Focus ST / RS 5cyl Engine - 300bhp Atmo Build
#1
Advanced PassionFord User
Thread Starter
Focus ST / RS 5cyl Engine - 300bhp Atmo Build
I'm on with building a Nasp 5 cylinder Focus RS / ST / Volvo engine at the moment and I'm wondering what is the best route to take regarding stroke.
I will use the 83mm block and bore it to 84mm as I have two of these in my garage awaiting attention.
Problem is do I use the 77mm stroke crank and go for a high reving (9500rpm) engine?
Or do I use the 90mm stroke and go for a more torquey engine that may produce more power?
The BTCC Volvos produced over 300bhp out of the 2 litre 5 cylinder using a 83mm bore and 73mm stroke
The good thing about the 77mm stroke route is the extra revs and the good rod length of 152mm giving a rod ratio of 2
It will give a capacity of just over 2.1
The bad thing about the 90mm stroke is the lower rev limit and the rod length of 140mm which gives a bad rod ratio of 1.5
What do you guys suggest I should do?
Head will be reworked using larger valves with smaller stems, hydraulic tappets will be replaced for solids and I already have the throttle bodies and manifold sorted for a 10 injector setup which was developed for a touring car team in Belgium.
Also have sourced some cam blanks for some wild profile cams too.
Cheers
Austen
I will use the 83mm block and bore it to 84mm as I have two of these in my garage awaiting attention.
Problem is do I use the 77mm stroke crank and go for a high reving (9500rpm) engine?
Or do I use the 90mm stroke and go for a more torquey engine that may produce more power?
The BTCC Volvos produced over 300bhp out of the 2 litre 5 cylinder using a 83mm bore and 73mm stroke
The good thing about the 77mm stroke route is the extra revs and the good rod length of 152mm giving a rod ratio of 2
It will give a capacity of just over 2.1
The bad thing about the 90mm stroke is the lower rev limit and the rod length of 140mm which gives a bad rod ratio of 1.5
What do you guys suggest I should do?
Head will be reworked using larger valves with smaller stems, hydraulic tappets will be replaced for solids and I already have the throttle bodies and manifold sorted for a 10 injector setup which was developed for a touring car team in Belgium.
Also have sourced some cam blanks for some wild profile cams too.
Cheers
Austen
Last edited by AustenW; 20-09-2010 at 12:36 PM.
#4
I've found that life I needed.. It's HERE!!
Join Date: Jul 2003
Location: North West
Posts: 1,190
Likes: 0
Received 0 Likes
on
0 Posts
Im a Master Tech at Volvo but what your doing doesnt really crop up in my day to day job!!
If you need any info on the engine like torque settings, assembly instructions I may be able to help as I have rebuilt a fair few in my time.
If you need any info on the engine like torque settings, assembly instructions I may be able to help as I have rebuilt a fair few in my time.
#6
Advanced PassionFord User
Thread Starter
Originally Posted by Moonie
Im a Master Tech at Volvo but what your doing doesnt really crop up in my day to day job!!
If you need any info on the engine like torque settings, assembly instructions I may be able to help as I have rebuilt a fair few in my time.
If you need any info on the engine like torque settings, assembly instructions I may be able to help as I have rebuilt a fair few in my time.
#7
I've found that life I needed.. It's HERE!!
Join Date: Jul 2003
Location: North West
Posts: 1,190
Likes: 0
Received 0 Likes
on
0 Posts
To be honest there pretty reliable and well designed/built. The weak point is the connecting rods and I have rebuilt a couple that have slightly bent rods due to increased boost (been chipped). When this happens the small end catches on the crank web resulting in a bottom end knock.
Rear main failures were fairly common on the early engines but we dont get too many failing now.
Thermostats can sometimes stick and cause overheating and if not noticed in time will lead to head gasket failure.
Very rarely the aluminium castings can go pourus and lead to an oil leak.
Rear main failures were fairly common on the early engines but we dont get too many failing now.
