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Alamo Focus SHO Turbo Kit - Follow Focus-Dyno Cell

Alamo Autosports' 367-whp Focus SHO Turbo Kit Triples This Blue Oval's Power Output

Jeff Hartman
Apr 1, 2002
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Turp_0204_01_z+alamo_focus_SHO+turbo_kit Photo 1/1   |   Alamo Focus SHO Turbo Kit - Follow Focus-Dyno Cell

Alamo Autosports is a Dallas-area tuner that has specialized in sport compact performance since way before it was cool. Alamo zero-ed in very early on the Focus with the intention to develop a broad line of FocusParts.com brand engine performance, handling, appearance, and custom-electronics equipment for the Focus, and a web site to push the brand. "We wanted to do something new and cutting-edge," says Alamo owner Brice Yingling. "Something no one else was doing.

Alamo designed and began torture-testing their original Focus turbo conversion kit on the FocusParts test mule in late-winter of 2000, and Turbo Magazine planned a feature-length tech story on Alamo's 300-hp ZX3 turbo show car which, at that time, dyno-tested at 238 hp at the wheels. In the meantime, radical cars like Ford Racing's 300-horse very-yellow FR200 turned up in Turbo and its sister Primedia publications Sport Compact Car and 5.0 Mustang. But neither was Alamo standing still: Just when we were about to test-drive and photo the silver/checkerboard FocusParts car, we discovered that Alamo was in the midst of mobilizing resources and R&D experience to create the Focus SHO (Super High Output) turbo engine package featured in this story: A 367 fwhp "Born-in-the-USA" Nastygram fired in the general direction of German and Japanese hotrods that must be taken seriously.

Where Focii "Break"
The stock Focus engine system is reliable and strong-at stock levels of power. The stock redline is 6,700 rpm, and Ford's rev-limiter is very soft, incrementally pulling out power quite early to the point that you almost don't notice the limit. It's just as if the engine simply runs out of breath and absolutely will not exceed 7,050 rpm. Which is clearly a good thing if you're running stock rods and rod fasteners.

From a performance point of view, the stock Focus rods are...well, cute is a kind word. They WILL fail catastrophically if you run them at high boost and high rpm, and will probably take the block with them to that big junkyard in the sky. "We sell 7-psi street-type Focus turbo kits," says Alamo owner Brice Yingling. "Nine psi and above is not good for the stock rods." In fact, Alamo managed to break all four rods at once while racing a Z06 Corvette at high rpm and over 150 mph on a Stage III Focus at 9 psi.

Stock Focus pistons are lightweight castings with fairly high compression (9.6:1), designed with thermal expansion characteristics that eliminate the scary-sounding slapping noise higher-priced forgings make until they warm-up that tend to upset Soccer Moms and their ilk driving Focus economy cars. Cast pistons will not survive spark knock, and they are problematic at high rpm and high boost. The stock composition head gasket will blow if you make much power.

The stock main caps, according to Alamo, will simply not hold anything over 350 crankshaft horsepower; they'll "walk around" and then cause crank bearing problems.

The crankshaft itself is subject to harmonic problems above 7,000 rpm if you remove a lot of mass, says Yingling. Alamo balances but will never lighten or knife-edge a stock Focus crank. "We were highly advised by people at Ford who know not to knife-edge or lighten a Focus crank due to potential harmonic and torsional problems," says Yingling, who received performance consulting from personnel in Ford motorsports operations on the Focus. A stock unmodified, Focus crank with excellent balance, says Yingling, is good to over 8,000 rpm.

Focus cylinder head ports and valves are tiny for efficient production of low-rpm torque via high charge velocities at low speeds on engines designed to make peak power of 130 hp. With a turbocharger it's a different world. Unfortunately, the intake manifold, being of plastic construction, cannot be ported or Extrude-honed. It is good for a maximum of 350-360 hp. It has almost no plenum; the throttle body flange area diverges directly into the four intake runners. Not a problem on a stock Focus, but definitely sub-optimal on a heavy-breathing high-flow turbo mutant.

The stock Focus ignition-identical to that used on Euro Formula Fords-is quite good, fully up to the job of firing 10,000 rpm on turbo motors.

The stock Focus fuel supply is good for maybe 300 bhp worth of fuel. The USA Focus has no fuel loop; rather the fuel pump flow rate is dynamically controlled using closed-loop rail pressure feedback by the stock Focus computer. This system creates serious problems when the injectors begin to fight 20 psi intake runner pressure on a turbo conversion.

The Focus OBD-II engine management system doesn't exactly "break" when you hotrod a Focus, but emissions, longevity, fuel pressure, and traction-control logic can be a serious pain in the pants. Maximum rpm is absolutely limited to 7,050. The computer purely does not like excessive rates of acceleration in lower gears and will initiate traction control countermeasures that stops acceleration dead in its tracks.

