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The Street - 2000 Ford Focus

Readers' Rants, Raves & Rides

Dec 12, 2006
0602_sccp_01_z+the_street+2000_ford_focus Photo 1/1   |   The Street - 2000 Ford Focus

This Month's WinnerIs Jarrod Barnett.For his troubles, he'll receive enough Mothers car cleaning goodies to satisfy the most anal, white-glove-wearing, concourse-cruising flock of showcar weenies anywhere. Mothers' new FX Line of car care products is among the most sophisticated, state-of-the-art wheel cleaners and waxes available today.

Jarrod Will Receive:* FX SynWax * FX Tire Shine* FX Wheel Cleaner* FX Spray Wax

2018 Ford Focus
$17,950 Base Model (MSRP) 25/34 MPG Fuel Economy

2000 Ford Focus ZX3Jarrod BarnettMonroeville, OH.Mods: Cervini's front bumper and fog lights, Wings West Avenger body kit, APR carbon fiber mirrors, VIS carbon fiber hood, Hella dual projector headlights, Eibach Sport-line springs, Eibach Pro-Damper kit, Focus Central front strut tower bar, 18" AXIS Reverb wheels, Falken FK451 215/ 35-18 tires, Centerforce Dual Friction clutch, Fidanza flywheel, AEM Short Ram Intake, Focus Central race headers and flex pipe, HKS exhaust, MSD ignition coil, Ford Racing spark plug wires, STR fuel rail, Focus Sport rear motor mount, Powerslot rotors with VGX pads, Jackson Racing 65mm throttle body, Focus Central cam gears and short shifter, Diablo Sport ECU chip, Autometer Z- Series air/fuel, oil pressure, volt and water temp. gauges, Autometer triple A-pillar mount, R-1 racing seats, Momo Apache steering wheel

Jarrod Says: "I am VERY much into the sport compact scene and did not cut any corners in building the car."

Submit pictures of your car to "The Street" and if we pick yours as the ride of the month, we'll send you a boxful of Mothers car care products. Or maybe a pile of smashed slalom pylons.

Just give us what we need. First, send high-resolution images (1200x1600 pixels minimum). Make sure your individual file size weighs between 400 and 500kb.

Second, we need information: performance mods as well as the year, make and model of your car. Don't forget your full name and location. And provide us contact information-an e-mail address and phone number. Tell us why your car rules and don't be afraid to be long-winded; we love to edit. Prizes shipped within continental United States only. No P.O. boxes.

* Mail electronic submissions to sccnews@primedia.com.Alternatively, you can send a CD or prints via snail mail to:Sport Compact CarAttn: Reader's Ride2400 Katella Ave., 11th FloorAnaheim, CA 92806

Don't just sit there. If you want the honor of being chosen for Burnout of the Month, get off your ass and destroy some rubber. E-mail proof of the rubber-roasting destruction to us at sccnews@primedia.com. Or you can mail a slide or print to SCC Burnouts, 2400 katella ave. 11th floor, anaheim, CA 92806.

SmokeBurnout of the MonthOwner: Duane StephensLocation: Burnaby, B.C., CanadaDuane says: "The car puts down 665 WHEEL-hp and is LOTS of fun!"We say: The burnout definitely seems to match the dyno sheet.

Gotmail?OK, wise-ass, so you need some space to vent. Here it is. Direct letters to the editor to sccnews@primedia.com and we'll do our best to come up with a snide response. Or completely ignore you. But hey, at least you've got a voice.

In Praise of the PeakWhile being stationed in Germany I discovered the sport of Rally racing. I was fortunate enough to attend Rallye Deutschland in 2004, and I have been hooked on the sport ever since. I was able to arrange my trip from Germany to coincide with the Pikes Peak Hill Climb. I sold my Mustang to buy a 2000 Impreza RS prior to arriving in Colorado. With car in hand, I found myself on Pikes Peak at Devils playground "witness to the most spectacular four-wheeled insanity anywhere".

