The AEM system for the Focus...
The AEM system for the Focus mounted the filter down in the inner fenderwell (the bumper was removed in anticipation of the installation of a Roush turbo kit). This filter position provided a dedicated source for cold air.
In addition to the 2WD, AWD, and Load Control versions of the 224 and 424 chassis dynos, DynoJet also offers a pair of 248 models. The 248X is basically an upgraded version of the original 248C. The 248X is capable of running at 200 mph and supporting up to 2,000 wheel horsepower, making it perfect for serious race applications. The 248HW was designed specifically for testing vehicles with dual rear wheels and having axle weights up to 10,000 pounds. The 248HW is wider and offers an increased axle-weight limit compared to the standard 248X, making it highly suitable for testing the crazy turbo diesel trucks that have become so popular lately.
In addition to the many dyno configurations, DynoJet also offers tuning software packages, including SCT, EFILive, and DiabloSport. Combining the tuning software with the impressive chassis dynos make for the perfect combination. In addition to the tuning software, DynoJet has also teamed up with MSD, Nitrous Express, and K&N Performance Filters to produce a PERKS program for Dynojet owners. PERKS allows shop owners with DynoJets to maximize profits by purchasing direct from the manufacturers at a substantial discount. In looking at the current offerings, it looks like DynoJet is serious about staying on top of its game.
Inlet Air Temperature Vs....
Inlet Air Temperature Vs. Spark Advance-'01 Ford FocusHaving a motor lose as much as 14 hp is never a good thing, but it's especially disappointing when you only had 106 wheel horsepower to start with. Using the Datalink hardware from DynoJet, we were able to determine that the dramatic loss in power came from the drastic reduction in timing caused by the change in inlet air temp. The graph shows the ignition timing was down by as much as 7 degrees. The cause was the change in inlet air temperature of nearly 60 degrees (the values on the scale are doubled). Without a repeatable baseline number, how could we properly attribute the change in power once we installed the performance components?
Impressed by the new lineup of dynos and associated components, we took DynoJet up on its offer to test the new products. While we wished we had an old RS200 to run on one of the AWD dynos, or even an AWD Rally Focus, all we had at our disposal was an '01 ZX3. Sadly, the 2.0L Zetec motor currently residing in the engine bay was lacking any semblance of a power adder. Though fresh and new, the motor was disappoint-ingly stock, but fear not, as a Roush turbo kit is en route to change all that. Luckily for us, we didn't really need a high-horsepower car to demonstrate the merits of the new DynoJet offerings. In fact, the wimpy little Focus was the perfect candidate as we needed both precision and repeatability to ensure accurate power readings. When you go looking to make a 10-percent improvement in power on a 400hp motor, it equates to a gain of 40 hp. That same 10 percent change in power on a motor that only produces 100 hp equates to just 10 hp. If you hope to find changes of a few horsepower here and there from simple bolt-ons, you better have a motor (and dyno) that is dead-on repeatable or you're just spinning your wheels.
In the case of our '01 ZX3 Focus, we decided to test the merits of the dyno and new Datalink hardware by making a pair of minor changes. We added an AEM cold-air intake and a Focus Sport long-tube header and flexpipe. Obviously, cold air is always a good idea, so too is good-quality long-tube headers. As we mentioned, the minor mods applied to a more radical combination would yield decent power gains, but on our otherwise stock Zetec, we would be thrilled with a gain of 10 horsepower. Before testing, we established a baseline. The Datalink came immediately to the rescue by illustrating that the dramatic drop in power that occurred over three successive runs was the result of a change in ignition timing.
Further to the point, the offending ignition retard came from a huge change in inlet air temperature. The Datalink system provided the necessary information to allow us to solve an immediate problem. After the installation of the fresh-air tube portion of the stock air cleaner assembly, the motor became perfectly repeatable. We were then free to make the modifications. After installing the AEM intake and Focus Sport exhaust, the power numbers jumped from 106 hp to 118, a gain of 12 hp. Elsewhere on the curve, the gains were as high as 17 hp. The torque gains offered by the combination also exceeded 17 lb-ft., but the best part was learning for certain that the power came from the performance components and not changes in timing, air fuel, or temperature.
Stock vs. AEM Air Intake and...
Stock vs. AEM Air Intake and Focus Sport Header/FlexPipeAfter the installation of the AEM intake and Focus Sport long-tube header and flexpipe, the power output of the 2.0L Zetec increased from 106 hp to 118 hp, with gains elsewhere as high as 17 hp and 17 lb-ft of torque. Without the Datalink system to cure our repeatability problem, our change in peak-to-peak power of 12 hp may well have been a loss of 2 hp or a gain of 31, depending on the erratic timing supplied by the ECU. Performance enthusiasts should insist on viewing as much data as possible when having a car dyno tuned or having any performance component tested.
Focus Sport provided the long-tube...
Focus Sport provided the long-tube header and flexpipe for our test. Though applied to a near-stock application, the components offered impressive power gains.
With a repeatable stock Zetec...
With a repeatable stock Zetec motor, we were able to properly demonstrate the true worth of the air intake and header. The combination improved the power output of the Zetec motor from 106 hp to 118 hp. The power gains offered by the combo were as great as 17 hp and 17 lb-ft of torque, with gains occurring throughout the rev range.