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Old 06-01-2017, 10:39 PM   #11
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Interesting build. I am surprised that they still call this Spec Focus. Almost nothing on it is "spec" but I may be more thinking in terms of what I have knowledge on the Spec Miata class.

Reason for the SVT head vs a "Zetec" head? Once gone through the V1.2 Ultimate port from Massive would there be a reason for it? Once you eliminate the VCT and have ported it that aggressively is there still benefit to have the SVT head?
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Old 06-02-2017, 10:57 AM   #12
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Interesting build. I am surprised that they still call this Spec Focus. Almost nothing on it is "spec" but I may be more thinking in terms of what I have knowledge on the Spec Miata class.

Reason for the SVT head vs a "Zetec" head? Once gone through the V1.2 Ultimate port from Massive would there be a reason for it? Once you eliminate the VCT and have ported it that aggressively is there still benefit to have the SVT head?
It was built as a Spec Focus back when that series existed in NASA, but the series is now defunct. I track the car with NASA and ProAutoSports (TT), but I'm not really concerned what class they move me around to based on the mods - it is just a fun track car and doesn't cost an arm and a leg every track day like some of my other stuff. The car was surprisingly quick on some of the shorter (less than 2 miles) tracks in my area, but with sticky Hoosiers and too low roll center geometry, I almost rolled it a couple of times at speed (Joey Chitwood style - LOL), so I decided to redo the suspension geometry to fix the problem. That, of course, led to a requirement for more HP, bigger tires, and a better LSD to get off the corners better - typical project creep. Though I have years of experience with building conventional rear wheel drive, big motor track cars, I am new to the Focus, Zetecs, and front wheel drive, so don't hesitate to challenge the direction I am going. I'm sure I'll be trying to reinvent some wheels.

As far as the SVT head goes, I just wanted to try the SVT intake and leave open the option for VCT down the road, if it looks like there is any HP advantage.

Pappy

NASA Spec Focus Upgrade-focus-whp-mustang.jpg

And yes, I did get around the Mustang...

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Old 06-02-2017, 10:55 PM   #13
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The spec focus series was a great attempt to do what racers did with the Miata. The rules set got to involved in trying to allow so many different powered focus in, zetec, Svt, Duratec that it became a silly game of trying to fiqure out what to build and remain competive. The capaldi racing team out of Detroit did a lot to keep the program up but then the economy took a dump. That car viper has was is one of the prettiest prepared cars, almost a shame to put on track especially doing Joey chit wood stunts:)) I wish it had a Duratec motor program just to share info. The zetec program is just another reason the spec wasn't really spec. I need to know how much hp u finally get outta that thing. I still am going forward with our Duratec build. 2.3 in the ITA and 2.0 in the STL car. The fast Hondas with a k24 motor are putting down 215 hp . The 2.0 v1 is going to tom this week for the start. Crower cams, k1 rods, lots of head work. Some of the performance we have gotten is in the gearbox. But that's another thread, viper will have one of the most over the top builds out there, I love it.
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Old 06-04-2017, 07:22 AM   #14
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My guess is you will be doing good to hit the 170-180 HP to the wheels , you were given some bad advice going to there SVT head , it isnt better thats why you cant find a single dyno with there heads anywhere showing any gains

If your selling the ford racing head I would be very interested in it , there is no better flowing head that was sold

If you need some one to tune those cams and do you a good tune let me know , I have done a few builds like yours

Sweet looking Focus

Tom
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Old 06-05-2017, 11:15 AM   #15
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There's enough misinformation on the internet without you fabricating tales, tom.

Give me a break - the frpp was the best zetec head????? Come on. It was a program to clean up core shift and add some CNC tool marks here and there.

Even our ported head with STOCK valves easily bested the FRPP's numbers.


The reason for our recommendation to run the SVT head was the it's even better yet. A far better casting with a larger, superior, raised port.

Even the SVT head in STOCK form blows the FRPP Zetec head out of the water.

FYI - that awesome FRPP head on this car with cams, header, FRPP intake mani , etc made ~150 WHP. SOME BIG NUMBERS, lol.




We made 221 WHP with a STOCK SVT bottom end, stock SVT intake mani and our ported SVT head and off the shelf CAT Cams.
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Old 06-06-2017, 06:44 PM   #16
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Well, I got the tie rods built out of two sets of MkIII ST tie rods and a couple of machined sleeves, but they work great. The MkIII stuff screwed right into the MkI rack shaft. I also got the bump steer down to .002 inch by moving the rack up 7/16 inch. Progress!

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Old 06-06-2017, 08:56 PM   #17
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What kinds of mods where needed to the shafts? curious as if my super hubs don't solve my front end problems the only other option I know of is going to teh Mazda 3 set up but that's a whole can of worms. But looks like going to MrkIII is also a bunch of work.
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Old 06-06-2017, 09:25 PM   #18
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What kinds of mods where needed to the shafts? curious as if my super hubs don't solve my front end problems the only other option I know of is going to teh Mazda 3 set up but that's a whole can of worms. But looks like going to MrkIII is also a bunch of work.
If you are talking about the axle shafts, I used MkIII shafts for a MTX75, which fit the transmission and the MKIII hubs, but they are almost an inch longer than the MKI axles. So I lengthened the MKIII control arms by 1 inch (MKIII control arms were required because of the larger lower ball joint stud required by the MKIII spindles). The MKI rear inner control arm bushing fit the MKIII rear shaft okay. The tie rods were different too - the MKIII tie rods have 16MM threads where the MKIs are 14mm, and the MKIII rods are too short because of the lengthened control arms and the MKIII rack is longer. So I used two sets of MKIII tie rods on each side, cut to length and joined with a 2 inch threaded steel sleeve to get the length I wanted. The MKIII tie rods did screw into the end of the MKI rack shaft okay. That allowed me to use the MKIII outer tie rod ends which are offset to clear 18 inch wheels with deeper backspacing. To use the MKIII spindles with the MKI struts I machined sleeves (basically .095 wall tubing) to match the strut O.D. with the spindle I.D. Then there are the fender flares to clear the wider track width - LOL. You could avoid part of the hassle by using stock MKIII LCAs, MKIII hubs and bearings, and custom made CV shafts of the right length (DriveShaft Shop - but probably expensive). I'll post a photo of the old and new axles and the lengthened control arms under construction. Hope this helps.

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Old 07-05-2017, 07:00 PM   #19
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Attention to detail

This is something I didn't expect. I was setting up to check valve to piston clearance, and when I started to install the timing belt tensioner, it felt like the bolt "wobbled". When I checked it, it was bent .040 of an inch. Earlier I broke the other idler pulley bolt (you could see where it had an old crack and had cold worked). Pretty iffy design by Ford, especially if you are running at high rpm a lot. Anyway, it's something worth checking if you are replacing anything in the timing belt system.

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cheap sleeper and felixthecat like this.

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Old 07-17-2017, 07:51 AM   #20
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Quote:
Originally Posted by Viper 00 View Post
You could avoid part of the hassle by using stock MKIII LCAs, MKIII hubs and bearings, and custom made CV shafts of the right length (DriveShaft Shop - but probably expensive). I'll post a photo of the old and new axles and the lengthened control arms under construction. Hope this helps.
What if you used MkIII LCA's and knuckle/hub/bearings with SVT axles modified with MkIII outter CV joints?

I'm looking for improvements for my SVT, both to the ball joint and front brake options.

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