I loved reading Josh's article on Pikes Peak in the last issue. He was really able to capture the feeling I had this summer when I was waiting at Santa's workshop from 12:00am to 4:00am in the long line of cars to make the run up the mountain. I can't think of a better place to test the new WRX and STI. I remember my N/A RS ran well until about half way up the mountain and then she just ran out of air. I am sure running a forced air engine is the ideal experience. I do not have a goal in writing this other than to thank you for bringing back the feeling that Pikes Peak gave me, and to say keep up the good work.Andrew MortonAurora, CO

Irritated in OntarioI buy your mag off the shelf every month. First things first; could you please tell me why Mitsubishi hasn't brought the EVO to this part of Canada? Every time I read about you guys having so much fun with it, I want one that much more.

Second, I recently drove past the Subaru Dealership here, and I saw the new front fascia. To put it lightly, it was disgusting. I don't know what they were thinking, but the 05 version looks much better.

Thanks for the magazine, guys - ignore all the whiners that write in complaining. Keep up the good work.Chris MuiseLondon, Ontario, Canada

Move to where the EVOs are!

What Happened?I wanted to say thanks for normally being dead-on from a performance standpoint with most of your cars in your mag. Thanks that is, until the September issue! I saw the cover and wanted to finally show my co-workers at my job what import cars are capable of (I work at a GM dealership in the service dept. and they all hate import cars), but as I looked at the articles I started to feel really embarassed. -A 1st gen. GSX w/ 371 hp and 391 tq. running a 13.5? And the 0-60 was 5.2 seconds? My friends STOCK 1st gen. w/ the boost turned up is that fast! The Hasport CRX w/ a H22? Come on man, my buddies EG6 w/ the H22 and a damned F-series tranny runs faster than that! Please! Please! Please give me a reason why the cars were this damned slow. Did you do the 1/4 in the yard outside? Was it on ice? You gotta tell me what the hell happened!ZenFrom the Internet

-Cover this line with your finger and show the guys this part, Zen:Yes, of course it was on ice. As usual, we started in fourth gear and aimed up a nearby mountain slope with the tires inflated to approximately 115psi.

Paying HomageI think it would be cool if you guys did a section dedicated to first generation cars, like Rx7's, Supra's, Mr2's, and other often overlooked cars that eventually evolved into some of the greatest cars on the road. Sidenote: I noticed Chevy had an ad in SCC for its Cobalt that touted: "The Straight and Narrow is Highly Overrated". Does that mean Chevy is shooting for the gay and fat segment of the market? Just wondering.Curtis ReinburgDallas,TX

-Stay tuned Curtis.

Hate Mail of the MonthWho does this Jared Holstein think he's writing for? This isn't the New Yorker or Vanity Fair. I mean come on, I thought for a second I was reading Hemingway. I'm not saying his writing is bad, it just doesn't fit the audience.

"It's winter, it's uncomfortably cold, and fog curls up from Tokyo bay in slow, rolling masses, like ghosts of vessels lost rising in protest to the cold water below."

What the hell is this crap?

"Nothing in this town goes marked without a slash of colored or pulsating light; pachinko parlors below regurgitate flashing epileptic light and the towers of love hotels beckon with libidinous enthusiasm. Even the nocturnal mandates of vice, fetish and whimsy are displaced by lust for fruits of a greedy right foot."

Libidinous enthusiasm?? What kind of acid are you on? Vice, fetish, whimsy, lust, fruits; sounds like someone needs to get laid. We want to hear about the cars, tell us why these parts work so well, show us cutaways and technical specs, not this load of bovine droppings.Chris DriverLynchburg, VA

Love Letter of the MonthI just finished reading Wangan Assault. Oh my word, what an article. Jared, I must say, that was one of the most captivating articles I have read in several years of reading SCC. Thank you for delivering a phenomenal chunk of literary work so desperately needed in today's media. Not only did we get to relive the story through your eyes, we also get the added joy of the photos you took. Too bad you might have kept some of the best ones for yourself.John DudenhoefferSt. Louis, MO

Dear DaveTheStreetDirect "Dear Dave" tech letters to dave@eyesoreracing.com. Coleman will share mind-numbing details, earth-shattering revelations and technical nerdisms in this space each month.Can you stump the geek?

