We are quite excited about the completion of our final prototype intake for the Ford Fiesta ST (FIST)! After months of development, testing, and design work, we are ready to present our final creation. First we will go through each component and cover important details regarding their features.
Silicone Turbo Inlet Hose
Starting at the turbocharger compressor inlet, we have our silicone inlet hose. This piece was constructed specifically for this kit and is extremely robust.
Five layers of silicone comprise this hose, along with embedded fibers and steel wire for added rigidity. This hose must withstand the suction created by the turbocharger, which is why additional materials are embedded for added strength.
Along with suction, this hose will also see relatively high temperatures. Silicone in this five-ply formula will have no issues providing years of reliable performance.
Aluminum Intake Pipe
Next along the air intake route is our aluminum piping.
This pipe features smooth mandrel bends to route intake air from the airbox to the turbo inlet hose. Distinguishable features include the MAF (mass airflow) housing, two CCV (crankcase control valve) line ports, and a mounting bracket.
Each of these components assists in making our end product a full bolt-on intake solution.
Airbox and Filter
One of the most interesting components in this kit is the airbox. This portion of the system directs airflow from the stock front scoop to the air filter contained within the box.
This image shows the intake’s pipe entry point as well as the portion of the box that attaches to the stock air scoop. This airbox was shaped specifically to fit within the constraints of the very confined FIST engine bay. The top of this airbox features rivet nuts to attach the lid.
Looking at the base of the airbox reveals our two mounting pegs. These are designed to emulate the stock airbox mounting pegs, and they should drop into place perfectly.
Check out a look at the box with the lid installed!
This kit will utilize our oiled air filter, which provides impressive filter surface area yet still manages to fit within the confines of this tiny engine bay.
Our filters are completely serviceable, meaning they can be cleaned and re-oiled for a lifetime of repeated use.
Coming Up – Installed Images
We have one final test fit to conduct before starting the manufacturing of our first batch of intake kits. Once this prototype is installed, we will snap a few pictures and post them for your enjoyment.
We are nearing the completion of this project. Our engineering team is ready for dyno testing that will verify any power gains made with our larger-diameter intercooler piping. Exactly how much larger is the piping we designed?
The Mishimoto hot-side design provided the greater increase in volume between the two, coming in at a 51% increase over the stock pipe.
We did not have quite as much room to grow on the cold-side, but we still managed an increase of 22% in internal volume over the stock pipe.
Along with the volume increase, our piping features smooth mandrel bends with minimal interruptions caused by additional connection points or changes in inner pipe diameter.
Power output data is frequently used for evaluation of a piping upgrade. We will be running tests with each pipe individually and then a final set of runs with both the cold-side and hot-side pipes installed.
To provide an accurate representation, each plot reflects an average of three runs for each setup. Our Fiesta ST is still on the stock tune, which will provide a nice baseline for our testing.
Let the pulls begin!
First, let’s take a look at the hot-side charge pipe results.
As you can see, just bolting up this charge pipe provided instantaneous power gains through the entire rpm band. Maximum gains recorded were 4 whp and 5 wtq. We are averaging gains of 3.25 whp and 2 wtq from 3,500 rpm through redline.
Next up, a look at our plot for the cold-side charge pipe test.
The cold side of the CAC (charge air cooler) system produced the biggest gains, with maximum output gains of 7 whp and 8 wtq. Average gains measured 5 whp and 5 wtq from 3,500 rpm through 6,100 rpm. Very impressive results for such an easy-to-install component.
Once each pipe was individually tested, we bolted on the full kit and completed the test once again. Interestingly, results were nearly identical to our second set of test data obtained with just the cold-side pipe installed. Our assumption is that we’ve reached maximum efficiency in airflow through the piping system in relation to the stock tune. Further gains would most likely be possible with higher boost levels and additional tuning.
Coming Up – Discounted Pre-Sale
With positive results in our pockets, we are ready to begin constructing our first batch of kits. We will make slight tweaks to the bracketing for the cold-side pipe, but otherwise the design of this prototype will be reflected in our final product.
We will be launching a discounted pre-sale for individual hot-side and cold-side pipes as well as the full kits. Updates on that coming soon!
Keep an eye on our blog for additional updates on upcoming Fiesta ST performance parts.
We’re back with another update! Our team has been busy constructing our functional Ford Fiesta ST (FIST) intercooler prototypes, putting a lot of work into the R&D design stages, and now we get to see if it pay off. Enough of the wait, lets jump right into some images of our five prototype coolers.
You might need a few seconds to let your heart rate recover!
We have quite a bit going on in these images. As you can see, there are three different color options. Each finish is powder-coated, and we intend to offer black, silver, and gold coolers for those looking to add some bold styling.
In addition to the various colors, we have three different cores among these five prototypes: one tube-and-fin core and two different bar-and-plate cores. Our goal here is to evaluate the differences in pressure, temperature, and power output between our prototype cores and the stock cooler. Take a look at this image showing the two different core styles.