Thermostats can sometimes stick and cause overheating and if not noticed in time will lead to head gasket failure.
Very rarely the aluminium castings can go pourus and lead to an oil leak.
Trending Topics
#8
Advanced PassionFord User
Thread Starter
Got a few bits for this engine already
Managed to get a lightweight steel flywheel made for a 7.25" clutch
Also managed to get hold of a throttle body injection manifold system too
Looking at getting a Pace dry sump system,
If I can get around 5 people interested they will do all the castings etc for the volvo 5 cylinder engine as in the Focus ST225
Managed to get a lightweight steel flywheel made for a 7.25" clutch
Also managed to get hold of a throttle body injection manifold system too
Looking at getting a Pace dry sump system,
If I can get around 5 people interested they will do all the castings etc for the volvo 5 cylinder engine as in the Focus ST225
Last edited by AustenW; 05-10-2008 at 06:38 PM.
#9
Advanced PassionFord User
Thread Starter
Details of the engine spec are:
S60 base engine
35mm inlet valve 6mm stem
31mm exhaust valve 6mm stem
double valve springs
titanium retainers
32mm solid buckets
Cat cams 310 deg inlet 13.5mm lift
Cat Cams 300 deg exh 13 mm lift
Larger seats
Extensive head porting to suit
13:1 high compression pistons made to my spec from CP 83mm bore
2.0l 77mm steel crank
152mm h section rods,, give rod ratio of almost 2:1
3 stage Dry Sump system
Using Jenvey inlet system, inc Individual throttle bodies
KMS Management system
The engine will be a 2.1L screamer
S60 base engine
35mm inlet valve 6mm stem
31mm exhaust valve 6mm stem
double valve springs
titanium retainers
32mm solid buckets
Cat cams 310 deg inlet 13.5mm lift
Cat Cams 300 deg exh 13 mm lift
Larger seats
Extensive head porting to suit
13:1 high compression pistons made to my spec from CP 83mm bore
2.0l 77mm steel crank
152mm h section rods,, give rod ratio of almost 2:1
3 stage Dry Sump system
Using Jenvey inlet system, inc Individual throttle bodies
KMS Management system
The engine will be a 2.1L screamer
Last edited by AustenW; 04-06-2010 at 09:53 AM.
#10
PassionFord Post Whore!!
Join Date: Sep 2003
Location: Macclesfield - you'll never leave....!
Posts: 4,519
Likes: 0
Received 1 Like
on
1 Post
the guy you need to speak to is Don off teh focus st oc site, Don Kalmar Union - he is very keyed up on these engines... http://www.kalmar-union.com/
#13
Advanced PassionFord User
Thread Starter
Here are some pics of the sump pan before welding
I had spare made just incase, if interested in it PM me
The base plate is 3/4 inch 6082 alloy to keep the rigidity of the block
The channel and bottom are 1/4 inch 6082
The Oil take off's are screened fittings made by Pace Products in the UK.
Hope you like?
I had spare made just incase, if interested in it PM me
The base plate is 3/4 inch 6082 alloy to keep the rigidity of the block
The channel and bottom are 1/4 inch 6082
The Oil take off's are screened fittings made by Pace Products in the UK.
Hope you like?
Last edited by AustenW; 05-10-2010 at 10:43 AM.
#14
*** Sierra RS Custard ***
iTrader: (3)
77mm and 9500rpm isnt particuarly working hard so im sure that would be good but I would be inclined to go for the 90mm stroke and still go to 8500rpm though
Loads of XE engines out there at 86mm making monster power at way beyond 9000rpm, so 8500rpm on a 90mm doesnt seem a big ask at all.
Depends on how bad those rod angles end up though of course!
Can you not gain a few more mm for longer rods by moving the pin up in the piston, espicially if you are going high comp which you obviously will be?
Loads of XE engines out there at 86mm making monster power at way beyond 9000rpm, so 8500rpm on a 90mm doesnt seem a big ask at all.
Depends on how bad those rod angles end up though of course!