The stock Focus throttlebody with its unique throttle butterfly (referred to "affectionately" at Alamo as the "Potato Chip" due to a white geometric profile that looks something like a Pringle), would constitute a definite bottleneck on high-output "all-motor" Focus hotrod engines. However, it is amazing how much air you can force-feed a 130-hp throttlebody with a serious turbocharger like the Turbonetics T04.

Alamo Focus SHO Performance Strategy
A stock Focus ZX3 2.0-liter powerplant weighs in with 130 bhp at 5,300 rpm, and 135 lb/ft at 4,500. Alamo's Focus SHO project was designed to achieve over 350 horsepower at the driving wheels on the Dynojet chassis dyno, which translates into something well over 400 horsepower at the crankshaft. Such a radical powerplant requires improvements in parts strength, volumetric efficiency, a high-pressure intercooled turbo system, plenty of fuel and engine lubrication, and superior engine management strategies. Alamo used the following tactics to pump of the volume of the silver checkerboard Focus to anti-social levels:Pauter Machine billet 4330 chrome-moly steel X-beam design rods provide increased strength and improve aerodynamics as the rod whips through the crankcase air at high rpm. They also reduce crankcase windage compared to the stock H-beam rod design. Forged 8:1 dish-top pistons, moly rings, World-Rally-type multi-layer steel head gasket, cryogenic treated block and crank (and other parts), precision crank balancing, billet main caps, increased oil pressure stock oil pump, fully synthetic oil, and colder plugs complete longevity upgrades to the engine.

Focus SHO VE improvements start with bigger Esslinger "mild street" camshafts, designed to provide maximum possible lobe lift with stock cam buckets. The stock cam buckets are so small that truly radical cam lobes begin to run off the edge of the buckets, quickly destroying both cam and bucket. Alamo installed adjustable cam-timing sprockets for optimizing cam phasing on the dyno, and installed 2mm larger than stock intake and exhaust valves with requisite valve seat changes. An Alamo ported and polished cylinder head increases gas flow "a good 30-40 percent," says Yingling. The Focus SHO package provides an upgrade from the stock cast-iron exhaust manifold with turbine inlet adapter (as well as from the Stage III Alamo tube-type exhaust manifold) via a switch to a higher-flow JBA header. Identical header/manifold geometry allows Alamo's FocusParts turbo and wastegate assembly with inlet adaptor to bolt directly to the stock cast exhaust manifold or either performance header. According to Alamo, the SHO's JBA header provides reduced backpressure through the turbo, higher maximum horsepower, and slightly faster spool-up.

The 420-horse Alamo Focus SHO turbo system is based on a large Turbonetics T04E/T3 turbo (an upgrade from the re-wheeled T3 used in the standard Stage III Alamo Focus turbo kit). Alamo selected the Stage III turbo for quick spool up and drivability on the standard turbo kit, while the Focus SHO system required a larger turbo for power on the top-end and the ability to rev freely. According to Yingling, Alamo was less concerned with rapid spooling on the SHO because the engine has more top-end rpm capability. A huge front-mounted air-air intercooler on the SHO Focus keeps charge air temperatures safe and dense, while a special SHO mandrel-bend exhaust system helps keeps backpressure low. The JBA directional-flow header adds a little responsiveness to turbo spool-up by directing exhaust pulses smoothly into the turbo such that they not suffer from interference effects. While the standard FocusParts.com turbo kit makes 238 fwhp, the Phase II car will achieve over 300 fwhp at 15 psi and has achieved 367 horsepower at the wheels on 18 psi boost. Assuming 15 percent drivetrain/rolling loses, this translates to 420-430 at the flywheel.

The Focus SHO engine requires an upgrade to Haltech E6K engine management from the Stage III Turbo's Alamo-reworked OE Focus engine management system with 02 simulator. The Haltech E6K incorporates special new firmware to interface to the stock Ford crank-position multi-toothed wheel and Hall-Effects pickup. Alamo's strategy is to install a Haltech E6K Engine Management System and piggyback it on the stock ECU, which continues to control basic functions unrelated to performance, such as A/C, idle, dash instruments, and the stock fuel pump (augmented at high-boost with a Kenne-Bell Boost-a-pump).

"The stock fuel supply limitations probably slowed this project more than any other single thing," says Yingling. "To properly convert to a traditional fuel rail with pressure regulator and fuel tank return loop, you need the European Ford ECU, the Euro fuel lines, the engine fuel rail, and the fuel tank from the European Focus. Alamo uses a Kenne-Bell Boost-a-Pump to jack-up the stock fuel pump's maximum fuel supply at high boost, which also easily provides fueling for a 40-shot fogger nitrous injection available for turbo spool-up purposes, when required on the Phase II Turbo Focus.

