New Product Release!! Rear Wiper Delete Kits!!

May 23, 2017 by James

Details:

The JBR Rear Wiper delete kit will clean up the rear of your hatchback for that shaved show car look.

The billet aluminum, black anodized outer cover utilizes a large diameter O-ring to keep the water out. A thick EPDM washer is utilized between the glass and the inside cap to eliminate any stress concentration know to cause windows to shatter.

In addition to the clean look, there’s a reduction of 2lbs. of unnecessary weight.

There’s no permanent modifications made during the install and the wiper can be quickly and easily re-installed during the rainy and winter months.

Applications available:

– 2012 & Up Focus NA and Focus ST

– 2016 & Up Focus RS

– 2010 – 2013 Mazda 3 and Mazdaspeed 3

– 2014 & Up Mazda 3 hatchback

Features:

Designed and Manufactured in the USA

– Black anodized finish

– Simple bolt on kit

Kit Includes:

– 1 Outer cap with O-ring

– 1 Inner cap

– 1 inner rubber seal

– Stainless mounting hardware

– Installation instructions are available in our support section

– Shipping is free in the US & our Hassle Free Lifetime Warranty is included

New Product Release!! 2016 & Up Ford Focus RS Mud Flap Kit!!

May 9, 2017 by James

Details:
JB ARMOR Mud Flaps are the highest quality flaps available at a price that’s now easier than ever to afford. Made from thick, 1/8” 80a durometer urethane, the same exact material used by the more expensive companies.

The JB Armor Mud Flap kit provides tough protection from rocks, road tar and mud. They will never break or chip in cold weather like rigid flaps and will withstand any form of abuse , on or off the road.

The JBR logo has been laser etched into the surface of each front mud flap and an RS logo into the rears creating a holographic effect that comes and goes when light catches it just right. Guaranteed never to fade like those that are painted on or peel of off like decals do. Focus_RS-MF_05

Application:
– Ford Focus RS 2016 & Up

Features:
– Designed and Manufactured in the USA
– Thick, durable polyurethane construction
– Stainless hardware

The JB ARMOR Mud Flap Kit Includes:
– 2 Front mud flaps
– 2 Rear mud flaps
– Stainless mounting brackets
– All Stainless mounting hardware
– Installation instructions are available in our support section
– Shipping is free in the US & our Hassle Free Lifetime Warranty is included

New Product Release!! 2016 & Up Ford Focus RS PCV Oil Catch Can Kits!!

May 8, 2017 by James

Details:
During everyday engine operation, blow-by gases, as well as oil vapor from the engines rotating assembly, pass through the PCV valve and are routed into the intake for the engine to burn off. Before ever making it into the cylinders, some of that oil mist and other contaminates adhere to the backside of the hot intake valves. Over time a thick crust forms significantly reducing performance and potentially leading to a costly cleaning or repair. This is especially a problem for the 2.3L motor because there’s no fuel (Direct Injection) passing over the valves to wash and keep them clean. This is why an OCC is a must have for the Ford Focus RS.

As the PCV gases enter the catch can a pressure drop occurs. The oil then begins to fall out of suspension as it flows through a series of 3 perforated filter plates. As the gases flow through the plates, the oil sticks and the gas is all that reaches the outlet at the top of the catch can. Oil that accumulates on the filter plates runs off and is collected in the bottom where a large 5/8″ quick drain makes emptying the catch can a breeze.

Throughout the life of the catch can, the perforated filter plates will never break down or need to be replaced like catch cans with screens and mesh filter material.

What’s wrong with the OEM PCV valve?
The short answer is nothing as long as you never reach maximum boost of the factory tune. The OEM PCV valve in the Focus RS is unable to seal completely and leaks under maximum boost.

Because the PCV valve is the heart of the PCV system, let’s take a minute to discuss it. This thing is notorious for not being able to completely close to prevent boost from entering the crankcase, even when brand new. Add a few thousand miles worth of crud flowing back and forth through and the worse it gets. And the more boost you run, the greater the problem becomes.

The optional check valve kit is designed to be closed 100% of the time unless vacuum is present. This check valve is oil, fuel and chemical resistant. It’s constructed from brass, it has an incredibly low crack pressure and it’s properly sized so that normal flow isn’t affected.

Unfortunately, the OEM check valve just can’t close instantly under boost and therefore crankcase pressure and turbo spool times are increased. For higher boosting cars or those seeking the best possible performance out of their engine, an OCC check valve is recommended.