Can you not gain a few more mm for longer rods by moving the pin up in the piston, espicially if you are going high comp which you obviously will be?
#16
*** Sierra RS Custard ***
iTrader: (3)
So the 140 and 90 is coming out at 1.55
Can see why that would bother you!
And to get it back to nearer to a ratio of 2, is going to need the pin moving up 40mm, so blatantly not going to happen!
I think you have answered your own question then mate, on rod ratio alone it looks like it needs to be the 77mm crank!
Can see why that would bother you!
And to get it back to nearer to a ratio of 2, is going to need the pin moving up 40mm, so blatantly not going to happen!
I think you have answered your own question then mate, on rod ratio alone it looks like it needs to be the 77mm crank!
Last edited by Chip; 08-10-2009 at 12:46 PM.
#17
Advanced PassionFord User
Thread Starter
I decided to keep it 2.1 with a 77mm stroke as I spoke to a few guys who seriously race westfields and the concensious was that the 2.0L will be more controlable and faster on track, more revs and less torque are better in these type of cars, esp mid corner
Managed to get the head flow tested as well
Managed to get the head flow tested as well
Last edited by AustenW; 08-09-2010 at 01:37 PM.
#18
Advanced PassionFord User
Thread Starter
After over a year of waiting I finally got my head and cams back from QEP / Cat Cams
Just need to get some pistons made and I can start bolting the engine together.
Need to redress the inlet valve seat area and skim the head also
Just need to get some pistons made and I can start bolting the engine together.
Need to redress the inlet valve seat area and skim the head also
#22
Advanced PassionFord User
Thread Starter
Just getting the head ceramic coated on the inlet and exhaust ports and combustion chamber.
Once that is back its going to JWT @ Stanwood Engineering for a dummy build to make up some dummy pistons with the right height and valve cutouts so the pistons can be ordered from CP in the USA
Using the old pistons as a template, building them up with chemical metal then machining them to suit.
Once completed then sending them as a template for CP to copy
Once that is back its going to JWT @ Stanwood Engineering for a dummy build to make up some dummy pistons with the right height and valve cutouts so the pistons can be ordered from CP in the USA
Using the old pistons as a template, building them up with chemical metal then machining them to suit.
Once completed then sending them as a template for CP to copy
#25
Advanced PassionFord User
Thread Starter
#28
Advanced PassionFord User
Thread Starter
Here are some pics of the sump all welded up top and bottom
The screened scavenge takeoffs are designed and manufactured by Pace Products in the UK who make alot of dry sump systems so they are a proven design
Note the main bolt reliefs machined into the base
The screened scavenge takeoffs are designed and manufactured by Pace Products in the UK who make alot of dry sump systems so they are a proven design
Note the main bolt reliefs machined into the base
Last edited by AustenW; 09-09-2010 at 02:24 PM.
#30
Advanced PassionFord User
Thread Starter
It should sound like this
This is capped at 8500rpm due to regs
Mine should hit 9500rpm plus
http://www.youtube.com/watch?v=zvcv3gtYFp4
This is capped at 8500rpm due to regs
Mine should hit 9500rpm plus
http://www.youtube.com/watch?v=zvcv3gtYFp4
#32
Dreamer
Join Date: Feb 2010
Location: Dorking, Surrey
Posts: 1,613
Likes: 0
Received 0 Likes
on
0 Posts
the volvo cars in the WTCC are all atmo 5 cylinders.
there destroked to 2 litres, run a single throttle-body and a beutifull 5-1 exhaust manifold
they sound like formula 1 cars on the back strait at brands hatch lol
there destroked to 2 litres, run a single throttle-body and a beutifull 5-1 exhaust manifold
they sound like formula 1 cars on the back strait at brands hatch lol
#36
Advanced PassionFord User
Thread Starter
I've managed to get hold of the cam belt idler pully as pictured below
I managed to get one from one of the touring car race teams in Sweden
I managed to get one from one of the touring car race teams in Sweden