The Focus SHO engine requires an upgrade to Haltech E6K engine management from the Stage III Turbo's Alamo-reworked OE Focus engine management system with 02 simulator. The Haltech E6K incorporates special new firmware to interface to the stock Ford crank-position multi-toothed wheel and Hall-Effects pickup. Alamo's strategy is to install a Haltech E6K Engine Management System and piggyback it on the stock ECU, which continues to control basic functions unrelated to performance, such as A/C, idle, dash instruments, and the stock fuel pump (augmented at high-boost with a Kenne-Bell Boost-a-pump).

"The stock fuel supply limitations probably slowed this project more than any other single thing," says Yingling. "To properly convert to a traditional fuel rail with pressure regulator and fuel tank return loop, you need the European Ford ECU, the Euro fuel lines, the engine fuel rail, and the fuel tank from the European Focus. Alamo uses a Kenne-Bell Boost-a-Pump to jack-up the stock fuel pump's maximum fuel supply at high boost, which also easily provides fueling for a 40-shot fogger nitrous injection available for turbo spool-up purposes, when required on the Phase II Turbo Focus.

"The SHO turbo system is very responsive," says Yingling. "We installed the twin-bottle nitrous system prior to turbocharging the car, and it's currently less a performance necessity than an interesting conversation piece. At this point, the bottlenecks currently limiting Focus SHO power in the range 350-400 fwhp," says Yingling, "are the intake manifold, the 'potato-chip' throttlebody, maybe the cams, and the fuel system."

Alamo equipped the SHO Focus with a Quaife limited-slip differential to keep the engine from routinely boiling the tires in lower gears when you hammer the gas pedal. At the same time, Alamo disassembled the transmission gear stack to strengthen it cryogenically.

Dyno-tuning and Road-Testing the Alamo Focus SHO
Once Alamo had interfaced the Haltech E6K's wiring loom to the stock Focus electrical system and engine management sensors and actuators (including the cam trigger), the main challenge was to keep an eye on fuel supply while super-tuning the E6K on the Alamo Dynojet chassis dynamometer. The E6K is a programmable speed-density computer system that does not directly read Mass Air Flow from a hot-wire or film sensor, but instead determines ignition timing and fuel injection pulsewidth based on extensive internal tables of numbers that approximate the volumetric efficiency of the engine. These VE tables must be developed based on exhaustive dyno and/or road-test experimentation at all achievable combinations of speed and manifold pressure.

The process of scratch-building Haltech E6K ignition and fuel speed-density maps begins when you supply a set of engine parameters to Haltech's auto-mapping software. The Haltech builds "startup" maps based on mathematical models that predict engine fueling and ignition timing parameters based on the displacement, injector size, maximum turbo boost, and other factors. This "SWAG" (scientific wild-ass guess) map is typically quite good and is designed at the very least to enable the engine to start. At which point a tuner must laboriously manually optimize best torque (LBT) across a matrix of "breakpoints" of engine speed and manifold pressure on the dyno with a laptop interface program connected to the on-board computer and the help of a sensitive wide-band air-fuel ratio meter or gas analyzer. Following which, the tuner must then verify driveability on the street and track; once tuning is close, the car typically becomes the daily-driver for the chief tuner for a while, with a laptop riding shotgun for minor drivability adjustments, particularly during cold-start and warm-up cycles.

This sort of tuning is routine for dyno-shops like Alamo, but in the case of the Focus SHO, the main trick was to keep a close eye on fuel pressure to make sure that (with the help of a Boost-A-Pump when the turbo is working) the Focus' partially-disconnected stock computer was kept happy enough. It had to continue commanding a reasonable fuel supply from the variable voltage fuel pump under both naturally-aspirated and boost conditions without going into a coma or something while the E6K took over fueling and timing tasks.

What we want to know is, what can this bad boy do when you whip it good? To get some idea, look at the dyno chart. Moving 3,200 lbs worth of inertial dyno rollers, beginning in fourth gear at 15-20 mph and wide-open throttle, the car takes roughly 10 seconds to reach peak power near 75 mph. With the turbo working at full howl, the Focus SHO explodes from 4,000 to 7,000 rpm in fourth gear in four seconds. This "SHO" may be a "show" car, but it is capable of cleaning the clock of a Corvette Z06.

