I do not, however i let my friend who does borrow the car for work because his Starion was having electrical issues.
Finally finished the lift after 2 days, should of taken like 3 hours max but ran into many issues Before and after Its so pretty
Hi. I had a problem in my car. I have an 1992 renault clio 1.2 and my brother was driving and the throttle got jammed. I almost urinated myself bacause we clipped the mirror of a police car and he chased us. When the cop pulls along side, my brother tould him that the throttle was stuck and he didnt know what to do and the cop just said to hit the brakes and try to make the car stall on intentionally and we stopped the car. The cop was really nice to us and calmed us down. Only the mirror of the police car was damaged.
You'll get a kick out of the cast iron one I have now I'll do before and after shots. Why they would choke an otherwise great engine with this tiny 4 2 1 is beyond me. If I can afford a dyno tune in a few weeks I'll take video of that too. Im setting up the wide band to data log right to the ecu, so I'm hoping I can adjust the fuel map a little to compensate for going from super restrictive header thru clogged cat to race header with test pipe. Too afraid to advance any ignition timing but fuel Is easy I'm hoping. Note to manufacturers, send better manifolds.
The exhaust manifold on my Sunbird is the stuff nightmares are made of. The exhaust manifold, singular. It's a log, with the (not very big) pipe from the front cylinder bank feeding right into the one for the rear cylinder bank. I would not be surprised if a good pair of headers, with no other modifications, instantly added 25-30 horsepower to this car.
25-30, doubtful, but exhaust can bring out 5-10 or so at the wheel in a 1.6L focus (american engine options were not same as british, you didnt get 1.6's, dyno backed, the stock exhaust isnt as bad as yours but its not good. The stock intake is the worst though, the focus was designed around the 1.8/2.0 Zetec-R engines which in the transverse setup used in a focus features an airbox (with factory cold ram air intake) on the right hand side of the engine bay (viewing from front) which then has a pipe coming out the back, curving left into the rear side of the engine which is the intake side, the exhaust is then from the front of the engine and curves underneath the car to head rearwards and out the bumper. The 1.6L however. While badged as a zetec engine, its a Zetec-SE and shares a whopping 0 parts with the Zetec-R series. Its actually a totally different engine and the only common feature to it (besides some basic design points like being a 4 cylinder 16v DOHC petrol unit) is the bellhousing pattern allowing it to be mounted to the same gearbox options. The intake on this engine is on the front and the exhaust is on the back. So what did they do, replace the airbox? Nah, still got the same stock 1.8/2.0 airbox, pipe coming out the back, but with a pipe that twists all over the place before meeting my plastic intake manifold (think this is a puma one actually not focus but it looks identical). Exhaust wise, they've tried to squeeze it into a tiny space, and I dont know why, theres actually loads of space between rear of engine and firewall, loads, could probably have a custom manifold feeding into a twin scroll turbocharger behind the engine for crying out loud. Aftermarket 4-1 manifolds are available, though not 4-2-1 in this car unfortunately which is a shame. Intake wise only real option available is individual throttle bodies. The difference between the 1.6 Sigma in a focus and the 1.6 sigma in a caterham? A pair of manifolds and the ECU tune, compare 99hp/136hp. GG (though the caterham is definitely more aggressively tuned).
Very interesting. This is what's in the car now. Probably looks familiar. I totally believe that as well with the tune and manifolds as well. A lot if these cylinder heads will easily flow more than the stock breathing setup allows.
Interesting points, though you have to remember that my engine is almost twice the size of yours and is a much older design, so it probably puts out a lot more exhaust... when you combine that with the horrible exhaust manifold design, I still have to wonder if that might make headers worth more on my car than yours. Maybe 25 is a little optimistic, but eh. Come to think of it, the choked exhaust might partially explain the X-engine's complete inability to rev.
my limiter doesnt kick in til 6500 and theyre known to be able to do more. But you've gone past peak power at this point so would probably want some new camshafts --- Post updated --- As stocks go, that doesnt seem bad, 4-2, then 2-1, not too many tight bends and things or overly long and mismatched runners. Looks like they're fairly close to being equal length. Perhaps a tad small but then you dont want to open them up too far or that just promotes slow moving airflow which in turn actually causes immense back pressure and throttles you big
A B230s rev limit stock is 6k, but with the anemic M cam that all American N/A B230s came with the power drops off after like 3500. It's pretty bad. My turbo kit is coming with the T cam and I can't wait. I'll have to shim the head though because it's a direct acting cam design and shit.
Your right it totally could be worse but a lot of Integra type r's came with tubular 4 to 1 headers. When you combine a short stroke and one of the best flowing heads ever designed with a manifold like that your leaving SO much on the table. A manifold would help you but the cylinder heads probably won't flow much more anyway on your engine. If you had the heads ported and replaced the cams and valve train you'd pick up 100hp easy. Just enjoy the 60 pounds of torque you have over us 1.6 liter guys.
4-2-1 is generally superior extraction over a plain 4-1 header though. If the 4-1 is doing better, probably is just a case of the stock 4-2-1 being too restrictive in size.
421 usually yields better midrange in our cars at least, and the 4 to 1 makes the best peak which is what I'm concerned about. The tubular design should flow wayyy better than that rusty cast piece of garbage. If I'm making 185bhp now, I should easily see 185whp if I can afford dyno time. If I had some aftermarket cams I'd see 200 whp all day but I'm just getting it tuned and than doing a turbo setup on the side. NA horsepower costs too much and the car is a blast to drive as it is. Also the collector on the stock manifold is like 1 and 7/8th inches and my exhaust is 2.5 all the way back like the header I bought so that should make a difference up top.