The silver cooler has a bar-and-plate core that can be identified by the flat bars running horizontally from one side of the cooler to the other. The gold cooler has a tube-and-fin core that our team designed. This type of cooler uses tubes instead of bars; the tubes are identified by their rounded edges.
So you may be thinking, why try both cores? We want to provide you guys with the best cooler possible, and both these cores offer different advantages and disadvantages.
As with most stock intercoolers, the FIST comes with a tube-and-fin style cooler. Our design differs slightly by modifying the internal and external fins to promote greater heat transfer. We’ve also increased core thickness, which should aid in efficiency.
Let’s take a look at the pros and cons of the tube-and-fin core type.
Greater airflow through the core exterior
Reduced resistance to damage
Typically less heat transfer than a bar-and-plate core
Normally our direct-fit intercooler kits contain bar-and-plate coolers. So why are we changing our protocol here? Two reasons: weight and airflow. We know from experience that the FIST has issues keeping coolant temperatures stable while on the track, and vehicle owners are desperate for a solution. A bar-and-plate cooler in the front of the radiator will further block airflow to the radiator, but a free-flowing tube-and-fin unit helps with airflow, especially in a vehicle where this airflow is so important.
We also want to address weight with our design. A bar-and-plate cooler of comparable size is around three times the weight of the tube-and-fin. The FIST is a hot-hatch that is intended to be small and nimble. We need to be careful with how much weight is added to the car so we do not disrupt the balance.
We will explore all these issues with more testing! If we can produce efficient temperature drops with our tube-and-fin core design, it might be the way to go.
Following our traditional line of intercoolers, we also designed a couple bar-and-plate coolers.
As with the tube-style cooler, this design offers a few advantages and disadvantages.
Increased cooling efficiency
Better resistance to physical damage
Larger internal volume within the same exterior footprint
Limits airflow speed through the core exterior
The key benefit with this design is efficiency. The primary goal of any heat exchanger is to reduce temperatures, and we want to ensure that our team designs a product that excels in that task.
As noted, we have worked up two different prototype bar-and-plate coolers. After some heat-transfer calculations and using our experience from previous projects, we designed two cores differing in bar height and fin size. The changes here will have an impact on flow through the internal core passage and external heat-transfer points. We should see differences in both pressure and temperature during our tests of these two cores.
One of the distinguishing features of all the intercooler prototypes is our cast aluminum end tank. This portion of the design is extremely important.
Casting the tanks allows us to achieve a few things. First, it provides a very strong end that will support high boost levels. In addition, there are far fewer failure points, as the tank is essentially one piece that is welded to the core.
On top of these two benefits, casting our tanks allows us to design the internal shape and size to produce optimal airflow with as little restriction as possible. We can also shape the tank so that air is spread throughout the core instead of passing through only a portion of it. This effect is even more valuable in taller intercoolers, but it applies to our FIST unit as well.
Below is a look at our two different gold prototype cores and the stock cooler.
Core thickness is often discussed relative to horsepower support. Although it does play a role, other factors such as core surface area and fin composition will also make a big impact. We snapped a few shots showing the increases in size each cooler provides.
The stock cooler measures right around 2” in thickness. Not the thinnest cooler we’ve seen, but it can certainly be improved.
Our tube-and-fin design adds 0.5” of thickness compared to the stock cooler. This, combined with an altered fin design, will produce some nice improvements in intake manifold temperatures.
The bar-and-plate prototypes we designed come in at just under 3” in thickness, providing even greater volume.
Coming Up – Testing
We’ve got a lot of fun work ahead! Next time we will be testing the stock intercooler against all three of our different prototype coolers. Keep an eye out for upcoming dyno videos and plots showing our results.
Also, be sure to check our blog for additional updates on upcoming Fiesta ST performance parts.
At Mishimoto, our job is to bring you more than just exceptional cooling products. Another product category that we offer is exhausts, and what better car for an exhaust project than the fantastic-sounding Mustang GT!
The stock system on the Mustang GT sounds pretty darn good as is, but after inspection we found some ways that we could improve on the stock design. If you aren’t familiar, here are some photos of the stock Mustang GT exhaust.
The stock exhaust manifolds exit into two catalytic converters, one of which is integrated into the exhaust manifold itself. Is this Ford’s way of deterring the installation of aftermarket headers? The world may never know. The exhaust is 2.25” in diameter from the exhaust manifolds all the way through the resonator that you see in the photos. After the resonator the diameter of the exhaust jumps back up to 2.5”. The pipes then snake past the rear differential into two mufflers at the rear with a single tip exiting from each muffler.
Plan of Attack
After spending some time underneath the brand-new GT, we decided that the large resonator in the center of the exhaust could use an immediate upgrade. Some owners have reported that they saved 20 to 30 pounds by replacing this big hunk of metal with an X or H-pipe resonator. We wanted to test these designs for ourselves. We plan to create one H-pipe design as well as test several X-pipe designs, comparing them with the stock exhaust. In addition, we have decided to design our own version of the axel-back exhaust to pair with our resonator.
In designing our X- and H-pipe resonators for the Mustang GT, we will be using an entirely new design process that utilizes our Waterjet. Check back for updates on the creation of these resonators!