OK...this is going to be a work in progress, so bear with me. It's pretty tough to remember and list every part in your car...even if you built it yourself like I did. I'm going to TRY and list as many details as I can and provide real links to as many of the actual parts as I can. If there are any items you want to know more about, just hit me up on the Contact page and I'll try and get you the info and/or get it up on here.
I'll have a "construction" gallery up with build pics soon...we just scanned a bunch, but they're not uploaded yet.
The Car:
2000 Ford Focus SE wagon. -- Originally, it was equipped with a 2.0L SOHC SPI motor and 4-speed auto transaxle. It was pretty much a brand-new, fully-loaded model. It's a "normal" car, with a VIN and everything (not a "body in white") It is able to be registered and driven on the street, but it's not really an option for me to do it here in California, because I wouldn't want to take a chance of getting it impounded by the cops for missing smog equipment. If I lived in Oklahoma or Texas, it would have plates and I'd be driving it every (nice) day.
Chassis Modifications:
The chassis is a pretty normal "back-half" setup with a 4-link rear suspension. The floor is cut out behind the front seats and the rear suspension features a heavy-duty "wishbone" locator and an anti-roll bar. The chassis work was split between Danny Huseman of Huseman Engineering (chassis modifications, roll cage and sheelmetal) and Nate Domries of NRC Engineering (rear housing, 4-link components, front suspension components). Danny's an offroad genius and Nate is a drag race prodigy...the car was built in two shops at once over a 60 day period of time and it all worked...LOL...truly a miracle.
The body has ALL the original sheetmetal and glass, full power windows, locks and rear latch, keyless entry, passive anti-theft (PATS), 6-disc CD changer, you name it...all lights, buzzers, functional stock dash...everything but wipers and AC. :) The cage and all the added structure is TIG-welded 4130 chromoly, .032 aluminum sheet or carbon fiber (4-link access cover and fuel hatch)
The Block:
This is essentially what the motor is. It has different rods, pistons, bore and stroke described below, but it's really very close to the "ST" Esslinger motor, mechanically-speaking. All aluminum Esslinger block with a one-piece main cap/girdle and "dry" Darton sleeves (Esslinger spec, of course)
3.810 bore flat-top CP pistons, Childs and Albert stainless "dykes" style upper rings, cast second and standard oil. The compression ratio is 12.8:1
3.789 stroke billet King's Crankshaft crank, heavily modified by Dan Esslinger, TRW/Clevite main bearings.
5.7" GRP aluminum rods. They're basically "off-the-shelf" Chevy small-block rods, only with the big end width set to Pinto width. Childs and Albert rod bearings (small chevy size).
4-stage Barnes dry-sump pump bolted to an Esslinger midget waterpump/accessory drive.
The Head:
Esslinger ARCA head, it actually uses an older midget-style casting with 5 cam towers, but it's machined to ARCA specs.
Esslinger 2232.5 billet roller solid-lifter camshaft with 2.0" Ti intake valves, Ti retainers and 7* keepers, 1.600 stainless exhaust valves, Esslinger profile tips, "moustraps" and HD roller springs (Midget spec).
The timing gears and belts are all midget-style wide-belt spec. They're not listed in the online catalog, but it's all Esslinger.
The headgasket is an SCE Pro Copper gasket .050" thick with o-rings and reciever grooves machined into the block and head. Esslinger studs (midget spec, larger and longer than OE Ford). If you need an SCE gasket for a 2.3 turbo, see the products page (coming soon).
The Turbo System:
Innovative Turbo dual ball-bearing 80mm turbo. "Q" trim open-style turbine housing, A/R varies, but generally .8 to 1.2 is what I use. 10-blade Innovative turbo Inconel turbine wheel.
Bassani Xhaust custom turbo header and downpipe. 1-7/8 to 2" step header with 3.5" downpipe (exits in front of RF wheel) , Turbonetics Racegate. Custom air-air intercooler made by Extreme Performance
Fuel system, Induction and management:
Modified Esslinger intake manifold (E-2728), with 75mm BBK/Edelbrock SN-95 throttlebody.
RC engineering 1600cc injectors (8) and fuel rails, Waterman racing fuel pump and drive, Hilborn enrichment valve, regulator and filter.
Pectel Control Systems T6 2000 ECU with staged injectors, multi-channel ignition, integral wastegate control and datalogging. MSD DIS-2 HO amplifier with MSD 8.5 wires and NGK Racing spark plugs (2525-10). Factory Ford DIS coil. Tuning by lil' ol me. :)
Fuel is 100% methanol from a JAZ products 12 gallon cell.
Drivetrain:
Ford C-4 transmission, built by Pro Trans in Lancaster, California. Pro-Trans aluminum direct drum, fully "roller-ized", TCS 300M input shaft, PA power planet and deep aluminum pan, Pro-Trans trans brake, reverse manual valvebody and Precision Performance Products shifter. Munsinger 8" converter with mechanical diode and steel stator, Reactor Products flexplate (157t small-block Ford, neutral balance), JW Ultrabell (smallblock Ford style).
Currie/Strange 8.8' Ford "drop-out" style aluminum carrier, with 4.10:1 gears and Currie Enterprises 35-spline alloy axles, NRC Engineering fabricated 4130 9" housing, Mark Williams billet drive flange and Strange Engineering5/8" screw-in studs and billet slipyoke, Inland Empire Driveline 3.5" 1350 aluminum driveshaft. Fluidyne trans cooler.
I have a 75 horse "dry" style NOS system connected to the "hot" wire of the trans brake to kick the motor up on the line for Pro-light heads-up racing. It's enabled by the brake and activated at 75* throttle opening by the ECU. Fuel enrichment comes through the injectors via a second calibration map in the T6.
Paint and Bodywork:
Filled luggage rack and filler door, repainted "Zinc Yellow" (factory Focus yellow) with PPG paint. Flames by Doug Starbuck (Starside Designs), using House of Kolor paints. Color-sanded, polished and otherwise "spiffied-up" by Paint-n-Place.
Notes:
I always refer to myself as the "head contractor" for the car. I assembled the entire car, I spec and assemble the engines, maintain the tranny, do all the tuning and tweaking. I don't weld or run CNC machines (yet...LOL), but I do pretty much everything else there is to do.
As for the cost...who knows? If you were to have this car built somewhere, it would easily run well into the 6-figure range, but I've been able to do a lot myself and talk people into helping me out here and there.
"Why a wagon?"
1) Because I like wagons.
2) Because I think the Focus wagon makes a better "rod" than a hatchback.
3) Because there's more room aft of the wheels for "stuff" (They all have the same 103" wheelbase and weigh pretty much the same).
4) Because there's more "real estate" for graphics.
5) Because nobody else has one. :)
(Is that enough for now?)