Ecoboost track "functional" parts thread.

[EcoSnake]

Any new stuff released yet?

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[Impulsed7]

AP racing is going to have two piece brake rotors for the stock size for $1200, ~20 less lbs of unsprung weight.
Also, I am working with Apex Wheels to get some EC-7's in 18" sizes for track use. Will update you on fitments when I can.

 

[soon2be]

AP racing is going to have two piece brake rotors for the stock size for $1200, ~20 less lbs of unsprung weight.
Also, I am working with Apex Wheels to get some EC-7's in 18" sizes for track use. Will update you on fitments when I can.

Using stock PP pads & calipers?

 

[dragonacc]

AP racing is going to have two piece brake rotors for the stock size for $1200, ~20 less lbs of unsprung weight.
Also, I am working with Apex Wheels to get some EC-7's in 18" sizes for track use. Will update you on fitments when I can.

Just checked out those wheels. Looks like a pretty good price. I see they already make 18x10 +43. Hopefully they'll make the same size but +40. I know those should fit the s550 well.

 

[soon2be]

For the Ecoboost you will need springs made just for the Ecoboost. The weight over the front axle is less than the v6/v8. I went with the Eibach sportlines and absolutely love the handling now. it corners much better than I expected. But it's a even drop 1" front and back. On the v6/v8 it lowers the front more than the rear.

I could be wrong but isnt the v6 just a few more lbs more that ecoboost? Also, didnt someone post a pic of a v6 or ecoboost on a weight station?

I could be wrong....

:cheers:

 

[Impulsed7]

The eibach springs are all designed for the V8, much heavier than either the six or the 4.

And yes, the rotors should be for the stock front PP "brembo" caliper setup.

I've run those wheels on many BMW race cars, and have never been disappointed

 

[limequat]

I could be wrong but isnt the v6 just a few more lbs more that ecoboost? Also, didnt someone post a pic of a v6 or ecoboost on a weight station?

I could be wrong....

:cheers:

You are correct. In fact with the manual trans, the ecoboost is heavier!

 

[EcoSnake]

You are correct. In fact with the manual trans, the ecoboost is heavier!

Both had the same trim level and accessories besides the manual?

 

[Impulsed7]

You are correct. In fact with the manual trans, the ecoboost is heavier!

I'm still trying to figure that one out. But, going to a 13-15lb billet steel flywheel and lighter stronger clutch should help make up for that ~20lb difference. Ultralight flywheels aren't so good to turbo motors, but the stock one is outrageously heavy.

Edit: This is by far the thread I hope to find most useful on this entire forum. Well, maybe besides the one that offers all the exhaust sounds.

 

[Herr_Poopschitz]

Ultralight flywheels aren't so good to turbo motors

What's turbo got to do w/ it?

 

[dragonacc]

What's turbo got to do w/ it?

I did a quick google search because I was curious as well. From what I gather a heavier flywheel puts more load on the engine, and more load on the engine decreases spool time.

Seems you want lighter to increase engine response but not too light because you'll decrease turbo response.

 

[Herr_Poopschitz]

I did a quick google search because I was curious as well. From what I gather a heavier flywheel puts more load on the engine, and more load on the engine decreases spool time.

Seems you want lighter to increase engine response but not too light because you'll decrease turbo response.

Good call. Read up on the issue a bit. Would like to see data to substantiate a turbo acts noticeably different. I'm skeptical.

 

[Trackaholic]

Good call. Read up on the issue a bit. Would like to see data to substantiate a turbo acts noticeably different. I'm skeptical.

Don't know for sure, but with more torque and fewer power strokes per engine revolution, a turbo four compareed to a N/A V6 is likely to have greater torsional vibration of the crankshaft. Therefore the heavier flywheel would help offset/absorb some of that.

Maybe that's the logic. It would then make sense that any low cylinder, high torque engine would have this issue, and since turbos make tons of torque, they'd typically be worse than a N/A engine of similar power (which would be lower torque, and higher RPM).

That's my guess.

-T

 

[Impulsed7]

I've seen a few on Bimmerforums (probably one of the best turbo forums out there), but most notably an import magazine tuned up a 996 turbo a few years back. Dyno'd with lots of datalogging before and after installing a full lightweight aluminum flywheel and triple disc clutch, and a full lightweight rotor and wheel setup.
The car was faster, but the power measured off the dyno was less. They then decided to do the same mods to an NA 911 (don't remember if it was a Carrera or gt3), which gained power on the dyno.
Then they did a billet steel flywheel that weighed around 15lbs and the turbo picked up some boost, earlier spool, and power on the dyno, and was about the same quickness on the street.
Also on a few of my own cars, I've had, I liked the steel on the turbo car, and a super lightweight one on my NA race car.

 

[Vinny@JLTPerformance]

Figured I'd post up the track parts we just released. Our brake cooling kit.

Don't want to flood this thread, but if you want to read more check it out here.

http://www.mustang6g.com/forums/showthread.php?t=16947

Also as someone who has some pretty significant road course/race experience, to make any turbo car survive on track for a length of time you can't do enough cooling mods.

Intercooler upgrade is a must, would also look into an aftermarket radiator. I would imagine Mishimoto will come out with something soon enough as they are supporting this platform. I also would recommend having a tune just for the track with reasonable boost levels. For guys who run in any kind of hotter climates I'd recommend mixing some 100 octane fuel at the bare minimum.

There is nothing harder on a vehicle then a 30 minute sessions of thrashing. Turbo car's are a completely different animal out there.

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