jfgw Posted January 2, 2017 Share Posted January 2, 2017 Hey guys, Winter brings upgrad-itis, right.... first on my list is more power...... I remember Turbofocus talking about turbocharging a zetec in the narrower bodied S3, and just wanting a suitable car to work with/fabricate. Did anyone ever take him up on that, or anyone else who has pursued this path? Alternatively, I know the 620R uses a small Rotrex supercharger on a Duratec... in the same way the exhaust on a duratec is on the drivers side in the U.K., the exhaust is on the drivers side with the zetec in the US.... has anyone done this with a zetec? Would really love not to have to reinvent the wheel as unfortunately I don't have the skills myself and finding someone to do the discovery work is not simple. Cheers! Link to comment Share on other sites More sharing options...
James A Posted January 2, 2017 Share Posted January 2, 2017 1turbofocus, Tom, has a lot of experience with forced induction on the Zetec and knows his way around Caterhams and other 7 derivatives. Reach out to him and see what he says. Link to comment Share on other sites More sharing options...
jfgw Posted January 2, 2017 Author Share Posted January 2, 2017 1turbofocus, Tom, has a lot of experience with forced induction on the Zetec and knows his way around Caterhams and other 7 derivatives. Reach out to him and see what he says. James A - I will. Thank you... Link to comment Share on other sites More sharing options...
1turbofocus Posted January 3, 2017 Share Posted January 3, 2017 No one has brought me there Caterham yet to Turbocharge and I do still want to do one The stock Zetec limit is about 250hp to the wheels if you want more then that a built engine would be needed then your good again till about 600-650 above that I started breaking crank shafts A big factor would also be what PCM/ECU your running , It would been to be the stock PCM/ECU , none of the after marked ones I have worked with (5 different name brands) have ability for the knock sensor and a few other things that help keep the Zetec safe with boost I would like to do a 7 with about 350hp to the wheels , I know people are going to say its worthless and you could use the power but you can use 100% of it , My 2000 daily driver has made 723 hp to the wheels Zetec and I can use it all , I was told over 350-400 and I couldnt use any more or put it to the ground yet with amp , stereo , DOT tires A/C it ran a best of 10.95 @ 137mph 1/4 mile The 7 would be a blast at 300-350 Tom Link to comment Share on other sites More sharing options...
jfgw Posted January 3, 2017 Author Share Posted January 3, 2017 Tom - sent you a PM - how do I contact you? My email is jamesfgwheeler at yahoo Link to comment Share on other sites More sharing options...
1turbofocus Posted January 4, 2017 Share Posted January 4, 2017 My email is hpdyno@aol.com Phone is 704 249 3745 , I am traveling and tuning all week and will be hard to reach by phone , emails I do 2-3 times a day Tom Link to comment Share on other sites More sharing options...
TurboWood Posted January 4, 2017 Share Posted January 4, 2017 No one has brought me there Caterham yet to Turbocharge and I do still want to do one The stock Zetec limit is about 250hp to the wheels if you want more then that a built engine would be needed then your good again till about 600-650 above that I started breaking crank shafts A big factor would also be what PCM/ECU your running , It would been to be the stock PCM/ECU , none of the after marked ones I have worked with (5 different name brands) have ability for the knock sensor and a few other things that help keep the Zetec safe with boost I would like to do a 7 with about 350hp to the wheels , I know people are going to say its worthless and you could use the power but you can use 100% of it , My 2000 daily driver has made 723 hp to the wheels Zetec and I can use it all , I was told over 350-400 and I couldnt use any more or put it to the ground yet with amp , stereo , DOT tires A/C it ran a best of 10.95 @ 137mph 1/4 mile The 7 would be a blast at 300-350 Tom Tom, I think we have a similar perspective. It's too bad you are on the other side of the country. My project could use someone with more free time to finish it up. jfgw, There are a few turbo cars around. I've seen a few in an S3 chassis, but they are rare. There were a few on the CSR forum (http://csr.informe.com/forum), but I had some trouble finding them when I did a quick search. They may be having some site issues. I can certainly sympathize with your wish to avoid discovery. I'm in the last 10% of work that is taking 90% of time. Daniel Link to comment Share on other sites More sharing options...
1turbofocus Posted January 5, 2017 Share Posted January 5, 2017 I get cars shipped to me all the time to build or to finish , I make all my own custom piping , my own intercoolers etc This is a Turbo kit I built for a 2015 Focus non ST , This is a NA non ST / RS that I made a turbo kit for , I also customized a cosworth knock off intake to fit the 2015 which was a LOT of work to do http://www.focusfanatics.com/forum/duratec-ti-vct-performance-2012-current/650585-focus-power-diy-turbo-kit.html Tom Link to comment Share on other sites More sharing options...
Kitcat Posted January 5, 2017 Share Posted January 5, 2017 Tom: with all that power, esp into the 350 hp range, what mods do you recommend to beef up the power train? I vaguely recall that the original Cat 260's were ripping out the bolts securing their differential etc., and they were rated at a mere 260 hp or so. Also, are your hp#'s on a dyno or at the flywheel? Link to comment Share on other sites More sharing options...
James A Posted January 5, 2017 Share Posted January 5, 2017 I have seen a Caterham in Tom's shop and the work was beautiful, it had a Zetec in it. Link to comment Share on other sites More sharing options...
jfgw Posted January 5, 2017 Author Share Posted January 5, 2017 I am definitely interested in pursuing this and will be chatting with Tom about it. Key for me is to retain the outline of the car - I am not a fan of pipes sticking out (apart from exhaust and intake trumpets ) or bulges in the bodywork, so packaging and cooling are key considerations. Attached are some shots of a friend's narrow bodied S3 car in the UK from a few years ago - turbo'd ford cosworth yb (sierra/escort cosworth etc). I recall the ride and the acceleration when in 3 figures to be like a NA Caterham does in 2 figure speeds.... astonishing! If I proceed, I will be sure to keep everyone in the loop on the process..... Link to comment Share on other sites More sharing options...