Name: Focus.301
Title: Alamo Focus SHO Turbo
Run Date and Time: 10/6/2001, 1:29:50 AM
Acceleration from 1500 to 7300RPM, interval = 100.00 RPM
Absolute barometric pressure: 29.61 in.Hg.
Vapor pressure: 0.26 in.Hg.
Intake air temperature: 55.8 F
Gear Ratio: 58.51 RPM/MPH
Correction Factor: 0.97 SAE

TIME RPM POWER TORQUE
0.00 1500 28.2 98.9
0.44 1600 30.9 101.4
0.87 1700 34.3 105.9
1.29 1800 37.4 109.1
1.69 1900 41.4 114.4
2.07 2000 44.8 117.6
2.44 2100 47.2 118.1
2.82 2200 49.7 118.7
3.20 2300 52.1 118.9
3.57 2400 54.9 120.1
3.94 2500 58.7 123.4
4.29 2600 63.3 127.9
4.63 2700 68.7 133.7
4.96 2800 74.0 138.8
5.27 2900 80.4 145.5
5.57 3000 88.0 154.0
5.85 3100 96.1 162.9
6.11 3200 105.8 173.7
6.36 3300 114.9 182.9
6.59 3400 128.0 197.7
6.81 3500 140.4 210.7
7.02 3600 148.3 216.4
7.22 3700 162.9 231.2
7.41 3800 174.7 241.5
7.58 3900 189.7 255.4
7.75 4000 202.2 265.5
7.92 4100 216.8 277.7
8.07 4200 237.4 296.8
8.22 4300 251.5 307.2
8.36 4400 262.3 313.1
8.50 4500 271.8 317.3
8.64 4600 280.8 320.6
8.78 4700 288.4 322.3
8.92 4800 293.9 321.5
9.06 4900 296.9 318.2
9.20 5000 301.4 316.6
9.34 5100 303.7 312.8
9.48 5200 308.8 311.8
9.62 5300 314.0 311.2
9.77 5400 317.9 309.2
9.91 5500 322.0 307.5
10.05 5600 330.2 309.7
10.20 5700 334.5 308.2
10.34 5800 341.1 308.9
10.49 5900 345.9 307.9
10.63 6000 348.0 304.7
10.78 6100 350.9 302.2
10.93 6200 355.7 301.3
11.08 6300 357.6 298.2
11.23 6400 358.6 294.3
11.38 6500 360.3 291.1
11.53 6600 365.4 290.8
11.69 6700 363.8 285.1
11.84 6800 365.8 282.4
12.00 6900 362.9 276.2
12.17 7000 367.7 274.5
12.33 7100 363.2 268.7
12.50 7200 363.7 268.2
12.67 7300 211.5 152.2
Column Max   367.7 322.3
Column Min   28.2 98.9
Column Average   217.5 235.1

Name: FOCUS.003
Title: baseline
Run Date and Time: 1/8/2000 10:12:00 AM
Acceleration from 2600 to 6800RPM, interval = 100.00RPMAbsolute barometric pressure: 29.61 in.Hg.
Vapor pressure: 0.17 in.Hg.
Intake air temperature: 50.6 F
Gear Ratio: 80.40 RPM/MPH
Correction Factor: 0.96 SAE

TIME RPM POWER TORQUE
0.00 2600 57.3 115.7
0.20 2700 59.2 115.1
0.40 2800 61.0 114.3
0.61 2900 62.1 112.4
0.82 3000 62.9 110.1
1.03 3100 64.0 108.3
1.25 3200 65.8 108.0
1.46 3300 67.5 107.5
1.68 3400 69.8 107.8
1.90 3500 73.0 109.6
2.11 3600 77.7 113.3
2.31 3700 81.3 115.4
2.51 3800 83.4 115.3
2.71 3900 84.9 114.3
2.92 4000 87.0 114.3
3.12 4100 90.0 115.3
3.32 4200 93.5 116.9
3.52 4300 96.7 118.2
3.72 4400 98.3 117.4
3.92 4500 100.0 116.7
4.32 4700 105.1 117.4
4.72 4900 108.3 116.1
4.92 5000 109.8 115.3
5.12 5100 110.1 113.4
5.33 5200 110.7 111.8
5.54 5300 111.1 110.1
5.76 5400 110.9 107.9
5.98 5500 110.3 105.3
6.20 5600 109.7 102.9
6.43 5700 108.1 99.6
6.67 5800 107.6 97.4
6.92 5900 106.2 94.5
7.17 6000 105.6 92.5
7.43 6100 104.8 90.2
7.69 6200 103.8 88.0
7.96 6300 102.2 85.2
8.24 6400 101.3 83.1
8.53 6500 99.0 80.0
8.84 6600 96.7 76.9
9.15 6700 94.7 74.3
9.48 6800 91.2 70.4
Column Max   111.1 118.2
Column Min   57.3 70.4
Column Average     91.9

The Alamo Autosports Focus SHO turbo system pulled a triple play on the Zetec four banger by tripling its output. The kit generates 254.4 hp, pushing output from a commuter friendly 111.1 to a Corvette killing 367.7 Torque peaks out at 322.3 lbs-ft.

SOURCE
AEM
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