Ford Focus ST Forum banner

1 - 5 of 5 Posts

·
Registered
Joined
·
158 Posts
Discussion Starter #1
Research and Development (R&D) provides us with the necessary information needed to create the highest quality parts and calibrations for your vehicles. One of the many things we do during the R&D process is sample and analyze various temperature data. Today, we would like to present you with our Catalyst Temperature R&D findings. Engine safety is our number one priority during calibration and relying on inferred temperatures from a computer model may not always prove the safest option. Here’s an example of how we conducted testing on this component!

We outfitted our R&D Focus ST with an Innovate Motorsports TC-4 to collect accurate temperature data. An EGT probe was placed immediately after the turbo v-band just before the catalyst material. Another EGT probe was placed immediately after the catalyst, near the rear oxygen sensor. With these probes in place we are able to see exactly how much heat the catalyst is subjected to, as well as the absorption of heat into the catalyst elements.

Pre-Catalyst EGT Probe


Post Catalyst EGT Probe


To ensure we obtained accurate performance data, we re-calibrated our dyno parasitics. This measurement varies by vehicle and is important to ensure the dyno can provide the appropriate amount of load based on the parasitic losses measured from the drivetrain and rollers. To perform this measurement, the vehicle must accelerate to 140mph and then coast down to 0mph in neutral. The test also provides a great opportunity to collect data and compare the inferred Catalyst Temperature monitor provided by the ECU to the temperatures provided by our EGT probes.

Accessport Parasitic Datalog


TC-4 Parasitic Datalog


The results of this comparison showed the ECU claiming a maximum of 1591F while the pre-catalyst probe measured a maximum of 1420F and the post catalyst probe at a maximum of 1243F. This means the catalyst materials absorbed 177F, making the mid-bed temperature roughly 1332F. So with this data we can gather the OEM catalyst model is grossly inaccurate, by 259F!

As a reference, the OEM calibration has a protection strategy in place for the catalyst which will inject additional fuel to aid in cooling when the catalyst breaches 1700F. It will cease this behavior once the mitigation process brings the temperature under 1650F. If we are to believe that 1650F is safe operating temperature based on the inferred Catalyst Temperature model, the corresponding actual probe measurement would be 1391F. Considering that most modern catalysts are designed to sustain over 1650F, this seems slightly conservative.

Now onto the real world testing, the results may surprise you! The ECU was reflashed to stock and the vehicle was driven on the dyno to allow the Octane Adjust Ratio to reach -1.0. This allows for maximum ignition timing corrections to simulate the most aggressive performance conditions. We then performed 3 4th gear power tests from 1500-6500, sampling torque and horsepower from 2000-6500. After recording this data, we reflashed the vehicle to the COBB Stage1 93 performance calibration and performed the exact same 3 power tests.

See below for some visual comparisons of the data we collected.





As you can see, we follow nearly the same curve as a stock calibration when using the Catalyst Temperature model available from the ECU topping out near 1580F. However the probes show a slightly different story. The stock calibration hit a maximum pre-catalyst temperature of 1370F and a post catalyst temperature of 1149F, putting the midbed temperature at roughly 1260F. Our Stage1 93 calibration reached a maximum pre-catalyst temperature of 1345F and a post catalyst temperature of 1124F, putting the midbed temperature at roughly 1235F. Since there were slight variances of roughly 20-25F in the start of run temperatures, we can ultimately call these peak differences a wash.

What you can see from this data is that our temperatures ramp in slightly earlier but peak at roughly the same time while meeting the factory peak levels. This is in direct relation to the increase of power we unlock through the entire operating range. At a whopping peak to peak gain of 29.3% torque under the curve, this translates into safe and usable power with room to spare!



We operate at a high level of transparency here at COBB, it keeps us honest, empowers our customers, and educates the community. As such we’ve got all of the raw data from this testing and the images posted here are readily available for your viewing pleasure here: https://cobb.box.com/focusst-raw-egt-data

Cheers,
The COBB Ford Expert Group
 

·
Premium Member
Joined
·
1,368 Posts
After reading Ford's PR about catalyst temps and aftermarket tunes... I'm glad someone proved them wrong (for one company's tune, at least). Thanks for sharing and for the extra peace of mind!
 

·
Registered
Joined
·
1,533 Posts
From the first time I saw the FRPP post I thought it was fear mongering. They were trying to scare people into believing aftermarket companies would destroy their ST, especially since they would not name the tuning company that they did their tests against. I'm glad to see Cobb do this testing and prove catalyst temperatures with their tune are just as safe as stock. I've said it before and I'll say it again, thank you Cobb for continuing to provide improvements for our ST, and thank you for publishing the results of your testing.
 

·
Registered
Joined
·
1,242 Posts
Interesting...good to know that these fears they were trying to generate weren't accurate, in this case at least. Also, did I see something above about a v201 map release? :thumb:
 
1 - 5 of 5 Posts
Top