Croc Posted January 6, 2017 Share Posted January 6, 2017 Tom: with all that power, esp into the 350 hp range, what mods do you recommend to beef up the power train? I vaguely recall that the original Cat 260's were ripping out the bolts securing their differential etc., and they were rated at a mere 260 hp or so. Also, are your hp#'s on a dyno or at the flywheel? Mike - the original CSR260 with IRS had only 2 diff attachment points which is why it ripped out regularly. The modified CSR chassis IRS had 4 attachment points which fixed the problem. The standard S3 chassis with de dion was a much beefier design from the get go. That said your concern/question is still a very valid one to my mind. Link to comment Share on other sites More sharing options...
1turbofocus Posted January 7, 2017 Share Posted January 7, 2017 Tom: with all that power, esp into the 350 hp range, what mods do you recommend to beef up the power train? I vaguely recall that the original Cat 260's were ripping out the bolts securing their differential etc., and they were rated at a mere 260 hp or so. Also, are your hp#'s on a dyno or at the flywheel? Thats a question I cannot answer because no one has done it yet with turbo , a 350hp to the wheels with Turbo isnt as brutal on the drive train as say a 350hp NA engine laying it all down at one time I have a dynojet dyno so any HP / TQ # I talk about would be at the wheel , To me thats the only place there important LOL Tom Link to comment Share on other sites More sharing options...
1turbofocus Posted January 7, 2017 Share Posted January 7, 2017 I am definitely interested in pursuing this and will be chatting with Tom about it. Key for me is to retain the outline of the car - I am not a fan of pipes sticking out (apart from exhaust and intake trumpets ) or bulges in the bodywork, so packaging and cooling are key considerations. I agree and I am not a big fan of air to water coolers , I think I can get a front mount intercooler in there somewhere and do it external waste gate Now ITB intakes will be tuff because to do boost they have to be in a box that will support boost which can be done , it would be a pricey but very unique build and fast LOL Tom Link to comment Share on other sites More sharing options...
jfgw Posted January 7, 2017 Author Share Posted January 7, 2017 I agree and I am not a big fan of air to water coolers , I think I can get a front mount intercooler in there somewhere and do it external waste gate Now ITB intakes will be tuff because to do boost they have to be in a box that will support boost which can be done , it would be a pricey but very unique build and fast LOL Tom Tom - I saw a pic of the 620R without the nosecone when a dealer was advertising one recently and the intercooler was mounted in front of the rad and they were both angled with the top further back than the bottom. The nose cone was modified with a cut out on the top and some plastic underneath the cutout to channel air to the rad, and then there was extra cooling at the bottom of the nosecone to get air to the inter cooler. I could be wrong about placement. But the angled approach is how Caterham did it for the supercharger on the 620R. I'll look for the pics or someone else may have some. James Link to comment Share on other sites More sharing options...
jfgw Posted January 7, 2017 Author Share Posted January 7, 2017 Tom - I saw a pic of the 620R without the nosecone when a dealer was advertising one recently and the intercooler was mounted in front of the rad and they were both angled with the top further back than the bottom. The nose cone was modified with a cut out on the top and some plastic underneath the cutout to channel air to the rad, and then there was extra cooling at the bottom of the nosecone to get air to the inter cooler. I could be wrong about placement. But the angled approach is how Caterham did it for the supercharger on the 620R. I'll look for the pics or someone else may have some. James Scratch that - here's a photo of how they did it. Link to comment Share on other sites More sharing options...
vstryker Posted January 7, 2017 Share Posted January 7, 2017 (edited) I saw that car when it was still for sale and took a closer look at all the plumbing. It was pretty cool, the air intake is on the left side where it is compressed by the Rotrex supercharger under the intake manifold. The charged air makes a 90 degree turn and enters smaller intercooler on top in the picture. Coming out of the A2A intercooler on the opposite left side, it then finally enters through the bottom of intake manifold. I don't remember and don't think the radiator and intercooler were angled. The radiator was actually in front of the intercooler. I believe the radiator/oil cooler setup is the same as the R500, with the radiator on top and the oil cooler on the bottom. The new nose cone had 2 additional cutouts, one for the intercooler on top and another one for the oil cooler on the bottom. The cooling water plumping was similar to that of the CSR, with the return line along the top of the exhaust manifold. At the time, this setup would only work for a S3 RHS car as the charge air intake tubes would hit the steering column and more if it was on the LHS. Everything was a super tight fit. Edited January 7, 2017 by vstryker Link to comment Share on other sites More sharing options...
1turbofocus Posted January 8, 2017 Share Posted January 8, 2017 I am definitely interested in pursuing this and will be chatting with Tom about it. Key for me is to retain the outline of the car - I am not a fan of pipes sticking out (apart from exhaust and intake trumpets ) or bulges in the bodywork, so packaging and cooling are key considerations. I agree and I am not a big fan of air to water coolers , I think I can get a front mount intercooler in there somewhere and do it external waste gate Now ITB intakes will be tuff because to do boost they have to be in a box that will support boost which can be done , it would be a pricey but very unique build and fast LOL I wont do it if isnt going to be safe , make good power and look good Tom Link to comment Share on other sites More sharing options...
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