I should mention I'm aware its tubo charged which is why I mention the compression ratio I'm just wondering what the difference is to make the st run the turbo

 

Its a totally different engine. Different cylinder head design, integrated manifold, compressor coupled with the turbo.



Sent from the future

 

The standard engine, the one in the SE, run at 12.5:1 if I remember correctly (or is it 11.5:1) ?

 

So that means the pistons are different. How 'bout the rods/crank & possibly the block different too?

 

Does anyone know know the difference in the st and se engine?

Easy ... the ST engine is the one with problems [grinking]

 

Oh no, thats not what I wanted to hear but needed to. I've seen a few pix of the pistons, wow. Why does the Fist ones look so much better?

 

Major difference.

 

Crank & block are different like the old 2.3 ones, crank has gear for balance shaft assy. and block is set up to bolt that assy. in at a minimum. Close enough to the old one that the identical delete kit works.

 

^^^ But not all.

 

What's the St engine issue? Have 56,000 miles on mine. No issues at all.
Let's see put a tune on it modify it beat the crap outta it. Then cry about it breaking.

Whatched a fella buy an RS with zero miles pulled out of the dealership and had the pedal to the floor. Held it there until he disappeared. How long do you think that car is going to be around?

 

This is one thread of the many (modded or not)

------> Blown Motor Resource Thread

I was very deep into the blown motor thread. The causes seem to be pistons melting/ringlands. As far as I know, even ford doesnt know why it happens, according so some techs, they told me that theirs calcium build up and flakes off in the cylinder. Also the one guy had cylinder 3 die and when they pulled it apart the carbon build up was so bad it make the valves stick. When talking to ford, I asked how to prevent this, they told me theirs not really a way to stop it. From owners, a catch can would help a lot and to check the intake during oil changes just to make sure the build up isn't bad. I was told also that 5th at 3k rpms is fine as long as you ease into the throttle and some pulls on the highway would help burn off some build up.

This thread is only a fraction of owners, plenty of them are very happy while others blow up. I know 3 guys, they have a 15', 13' and 14'. Their on motor number 2.
They had the same problem just in different cylinders. And 2 were tuned. A catch can helps but their is always a chance of detonation. I have a 16 and so far 16's blowing up inst as common but i still would like to avoid it. The solutions to keeping it healthy from what i gathered up is, treat it like a 5 speed. 5th gear at 3k rpm is fine as long as you ease on it. 4th or 3rd to over take and 5th and 6th for the mpg life depending on how fast your going and so on. Also a catch can and just check the intake and plugs during oil changes.

 

dont forget that the SE 2.0 NA head is an Upgrade for the ST, lol.

 

And if thats the case, Who has a header/manifold for the turbo?

 

Why the focus st? the escape has much the same motor. I've seen hundreds of escapes no piston issues.

The DI motors do have carbon build up,more so than non DI motors.

 

Tuning is different from factory... ecoboost escape are more for hauling than doing quarter-mile runs.

Plus, some are getting destroyed by low rpm , high load (ex: doing WOT 5th or 6th gear at low rpm)

Well this is just an educated guess but I feel some are getting LSPI events.

----> https://en.wikipedia.org/wiki/Low-speed_pre-ignition

EDIT:

BTW, the escape doesn't have the manual gearbox option like ST... it would kickdown automatically preventing high load at low rpm.

 

I'm willing to bet we could sit down and put a hurtin on more than a few brews talking about this. I still think a lot has to do with the drivers habits and abuse.

Now you've gotten me to think about a stick escape with the ST calibration. They run good as is for a little 2.0. Even the 1.6

 

The mention of the Mustang 2.3 turbo...
Makes me wish my ST had a 2.3....................... [wrenchin]

I remember folks stuffing the 3.0 Taurus block in place of the 2.5 V6 in the Contour SVT...

 

Focus RS has the 2.3L

 

Thanx Ben, suss6052 for the update on the st head. Kinda similar to the integral intakes on the ISB motors or the old 200/250'' 6's. I be more concerned about the rods/pistons.

 

Missing the point there IMHO Deadpool, it's not that the head is better breathing but that people want to try their own exh. header to turbo setup to fit variations that won't bolt up to the stock integrated manifold.