Application:
– 2016 & up Ford Focus RS

Features:
– Designed and Manufactured in the USA
– Easily installed utilizing the supplied OEM factory fittings
– Hoses cut to length and pre-assembled
– Entirely constructed out of 6061 aluminum
– Precision TIG welding of all components
– Large 5/8″ easily operated drain valve

Includes:
– 1 Oil catch can
– Application specific mounting brackets
– Pre-assembled polyester reinforced oil, fuel and chemical resistant hose with factory fittings
– Stainless hose clamps
– Stainless mounting hardware
– Drain Hose
– Quick drain valve
– Check valve (Optional)
– Installation instructions are available in our support section
– Shipping is free in the US & our Hassle Free Lifetime Warranty is included

New Product Release!! Mazda 3 and Mazdaspeed 3 Oil Cooler Kits

January 16, 2017 by James

Details:

Are you built and tuned? Are you a track Junkie? Are you both? Keeping the motor in your 2.3L DISI engine as cool as possible is going reduce knock and prolong engine life. Preventing the oil from exceeding normal operating temperatures will extend the life of your oil by reducing temperatures that prematurely break it down and increase engine wear. The OEM oil cooler uses a coolant based heat exchanger to keep the oil cool. Adding the JBR oil cooler will reduce the rise in coolant temperatures often seen when on track or during extreme temperature conditions.

The JBR Mazdspeed 3 Oil Cooler Kit employs a 19 row core constructed out of aluminum corrugated-fins & internal tubular plates greatly increasing both thermal efficiency and mechanical strength, so you get the smallest, lightest and more importantly, the most efficient oil cooler package.

Custom length commercial grade -10AN fittings and large ID stainless braided lines are the key to minimizing the pressure drop and making for an easy installation.

The polished billet aluminum sandwich plate incorporates an 1/8″ NPT port for additional gauges and sensors.

A custom mounting bracket and stainless steel hardware keep the core solidly mounted out front of the radiator maximizing its exposure to incoming airflow resulting in an oil temp reduction of over 28⁰F.

Applications

2004-2013 Mazda 3
2007-2013 Mazdaspeed 3*

*Does not work with most conventional front mounted intercooler kits

Features:

Designed and Manufactured in the USA
Direct bolt on application
Corrugated-fin & tubular plate aluminum core
Commercial grade –AN10 fittings and large ID Stainless lines
+28⁰ drop in oil temps*

Includes:

1 Oil cooler core
2 Stainless braided hoses
1 Sandwich plate & 2 1/8” NPT Plugs
1 Application specific core mounting bracket
Stainless steel mounting hardware
2 Aluminized fiber glass heat shield sleeves
Installation instructions are available in our support section
Shipping is free in the US & our Hassle Free Lifetime Warranty is included

*Ambient temperatures, track and road conditions, traffic and driving style can affect results.

Who’s tired of broken yellow zink sway bar brackets?

December 28, 2016 by James

Who wants inexpensive high quality replacement bracket and bushing kits that will never rust or break and carry a lifetime warranty? Look no further!!

JBR now has our own line of replacement sway bar bushings and brackets for most all aftermarket front and rear sway bars. We also stock replacements for many OEM sway bars too!!

Did we mention these are warrantied for life and guaranteed never to rust or break??!!

If this wasn’t already pretty awesome, these are now the standard bushings and brackets included with EVERY JBR sway bar kit.

We know how tired everyone is having to replace broken sway bar brackets every year. NO MORE!!

Details:

No more cheap, rusted and broken yellow zinc coated sway bar brackets. JBR Sway Bar Bushings and Bracket kits are the toughest in the industry!

First, they’re laser cut out of .180″ thick stainless stainless steel which will never rust. This is nearly twice as thick as the typical bracket. They’re then die formed using our own propitiatory tooling that guarantees a perfect fit every time.

After forming, each bracket is then tapped to accept a grease fitting making maintenance simple and easy.

Included with every pair of JBR brackets are a set of 90a durometer bushings available in the most common OEM and aftermarket sizes.

Once you have these installed, you’ll never need to replace your sway bar brackets or bushings again.

Available Applications:

2013+ Ford Focus ST OEM Rear
2004-2009 Mazdaspeed 3 OEM Front & Rear
2010-2013 Mazdaspeed 3 OEM Front
2010-2013 Mazdaspeed 3 OEM Rear
2004-2009 Mazda 3 OEM Front & Rear
2010-2013 Mazda 3 OEM Front
2010-2013 Mazda 3 OEM Rear
2014+ Mazda 3 OEM Front
2014+ Mazda 3 OEM Rear
2006-2014 Mazda 5 OEM Front & Rear
2013+ Mazda CX-5 OEM Front
2013+ Mazda CX-5 OEM Rear
2014+ Mazda 6 OEM Front
2014+ Mazda 6 OEM Rear
1.250″ (32mm) Aftermarket Rear Sway Bars
1.125″ (28.5mm) Aftermarket Rear Sway Bars

Don’t see your application? Contact us, we probably have it.

