION OR AFTERMARKET COMPONENTS
Publication Date: January 28, 2010

FORD:
2010 Taurus, Flex
LINCOLN:
2010 MKS, MKT
ISSUE:

Some 2010 Taurus, Flex, MKS and MKT vehicles equipped with an EcoBoost engine may have unauthorized aftermarket modifications to the powertrain hardware and/or calibration which may result in exceeding component design limits. Such modifications could cause damage to the powertrain and/or void the factory powertrain warranty.

ACTION:

Review Service Procedure

SERVICE PROCEDURE

Unauthorized calibration modifications may or may not be detectable using standard tools (Integrated Diagnostic System (IDS), Portable Diagnostic Software (PDS), NGS+ VCM). Changes can be made to the calibration and flashed to the PCM through the OBD port. Physical modifications to the hardware may or may not be present. If aftermarket power/torque-increasing modifications are suspected, care should be taken to record and store the following items: Permanent Diagnostic Trouble Codes (DTCs), Pending DTCs, Freeze Frame Data, Mode 6 and Mode 9 data. The data should be printed and attached to the repair order for later reference.

The DTCs, freeze frame data, Mode 6 and 9 data can be obtained by using the IDS, PDS or NGS+VCM under tool box selection. The Powertrain tab will provide the OBD Test Modes tab and Mode 6 and 9 data selection after the vehicle has been identified.

Attempting to increase the engine output via recalibrating the PCM may result in poor drivability, DTCs, or component failures. A partial list of calibration induced component failures is given below:

Piston damage.
Spark over-advanced (knock-induced damage).
Insufficient enrichment.
Excessive Cylinder Pressure:

Turbocharger damage.
Over-Speed:

Catalyst damage.
Over-Temperature/Melting:

Transmission, PTU, Torque converter damage.
Hardware Modifications:

The following list contains items that are frequently modified in an effort to increase the engines torque/power output. Modifying these items may, or may not improve the performance, but can lead to drivability issues, DTCs and possibly component failures:

Air induction system (air box, low pressure and high pressure air ducts).
The system may be particularly susceptible to flexible air ducts between the air filter and the compressors. Restrictions on either side of the compressor can result in over-speeding the turbo (Figures 5-6).

Wastegate actuator pre-tension.
The full load output of some turbocharged engines will increase if the wastegate spring pre-tension is increased. This is not the case with the EcoBoost engine. Adjusting the wastegate pre-tension out of the specified range can result in DTCs. A tamper evident paint dot has been applied to the wastegate actuator adjustment mechanism to make modifications more apparent.

Throttle inlet and intake manifold pressure sensors.
These sensors and the associated wiring should be inspected to verify they have not been modified.

Additional fuel injection devices.
The high pressure fuel system used for the EcoBoost engine will not support additional fuel flow beyond what the factory calibration requests. Inspect the engine for an additional aftermarket injector(s) located somewhere in the induction system to provided increased fuel flow.

PCV system modifications.
If the PCV system is modified (vented to atmosphere being the most common modification) it can result in a condition where oil gets past the turbine seal even on an undamaged, fully functional turbocharger. Oil in the exhaust system may not be sufficient evidence to identify a failed turbo if the PCV system has been compromised.

Compressor bypass modifications (a.k.a. blow-off valve, or anti-surge valve).
It is common to modify these components so they make more noise. If the aftermarket devices fail to seal properly when closed, elevated turbo speeds and compressor outlet temperatures will occur.

Exhaust air path/system.
Removal of catalysts or mufflers/resonators to reduce exhaust backpressure may result in over-speeding the turbo(s).

Thermostat modifications.
Blocking open the thermostat may reduce the coolant flow to the turbo chargers.

Wastegate Tamper Evident Paint Dot




Figure 1 - Article 10-2-6

Review Engine Damage:

Piston Damage

Top ring delaminating and top ring land pitting caused by excessive spark advance.




Figure 2 - Article 10-2-6

Light Knock Damage




Figure 3 - Article 10-2-6

Heavy Knock Damage




Figure 4 - Article 10-2-6

Turbo Over-Speed Failure

Turbine wheel after an over-speed event.




Figure 5 - Article 10-2-6

Compressor Damage After An Over-Speed Event




Figure 6 - Article 10-2-6

Reviewing Transmission Or Driveline:

Damaged C1234 Clutch, Warped Separator Plates




Figure 7 - Article 10-2-6

Normal Torque Converter (Left Side) Compared To An Overheated Torque Converter (Right Side)




Figure 8 - Article 10-2-6

Damaged C456 Clutch




Figure 9 - Article 10-2-6

Modified Thermostat Opening




Figure 10 - Article 10-2-6

FCSD Trouble Shooting Guidelines Chart




Figure 11 - Article 10-2-6

WARRANTY STATUS:

Information Only - Not Warrantable
Ford's not as dumb as you think, so as soon as they decide that something looks fishy you'd be out of luck.

That is if you do end up having power train issues after the modifications.
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Old 08-28-2013, 09:33 AM   #12
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^^ This. Most dealers don't have the tool to check as it's very expensive, but some do. Once you flash the ECU, it can be found if enough digging is done. As we've gotten more savvy with modding, so have the dealers in discovering if you're trying to get free work done to cover your screw up.
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......hmm if that works then if i put a spinner on my butt hole and rip one will i be able to run faster. ...idiots
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Old 08-28-2013, 05:34 PM   #13
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Quote:
Originally Posted by Joshw View Post
Well then that's what I think I'll do! Does anybody have anything bad to say about the Cobb CAI, down pipe, exhaust, and tuner???
I have the Cobb Intake and Cobb AP; no complaints on either. I've only seen videos of the Cobb exhaust on YouTube and haven't heard any positives or negatives about it. If/When I do exhaust on my ST, it will definitely be a 3" turbo-back system and I'm happy to see that that's the route you're taking!

My one recommendation is to buy through FSWerks. Their customer service is awesome and Randy is an awesome tuner. If you buy your AP or SCT tuner through FSWerks, you will get free updates when released and you can ask Randy to update your tune if you add/remove bolt-ons. I've compared the Cobb Stage 1 and FSWerks Stage 1 and I much prefer the FSWerks Stage 1 tune.

I believe if you bolt-on a turbo-back exhaust, you will probably get a CEL and you wont gain as much performance without the tune like others have said.

You are risking your warranty by making any changes to the car so keep that in mind. I have a few good friends that work at Tousley that will help me out if I'm in a warranty bind, thankfully!

Enjoy the car and let us know how everything sounds and feels!
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Old 08-28-2013, 08:59 PM   #14
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Originally Posted by Macky21 View Post
My one recommendation is to buy through FSWerks. Their customer service is awesome and Randy is an awesome tuner. If you buy your AP or SCT tuner through FSWerks, you will get free updates when released and you can ask Randy to update your tune if you add/remove bolt-ons. I've compared the Cobb Stage 1 and FSWerks Stage 1 and I much prefer the FSWerks Stage 1 tune.
I can't echo this enough. Love Randy's tune, and the free updates are great. Going between the Cobb OTS tune and Randy's is night and day.
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