FestibusaI have a question regarding putting an engine from a Suzuki Hayabusa into a Ford Festiva. First, is it possible? Or better put, what would need to be done to make it work? I take it that I wouldn't have A/C or an alternator or a water pump because I have never seen accessories bolted to a motorcycle engine. I'm also assuming that this means that I will need to downgrade to manual brakes and steering.

I plan on bolting it to my Festiva 5-speed. I know that I will need an adapter made. I also want to know who the hell makes tachometer that goes up to 13,000 rpm, cause I sure as hell can't find one.

Alright, last question. When looking at SCC's article about swapping a B6T engine into a Festiva, I noticed that the car had a coil-over suspension and I was wondering where I could locate one?Alex LaughlinApple Valley, MN

Your project is doomed, but not for any of the reasons you suggest. Most of your concerns are easily overcome, but you seem completely unfazed by your plan's most fundamental problem, which suggests to me that you've never really looked at a Hayabusa engine.

Let's attack your problems in order:

A/C: No, you can't have A/C. Roll down the windows.

Alternator: Motorcycles have lights, so clearly they are able to generate power. Typically they have generators instead of alternators. The difference is DC vs. AC, but beyond that I'm not the one to tell you how they work. Electrons scare me. The reason you don't see them spinning on the ends of drive belts like you do on cars is that bike accessories tend to be attached directly to the crank or driven internally by the timing chains. Belts have a nasty way of snagging on your pants.

Water Pump: Hayabusas have radiators, and the water doesn't just get sweet talked into going through them. There is a water pump. Again, drive is internal.

Manual brakes: Power brakes are driven by engine vacuum. Hayabusas have throttles, so they generate engine vacuum just like Festivas do. You might have to drill and tap the manifold to hook up the vacuum line, but if you're qualified to do this engine swap, you should be able to handle a vacuum line.

Power Steering: You're right, it would be too hard to find a power steering pump that could handle the rev range of a Hayabusa and even harder to connect it to the engine. With such a light front end, there's no reason a 'busa-powered Fester would need power steering anyway.

Adaptor Plate: Ahhh, let's get back to that one.

Tach: There are two obvious solutions. First, just take the tach off a Hayabusa. Second, take a standard aftermarket tach and tell it the signal is coming from a V8. Instead of two sparks per revolution, the tach will expect four, so it will read half of actual engine speed. You can then do the math in your head (6000 on the tach = 12,000 under the hood) or you can pencil in the real numbers.

Festiva Coil-Overs: Tein makes coil-overs for the Mazda 121, which happens to be mostly the same as a Festiva.

Back to the Adaptor Plate: Umm... the Hayabusa already has a transmission and like most motorcycles, it's built right into the crankcase. There is no bellhousing, and therefore no bellhousing adaptor is possible, especially in Minnesota. Power isn't taken off the end of the crank like a car engine, but off a gear in the middle. The clutch is somewhere downstream after that gear, but the exact location doesn't matter, since you can't separate the engine and transmission. Using the bike tranny causes a new problem, though, since it doesn't have a differential or an internal final drive.

Putting a motorcycle engine in a rear-drive car is relatively easy. You simply take off the chain sprocket that serves as the transmission output and replace it with a flange that can mate up to a driveshaft. In a front driver, you need some way to get the output through a final drive gear ratio and through a differential, and I have no clever solutions for that.

Now Accepting DonationsI have the answer to a modern mid-engine, AWD Group B car. It involves an MR2, an STi and 500 readers each sending me $100 a piece. I promise it'll be done in 6 months!David WilliamsSt. Louis, MO

Injector SizingI'm currently developing a new intake manifold for my Sentra SE-R, and I had some questions about fuel injectors. How do you determine the proper size of injectors? I don't want to buy a pack of injectors, then find out they don't flow enough, or worse yet, that they flow too much.David MayernickOptimism, PA

First off, you need to be sure the ECU knows what size injectors you have. The ECU just tells the injectors to open for a certain amount of time and assumes the injectors will flow the same amount during that time that they did back when the ECU was programmed. If you change from 260 cc/min injectors to 550 cc/min injectors, the ECU will have to send a shorter pulse to deliver the same fuel.