Features:

Designed and manufactured in the USA
Stainless steel die formed construction
90 durometer bushings

The JBR Tru-Torsion Sway Bar Bracket Kit Includes:

2 Stainless sway bar brackets with grease fittings
2 New 90 durometer polyurethane bushings
Lifetime warranty

New Product Release!! Focus ST Oil Cooler Kits in Stock!

November 1, 2016 by James

Details:
Are you tuned? Are you a track Junkie? Are you both? Within 10 minutes of being on track or an evening of repeatedly putting a few car lengths on your buddies STI, the oil temperature and coolant temperatures in your Focus ST can begin to rise in to unsafe territory which can eventually lead to overheating. Either of these conditions or a combination of both will result in prolonged excessive oil temperatures that prematurely breaks down the oil and increases engine wear.

The JBR Focus ST Oil Cooler Kit employs a 19 row core constructed out of aluminum corrugated-fins & internal tubular plates greatly increasing both thermal efficiency and mechanical strength, so you get the smallest, lightest and more importantly, the most efficient oil cooler package.

Custom length commercial grade -10AN fittings and large ID stainless braided lines are the key to minimizing the pressure drop and making for an easy installation.

The polished billet aluminum sandwich plate incorporates 2, 1/8” NPT ports for additional gauges and sensors.

Custom mounting brackets and stainless steel hardware keep the core solidly mounted out front of the radiator maximizing its exposure to incoming airflow resulting in an oil temp reduction of over 30⁰F.

Features:

Designed and Manufactured in the USA
Direct bolt on application
Corrugated-fin & tubular plate aluminum core
Commercial grade –AN10 fittings and large ID Stainless lines
+30⁰ drop in oil temps

Includes:

1 Oil cooler core
2 Stainless braided hoses
1 Sandwich plate & 2 1/8” NPT Plugs
2 Application specific core mounting brackets
2 Aluminized fiber glass heat shield sleeves
Stainless steel mounting hardware
Installation instructions are available in our support section
Shipping is free in the US & our Hassle Free Lifetime Warranty is included

Suspension Part Two: The Breakdown

February 23, 2023March 2, 2016 by James

Going back to our last post (if you haven’t read Part One yet, you should), we discussed some suspension basics. We know that two major components in a suspension that can be upgraded to optimize performance are springs and dampers. Springs can be thought of as a coarse control, with the dampers being a fine control. When looking for the most performance and flexibility for different conditions, a full replacement is best. This is commonly known as a coilover system.

When looking at coilover options, an abundance of offerings will be found. Where does one begin to make choices? Spring-rate, dampening, compression, rebound, and independent adjustability of these are all items to consider when choosing a coilover system.

Spring-rate is a large factor in how a coilover will perform. Simply put, the spring-rate is defined as the amount the spring deflects over a certain load capacity. This rating can be made in either kg/mm or lbs/in. You will see kg/mm often shown as “K” and lbs/in often shown as “#” or “lb”. To understand and compare different systems to one another, use this chart:

700 lb/in = 12.5 kg/mm
650 lb/in = 11.6 kg/mm
600 lb/in = 10.7 kg/mm
550 lb/in = 9.8 kg/mm
500 lb/in = 8.9 kg/mm
450 lb/in = 8 kg/mm
400 lb/in = 7.1 kg/mm
350 lb/in = 6.2 kg/mm
300 lb/in = 5.3 kg/mm
250 lb/in = 4.5 kg/mm

So what does this mean? The stiffer the spring, the more load it will take to compress it. Essentially, body roll in cornering will become less when spring-rate is increased. Spring-rate is generally fixed rate on a set of coilovers. This coarse control by itself would result in a very “springy” ride. Rather than a tire staying planted on the tarmac, with a load applied, it would waiver between loaded and unloaded. An unloaded corner makes for loss of grip. This is where dampening comes in.

Compression dampening is the rate of reaction to a change in compression. This is the car pushing down onto the surface. The rate at which the piston compresses directly relates to the amount of compression dampening. This essentially aides the spring in absorbing fine changes in force exerted. This can be bumps in the road, slight turns, or say the car ends up on the rumble strips.