 

You mean "Deadpool'', Roger. Going that way^^^^^^using the n/a 20 head you'd for sure want to use a header w/ a turbo flange, your for sure tacking on around a $1000. for a pro header. Having done all that work on a stock bottom end, backwards what I'd do.

 

whups - fixed.

 

This is what I'm trying to find -_-

 

What are you trying to find?

 

Ohkay so now I need to know
A. Does anyone make a turbo header for the na 2.0
B. does anyone have a for sure answer on the compression ratio of the n/a engines.
and with the mention of swapping the heads would it be possible to drop an st head in place of my na head? I'm aware of the tuning and etc that would need to be done and that's not an issue. I have a few friends who can actually make the turbo manifold for my n/a engine but if it can be bought I would rather go that route, unless of course the st head can be dropped it and use the st manifold.
HELP!!!

 

The answer to a is turbo tom is working on releasing a diy turbo kit.

The answer to b is the 2.0L GDI engine has a 12:1 compression ratio.

The ST cylinder head is the manifold as well (integrated exhaust manifold).

The bore and stroke are the same between engines, but the clearance volume is much smaller on the NA engine to raise the compression ratio to 12:1 vs 9.3:1.

 

OK, moved your thread to the Duratec TiVCT Performance section where it really belongs now, look in here at ALL the Turbo threads that already exist.

FocusPower (Tom) is still waiting on a final production version of a new manifold for his DIY turbo kit (you come up with turbo you want etc), you can get a functional one in his existing Complete kit (different one).

 

I thought it was bad to run a turbo on compression that high? so with the turbo kit from tom would I first have to lower my compression ratio to make this safe as a daily? I have seen a lot on here from tom and his turbo kit, that was a few weeks ago I guess I should check for some updates.

 

He will chime in that you don't need to lower the compression ratio. Which is technically true if you run only the most knock resistant fuels, with the best calibrations and don't exceed any cylinder pressure limits, which would be hard to do without pressure transducers installed into the cylinder head and a data acquisition system to monitor them.

There are numerous reasons why the OEM 2.0L GTDI engine has a lower compression ratio, chief among them is the ability to via calibration run anything from 87 octane up through 93+ octane fuels when stock.

The calibration windows become much tighter for spark and fuel injection on a high compression build.

Lower compression also allows for running more boost pressure (rated at 19.5 psi stock, and up to 21 on transient acceleration)

 

Ask TOM.

 

So I talked to tom. he doesn't sell the manifold he only sells the kit. He wont tell me the turbo size and still has no dyno numbers. I understand not wanting to spill the beans on his setup, but how do I know I want to spend 4 grand on his kit when A if the turbo goes bad I have no idea what id replace it with not knowing what it is. B. With no idea of how much power its actually putting down I feel like that much money could be spent elsewhere to do maybe more.?? I'm not trying to put tom down or anything because its actually really cool he came up with a kit for the focus. but at the same time why is he so afraid to let out information?

 

I agree not knowing how much power it makes at X number of boost is a big question mark for people, hopefully we'll have the numbers this spring.

 

As I implied earlier without a lot of description, he sells TWO kits only one of which is a complete setup.

Sourced a complete kit to import, which he then does the tuning for, and came up with a custom kit that buyers can use with whatever turbo etc. they chose (turbo & small parts supplied by customer to their choice).

Details are in threads he started here & in his section, not surprised he wouldn't break up the one that comes complete. Turbo details on that one are certainly proprietary to the manufacturer, it that source became unavailable in the future something similar could be used I'm sure.

 

no he said he does sell ANY parts for the diy or the full turbo kit. Just the whole kit

 

Doesn't*

 

And yes something similar can be used but I need to know what size it would be correct?

 

And if no longer avail. through Tom as a replacement from the manufacturer you'd have to start fresh with a new similar one anyways, exact duplicate then not avail.. Got the part on hand for basic match info..

It's kinda like asking Ford for the supplier/specs for their turbo on an ST in case it's no longer avail. from them when yours breaks. Can't buy the car without all the specs/sources - right?

If it was a kit he made up from avail. pieces, like the one he does for the SVT, there would be a manufacturer/model etc. avail. since that's a part he buys separately from a USA source (even if imported by the manufacturer).


What you may be confused by is seeing specs for different turbos and thinking they are interchangeable - they are NOT. ONLY within the same manufacturer is one with the same basic specs likely identical, and that is subject to change as well.