Once you've handled that task (On an SE-R that means a simple call to Jim Wolf Technology and a little exercise of the checkbook), you need to make sure the injector is big enough for your power goals. This is simple. Just plug your pipe dreams into this formula:

BSFC just means brake specific fuel consumption, or how much fuel your engine takes to make power. Most naturally-aspirated engines will consume about 0.5 pounds of fuel per horsepower, per hour, so use 0.5 lb/hp-hr in this formula. If you're turbocharged, try 0.6 or even 0.65. BSFC might be lower if you're running on the ragged edge of too lean, or if you have really high-octane fuel that lets you advance timing and make more power from the same fuel. None of that matters here, though, since you want a conservative number that will ensure your injectors aren't too small.

For duty cycle, you want to use 0.80. This means the injectors are open 80 percent of the time. Not only is this about the highest duty cycle you can run and still have the injectors follow the ECU's commands accurately, but it's the duty cycle at which injectors are flow rated. You have to use 0.80 if you want the number from this formula to mean anything when you go to the injector store.

So, if you think you can make 200 crank hp, the formula works out like this:

Which is great, except for the fact that Nissan injectors are all rated in cc/min. You now need to plug 31.25 into another formula to convert to metric units:

Which would give you 328 cc/min. Time to shop for something at least that big.

Don't forget, of course, to use flywheel horsepower in that formula. If you use wheel horsepower, the result will be too small an injector.

The Stupidity of SpiralingAt work I was loading some bus exhausts onto a trailer and was surprised to see that they were mandrel bent. That got me to thinking about the flow of different size exhausts with different bending methods and out of the blue I think about water being emptied from a bottle-everyone knows the quickest way to get water out of a bottle is to spin the contents so it creates a vortex.

Then I thought about how a bullet travels down a gun barrel that is rifled, which causes it to spin and stay more true to its intended path.

Now my question is this: would rifling an exhaust system yield any performance gains or would it cause more restriction?Eric RudenosOxford, Pa

The empty-the-bottle trick has nothing at all to do with how air gets into or out of your engine. When you pour water out of a bottle, you don't empty the bottle, you just replace the water with air. Getting water out and air in through the same hole is notoriously difficult, but spinning the water forces the water to go down the sides of the bottleneck, allowing air to come up through the middle.

Your exhaust has no such problem, of course, as everything is flowing the same direction. The fastest, way, in fact, to get water out of a bottle is to make everything go the same direction like it does in your exhaust. Just drill a big hole in top of the bottle as you pour the water out the bottom. No spiraling necessary.

The gun example also has nothing to do with your exhaust. The goal of a gun is to make the bullet hit the intended target. Doing this is much easier if the bullet travels through the air pointy-end first. If it starts tumbling through the air, it will both slow down and wander off target. The spiral grooves cut into the gun barrel in the rifling process make the bullet spin, and the resulting gyroscopic effect encourages the bullet to stay on the straight and narrow.

Any time you make your exhaust change directions-and spiraling is just the contstant chaniging of direction-it takes some sort of force to make all that gas alter course. The only source of energy to steer that exhaust is the pressure up at the exhaust port that's shoving all that exhaust down the pipe. The more energy you ask for, the more backpressure will result.

Contact UsLetters to the EditorOur e-mail address is sccnews@primedia.com.Our fax number is (714) 978-6390.

Mailing AddressSport Compact Car2400 Katella Ave. 11th Floor, Anaheim, CA 92806Letters must contain the author's full name, address and home telephone number.Letters may be edited for content and/or length.

Staff E-MailJay Chen, Engineering Editorjay.chen@primedia.comJames Tate, Associate Senior Editorjames.tate@primedia.comTi Tong, Art Directorti.tong@primedia.comDave Coleman, Geek-at-Largedave@eyesoreracing.com

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