Rebound dampening does the opposite of compression, go figure. Rebound force comes into play when force is lessened on the road, say at the bottom of a dip in a pothole, in the bottom of a bump in the road, or on the exit of a turn. More rebound will create more response on weight transfer out of a corner.

One can see how having a fixed spring-rate means that compression and rebound adjustability shifts the burden of your choice onto these variables. Most coilovers will be advertised based on how many clicks are on the dial. This refers to how many different settings there are for dampening. Although more options are better, this is not always the whole story. The range that these choices cover is really the thing to be looking at. Most users will be wanting to track their vehicle, but also have the flexibility to have a bearable ride on the street. A set of coilovers with tons of adjustments on one end of the spectrum does the user no good on the other end. This is why range is key.

Not only is range of concern, but compression and rebound do not always go hand it hand. To really dial a vehicle in for a specific setup and circumstance, these variables should be able to be controlled separate of one another. Though this feature is not something that is seen on the bulk of the coilovers on the market, it is available on quite a few and should be sought after if budget allows.

Ultimately, one must consider the use of the vehicle to make a decision. Often times, paying a little bit more money for a gain in versatility is a good choice. The better range of options offered, the more likely the coilovers will be able to accommodate for the various situations to be encountered.

Next in the series Suspension Part Three: The Pertinents

Suspension Part One: The Basics

February 23, 2023February 17, 2016 by James

Let’s start with the basics. Most seasoned car guys are aware of a choice between spring upgrades and coilover suspension systems. In the most basic sense, a spring refers to an elastic object with capability to store energy. For the sake of automotive suspension, the coil spring is referenced.

The rate of a spring directly relates to its deflection in a given load capacity. To get more specific to our automotive application, this coil spring is a compression spring. By definition, as load is increased, this spring becomes shorter. This is where roll occurs in cornering. OEM applications require a spring with a low spring rate to provide driving comfort and longevity of shocks/struts.

The OEM shocks and struts are hydraulic dampers. The job of a hydraulic damper is to control inconsistencies in form of oscillations of the spring. Lost yet? Think of it like the spring being a coarse control, while the damper is a fine control. The damper utilizes a piston with an orifice to transfer a gas or fluid through a piston chamber. The energy created from movement is converted to heat, which is dissipated through the gas or fluid. In an OEM application, this orifice is usually a fixed size. The size determines the rate at which the fluid transfers. The rate of fluid transfer relates to the rate at which the damper moves.

A spring upgrade is an inexpensive solution to accomplish a limited goal. Changing your coarse control value gives you an easy performance gain. By stiffening the spring and causing the OEM damper to sit at a more compressed average position cornering performance will be increased, but excessive load will be caused on the damper. Because of the fixed orifice, the damping and rebound rates are also fixed, which limits your fine control.

Upgrading the suspension as a whole will net the best performance gains and long-term reliability. This is where options of a coilover suspension system come into play. The top level systems are designed with every control parameter in mind. Rather than limiting the setup with a fixed orifice, variable orifice valving is used. This allows adjustment. For the best control over your suspension, independent adjustable damping and rebound are desirable. This, in simple terms, means that user inputs allow both the up-stroke and the down-stroke of the piston in the damper to be controlled independent of one another.

In a street application, comfort is obviously going to be a concern. Though springrates are fixed in suspension systems via the compression spring earlier discussed, the damping and compression values are able to be changed. By setting these to softer settings, the dampers will absorb more road turbulence. This allows the cabin to be more level and comfortable.

In a track application, the only thing to be worried about is performance. Setting the damping and rebound to a stiffer setting will net the least roll in and allow for best cornering performance. This holds true until a stiffness is achieved in which rather than the body roll absorbing the sideways movement, the vehicle starts to slide. This is all dependent on road conditions, vehicle setup, etc. This is why adjustability is key.

Next in the series Suspension Part Two – The Breakdown

Like the information in this blog? Check out the James Barone Racing line of aftermarket performance parts!

Just Bought a Focus ST! Where do I Start?

January 22, 2016 by James

So you just bought a Focus ST and you are probably looking for an overview of general knowledge, from what oil to use to what performance modifications are best to start with. With expert knowledge from tuners, manufacturers, and retailers in every corner of the ST community, it may be difficult to determine where to start. Here is a quick cheat sheet of info you need to know.