"The SHO turbo system is very responsive," says Yingling. "We installed the twin-bottle nitrous system prior to turbocharging the car, and it's currently less a performance necessity than an interesting conversation piece. At this point, the bottlenecks currently limiting Focus SHO power in the range 350-400 fwhp," says Yingling, "are the intake manifold, the 'potato-chip' throttlebody, maybe the cams, and the fuel system."

Alamo equipped the SHO Focus with a Quaife limited-slip differential to keep the engine from routinely boiling the tires in lower gears when you hammer the gas pedal. At the same time, Alamo disassembled the transmission gear stack to strengthen it cryogenically.

Dyno-tuning and Road-Testing the Alamo Focus SHO
Once Alamo had interfaced the Haltech E6K's wiring loom to the stock Focus electrical system and engine management sensors and actuators (including the cam trigger), the main challenge was to keep an eye on fuel supply while super-tuning the E6K on the Alamo Dynojet chassis dynamometer. The E6K is a programmable speed-density computer system that does not directly read Mass Air Flow from a hot-wire or film sensor, but instead determines ignition timing and fuel injection pulsewidth based on extensive internal tables of numbers that approximate the volumetric efficiency of the engine. These VE tables must be developed based on exhaustive dyno and/or road-test experimentation at all achievable combinations of speed and manifold pressure.

The process of scratch-building Haltech E6K ignition and fuel speed-density maps begins when you supply a set of engine parameters to Haltech's auto-mapping software. The Haltech builds "startup" maps based on mathematical models that predict engine fueling and ignition timing parameters based on the displacement, injector size, maximum turbo boost, and other factors. This "SWAG" (scientific wild-ass guess) map is typically quite good and is designed at the very least to enable the engine to start. At which point a tuner must laboriously manually optimize best torque (LBT) across a matrix of "breakpoints" of engine speed and manifold pressure on the dyno with a laptop interface program connected to the on-board computer and the help of a sensitive wide-band air-fuel ratio meter or gas analyzer. Following which, the tuner must then verify driveability on the street and track; once tuning is close, the car typically becomes the daily-driver for the chief tuner for a while, with a laptop riding shotgun for minor drivability adjustments, particularly during cold-start and warm-up cycles.

This sort of tuning is routine for dyno-shops like Alamo, but in the case of the Focus SHO, the main trick was to keep a close eye on fuel pressure to make sure that (with the help of a Boost-A-Pump when the turbo is working) the Focus' partially-disconnected stock computer was kept happy enough. It had to continue commanding a reasonable fuel supply from the variable voltage fuel pump under both naturally-aspirated and boost conditions without going into a coma or something while the E6K took over fueling and timing tasks.

What we want to know is, what can this bad boy do when you whip it good? To get some idea, look at the dyno chart. Moving 3,200 lbs worth of inertial dyno rollers, beginning in fourth gear at 15-20 mph and wide-open throttle, the car takes roughly 10 seconds to reach peak power near 75 mph. With the turbo working at full howl, the Focus SHO explodes from 4,000 to 7,000 rpm in fourth gear in four seconds. This "SHO" may be a "show" car, but it is capable of cleaning the clock of a Corvette Z06.

Name: Focus.301
Title: Alamo Focus SHO Turbo
Run Date and Time: 10/6/2001, 1:29:50 AM
Acceleration from 1500 to 7300RPM, interval = 100.00 RPM
Absolute barometric pressure: 29.61 in.Hg.
Vapor pressure: 0.26 in.Hg.
Intake air temperature: 55.8 F
Gear Ratio: 58.51 RPM/MPH
Correction Factor: 0.97 SAE

TIME RPM POWER TORQUE
0.00 1500 28.2 98.9
0.44 1600 30.9 101.4
0.87 1700 34.3 105.9
1.29 1800 37.4 109.1
1.69 1900 41.4 114.4
2.07 2000 44.8 117.6
2.44 2100 47.2 118.1
2.82 2200 49.7 118.7
3.20 2300 52.1 118.9
3.57 2400 54.9 120.1
3.94 2500 58.7 123.4
4.29 2600 63.3 127.9
4.63 2700 68.7 133.7
4.96 2800 74.0 138.8
5.27 2900 80.4 145.5
5.57 3000 88.0 154.0
5.85 3100 96.1 162.9
6.11 3200 105.8 173.7
6.36 3300 114.9 182.9
6.59 3400 128.0 197.7
6.81 3500 140.4 210.7
7.02 3600 148.3 216.4
7.22 3700 162.9 231.2
7.41 3800 174.7 241.5
7.58 3900 189.7 255.4
7.75 4000 202.2 265.5
7.92 4100 216.8 277.7
8.07 4200 237.4 296.8
8.22 4300 251.5 307.2
8.36 4400 262.3 313.1
8.50 4500 271.8 317.3
8.64 4600 280.8 320.6
8.78 4700 288.4 322.3
8.92 4800 293.9 321.5
9.06 4900 296.9 318.2
9.20 5000 301.4 316.6
9.34 5100 303.7 312.8
9.48 5200 308.8 311.8
9.62 5300 314.0 311.2
9.77 5400 317.9 309.2
9.91 5500 322.0 307.5
10.05 5600 330.2 309.7
10.20 5700 334.5 308.2
10.34 5800 341.1 308.9
10.49 5900 345.9 307.9
10.63 6000 348.0 304.7
10.78 6100 350.9 302.2
10.93 6200 355.7 301.3
11.08 6300 357.6 298.2
11.23 6400 358.6 294.3
11.38 6500 360.3 291.1
11.53 6600 365.4 290.8
11.69 6700 363.8 285.1
11.84 6800 365.8 282.4
12.00 6900 362.9 276.2
12.17 7000 367.7 274.5
12.33 7100 363.2 268.7
12.50 7200 363.7 268.2
12.67 7300 211.5 152.2
Column Max   367.7 322.3
Column Min   28.2 98.9
Column Average   217.5 235.1

