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Discussion Starter · #1 ·
We are about a week away from releasing our 3" catback system. It will be full mandrel bent, dual tip (15% larger than stock), front resonator with rear muffler. Both are straight through, polished.

Our goal will be to keep the cost significantly less than any system out there, while proving the same if not better quality.
Also, in order to effectively make a 3" system, the front half must be tapered correctly to mate with the OEM downpipe.

Our biggest restriction is the OEM downpipe. It's incredible tight coming off the cat and a huge restriction. Our stage II system will include a full exhaust with a 200cell high flow cat.

Each part will be dyno'd on our dynojet.
 

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Excellent news Joe. My goal is the full system so I will watch for news on that.
 

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Joe you are making my budget committee happy :) as long as they don't sell my car parts for what i say they cost I'll be fine LOL
 

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Ok so maybe Joe can answer this: light weight matters. A friend had a titanium exhaust on his C5 'Vette. Crazy light. Is it just not financially reasonable to make systems like that for cars like the FiST?
 

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interesting. I still believe the true restrictions/limitations are in the turbo itself (after the turbo-back issues are resolved). you will get some improvement i think but a slightly bigger turbo is where the true improvements will come. This is the single most interesting mod i am wanting for someone to resolve.
 

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Discussion Starter · #7 ·
With this 2JR exhaust, including our downpipe, I expect to see over 250whp (intake and a tune). That poor little turbo has such a tiny downpipe to exhale through.
 

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while you are at it... take one of these and fit it to your Fist..

the tiny borgWarner kp39 is used (vwtdi)...and is often replaced with the unit below or the vnt-17. I suspect either one of these would provide a more tuning potential without going crazy with a large turbo.

here's a garret vnt-17 with a compressor from a vnt-20 supposedly produces quicker spool than a straight vnt-17

post this before from a vw forum:

BorgWarner kp39 and some bv39 are prone to fail due to construction flaws.

On engines equipped with these turbos I wouldn't even consider a standard stage 1 tune.

If tuned they turn into a ticking time bomb, they are one of the most common failed units I get from customers in my workshop, and most of my customers drive completely stock cars, no tune or something like that.

Those turbos are made for quick spool, lightweight and therefore weak rotating assembly with super thin shaft, small bearings axial and radial, undersized in every point of view plus an fail constructed compressor wheel, weakened exactly at the point of highest load/centrifugal forces. ( see picture of JFettig, that's an typical failure - compressor wheel burst.. )

Tune them, use the extra power - wait for boooom. It's just a matter of time....

For some application there is even an OEM Garrett replacement available since the failing of the BorgWarner units is a well known and common issue.
 

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With this 2JR exhaust, including our downpipe, I expect to see over 250whp (intake and a tune). That poor little turbo has such a tiny downpipe to exhale through.
That seems overly optimistic given what we've seen with the bigger focus engine and turbo. I'd be more than happy to be proven wrong though :D the Fiesta would be pretty darn quick with that much power.
 

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Discussion Starter · #13 ·
It just depends on how long and high our stock turbo can spin with a free flowing exhaust and downpipe. It is optimistic, but our cars already put down 250wtq. With proper cam phasing and boost control its possible.

Here is a motor we tuned with .9 more liters, and only 10psi using cam phasing and opening up the exhaust. Its not apples to apples but it gives you an idea whats possible with a proper tune and supporting parts.

2jrtune.jpg
 

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while you are at it... take one of these and fit it to your Fist..

the tiny borgWarner kp39 is used (vwtdi)...and is often replaced with the unit below or the vnt-17. I suspect either one of these would provide a more tuning potential without going crazy with a large turbo.

here's a garret vnt-17 with a compressor from a vnt-20 supposedly produces quicker spool than a straight vnt-17

post this before from a vw forum:



[/quote
That's a variable nozzle turbo, also called variable geometry, variable vane. No wastegate. The actuator you can see varies the pitch of a set of vanes that control the angle exhaust gas hits the turbine . Google will give a better explanation. Very common on diesel engines, big and small capacity. Can have reliability problems where the vanes seize and are expensive because of the extra complexity.
Not suitable for a gasoline engines because of the significantly higher exhaust temps although I know Porsche do use a pair on the 911, 3.8 flat six especially developed in conjunction with Borg Warner from memory. Think space age materials.
 

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Discussion Starter · #15 · (Edited)
We are just about done with the sets, should have them finished on Weds.

COST WILL BE $599 for a 3", but we will be offering up the first batch for $529, 3" Pics to come shortly.

Includes front resonator, mandrel piping, rear magnaflow with true dual tips, welded on.
 

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Ok so maybe Joe can answer this: light weight matters. A friend had a titanium exhaust on his C5 'Vette. Crazy light. Is it just not financially reasonable to make systems like that for cars like the FiST?
I had a Ti exhaust system on my '04 Lingenfelter Z06. It was also around $1,500.00 :p Personally, I think it would be too cost prohibitive to make and sell for the Fiesta ST. :meh:
 

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Discussion Starter · #20 ·
We can make then in both stainless or aluminized. The latter is your best option for cost savings. Here are the pictures and its up on the site. We have 3 available now at this price.
 
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