1. What oil do I use?

When choosing an oil, you will encounter a broad range of opinions. Luckily, lubricant technology has come a long way. With conventional, semi-synthetic, and full synthetic options on the market there is a broad range of choices. From experience, we recommend a full synthetic oil in the Focus ST. To understand what the differences in oils are, one must first understand how to read the packaging content.The manufacturer recommends a 5W-30 oil. Let’s break that number down. Viscosity is a fluid’s resistance to flow at a given temperature point. This measurement is taken at two points in rating oil. 5W refers to the oil’s viscosity at 0*F. 30 pertains to the oil’s viscosity at 212*F. These ratings are made through SAE guidelines. There are many full synthetic options on the market for 5W-30. Pennzoil Platinum, Mobil 1, and Royal Purple are a few great choices.

While oil choice is very important, another very key factor in engine performance and longevity is service interval. Ford recommends changing the oil every 5000 miles. This rating is made with a lot of variables in mind. It is best practice to perform a Used Oil Analysis, commonly referenced as a UOA. Blackstone Labs is the industry leader in these tests. A standard analysis costs $28 and the test kit is free. This will help you determine your engine’s health and a proper maintenance interval.

2. This is my daily driver. Is this vehicle reliable when modified?

The Focus ST is an economy vehicle with performance as a focal point. This being said, Ford designed the vehicle knowing full-well that owner’s would be looking to modify it. The Focus ST is able to be modified pretty substantially without sacrificing much reliability. Following a proper modification path is key to keeping your ST healthy, while getting more enjoyment out of its performance.

3. What are the best “first mods”?

Oil Catch Can – The first modification on every Focus ST should be an oil catch can. The factory PCV system is designed with emissions in mind. In most vehicles, port injection is utilized. This allows fuel to spray before the valves. Fuel acts as a cleaning agent, preventing recirculated particulate emissions and other blow-by from building up. In a direct injection application, like the Focus ST, the fuel is injected directly into the cylinder. The fuel is not able to clean the valves in this manner. Over time, gunk will build on the valves and cause a drastic loss in performance. Adding an oil catch can prevents these from hitting the valves and building up.

Rear Motor Mount – The OEM rear motor mount is a weak point on this vehicle. The OEM component was designed with comfort in mind. It uses a soft bushing that eliminates transfer of NVH (Noise, Vibration, Harshness). This is a major compromise in performance. Allowing for slop in engine movement, this weakens the transfer of power to the ground. Results of this are more wheel hop and sloppy shifts.

Cobb Accessport w/Tune – The stock tune accommodates for a large range in climates, driver conditions, etc. It is also mapped with fuel economy as a forefront. The Cobb Accessport not only allows you to flash a custom map to your vehicle, it also allows you to monitor up to 6 parameters at a time. This means that not only will your ECU be mapped to your specific desires, but you will also be able to keep an eye on how things are working. This allows you to see small problems before they become big problems.

Front and Rear Sway Bars – The Focus ST has a lot of body roll from the factory. This is designed with driving comfort in mind. The addition of aftermarket sway bars help to counter this. This will allow for much better cornering and balance. The vehicle will perform better in the twisties, at AutoX, and on a large track in road racing.

4. Where can I obtain more info?

The best resources for information on this platform are blogs and forums. While Facebook groups are quick and easy to get an answer on-the-fly, sometimes answers can be incorrect, inferred, or misinterpreted. It is best to obtain information from credible sources.

FocusST.org is the leading forum on this platform.

Stratified Automotive Controls has a host of information on ECU calibration and fueling related topics.

Edge Autosport has a lot of information on what brands are the best and which parts suit your needs.

Like the information in this blog? Check out the James Barone Racing line of aftermarket performance parts!

New Product Release!! Focus ST Oil Pan Baffle Kits!!

January 8, 2016 by James

Details:
The JBR Oil Pan Baffle kit is an essential upgrade if you do any form of racing. Under heavy braking, hard acceleration, extreme cornering or long sweeping corners the engine oil moves up the sides of the oil pan causing oil starvation!

Our Oil Pan Baffle kit is easy to install, it keeps the oil close the oil pump pick-up tube greatly reducing any chance of oil starvation.

The JBR Oil Pan Baffle Kit was CAD designed and laser cut from 6061 aluminum for a perfect form-fit to the the oil pan. There are no mechanical fasteners used during assembly. All components are TIG welded to ensure nothing ever comes loose or apart.

Features:
– Designed and Manufactured in the USA
– Precision TIG welded
– CAD designed for a perfect fit

Includes:
– 1 Oil Pan Baffle Kit
– Installation instructions are available in our support section
– Shipping is free in the US & our Hassle Free Lifetime Warranty is include