Name: FOCUS.003
Title: baseline
Run Date and Time: 1/8/2000 10:12:00 AM
Acceleration from 2600 to 6800RPM, interval = 100.00RPMAbsolute barometric pressure: 29.61 in.Hg.
Vapor pressure: 0.17 in.Hg.
Intake air temperature: 50.6 F
Gear Ratio: 80.40 RPM/MPH
Correction Factor: 0.96 SAE

TIME RPM POWER TORQUE
0.00 2600 57.3 115.7
0.20 2700 59.2 115.1
0.40 2800 61.0 114.3
0.61 2900 62.1 112.4
0.82 3000 62.9 110.1
1.03 3100 64.0 108.3
1.25 3200 65.8 108.0
1.46 3300 67.5 107.5
1.68 3400 69.8 107.8
1.90 3500 73.0 109.6
2.11 3600 77.7 113.3
2.31 3700 81.3 115.4
2.51 3800 83.4 115.3
2.71 3900 84.9 114.3
2.92 4000 87.0 114.3
3.12 4100 90.0 115.3
3.32 4200 93.5 116.9
3.52 4300 96.7 118.2
3.72 4400 98.3 117.4
3.92 4500 100.0 116.7
4.32 4700 105.1 117.4
4.72 4900 108.3 116.1
4.92 5000 109.8 115.3
5.12 5100 110.1 113.4
5.33 5200 110.7 111.8
5.54 5300 111.1 110.1
5.76 5400 110.9 107.9
5.98 5500 110.3 105.3
6.20 5600 109.7 102.9
6.43 5700 108.1 99.6
6.67 5800 107.6 97.4
6.92 5900 106.2 94.5
7.17 6000 105.6 92.5
7.43 6100 104.8 90.2
7.69 6200 103.8 88.0
7.96 6300 102.2 85.2
8.24 6400 101.3 83.1
8.53 6500 99.0 80.0
8.84 6600 96.7 76.9
9.15 6700 94.7 74.3
9.48 6800 91.2 70.4
Column Max   111.1 118.2
Column Min   57.3 70.4
Column Average     91.9

The Alamo Autosports Focus SHO turbo system pulled a triple play on the Zetec four banger by tripling its output. The kit generates 254.4 hp, pushing output from a commuter friendly 111.1 to a Corvette killing 367.7 Torque peaks out at 322.3 lbs-ft.

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AEM
Hawthorne, CA 90250
800-992-3000
http://www.aempower.com
PIAA
Portland, OR 97230
800-525-7422
http://www.piaa.com
Unorthodox Racing
Copiague, NY 11726
631-586-9525
http://www.unorthodoxracing.com
Clutch Masters
Rialto, CA 92376
909-877-6800
http://www.clutchmasters.com
JBA Headers
San Diego, CA 92120
909-599-5955
jbaheaders
Kicker
Stillwater, OK 74076
405-624-8510
www.kicker.com
Wings West
949/722-9995
www.wingswest.com
Nology
San Diego,, CA
www.nology.com
Leather Trim Limited
Ft. Worth, TX 76119
Esslinger
South El Monte, CA 91733
Alumapro
Addison, IL 60101
Focus Parts
Arlington, TX 76015
Goodridige U.S.A.
Torrance, CA 90501
Hurricane Power
Miami, FL 33172
Mobile Sound Systems
Arlington, TX 76013
NR Automobile Accessories
Sherman Oaks, CA 91403
Quaife U.S.A./Autotech
San Juan Capistrano, CA 92675
Rovi Racing Inc.
Homosassa, FL 34448
Synthetic Designs
Arlington, TX 76015
By Jeff Hartman
3 Articles

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