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

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.



  • 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


  • 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

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Suspension Part Three: The Pertinents

Going back to our last post (if you haven’t read Part Two yet, you should), we broke down the components of what makes up a coilover system, we’ve been over deciding that coilovers are really the best option and have discussed some of the key features of a set of coilovers. Now we need to dive deeper into some of the features that are icing on the cake. These are the bells and whistles found on premium suspension systems that make them worth that bit extra.

As you will recall, compression and rebound dampening are two major points of adjustment. Some coilovers offer only compression and other more  premium coilovers offer both. Why is this important? A vehicle in a track environment, or even on some twisty backroads, will receive four types of bias. Forward, rearward, left, and right bias are the four categories. When compression and rebound adjustments can be made, and those adjustments can be made on all for corners, then one can properly address all types of bias and conditions. This allows the user to tweak their suspension to perfection for any given condition and setup. Whether it be on the your daily driven street car, your dedicated track car or the more common daily driven track car, having control over your suspension is where it’s at.

IMG 1700

Speaking of conditions, a primary concern of many is the ability to get great track performance out of a set of coilovers that is able to be driven with comfort on the street. Range of dampening is a key factor in this parameter. A set of coilovers labeled as “street” will typically have rather soft shocks. A set of coilovers labeled as “track” will conversely be rather stiff. Having a wide range of adjustability, being able to adjust both compression and rebound are what make a good set of coilovers great for both the street and the track!

Another very important feature found on a quality set of coilovers is camber adjustment. Often times the OEM suspension setup doesn’t allow for much if any camber adjustment. Camber or Camber angle is the angle between the verticle axis of the wheels and the vertical axis of the vehicle and can commonly be seen from the front or rear of the vehicle. If the top of the wheel is further “out” in relation to the bottom of the wheel, this is refereed to as positive camber. If the top of the wheel is “in” relative to the bottom, this is called negative camber. You will rarely see positive camber on a street car or road course car. You may see positive camber on an oval track car and it would only be found on the inside wheels. Negative camber is the more common setup due to the fact that it increases grip when cornering by increasing the tires contact patch. Having the ability to add additional negative camber over that obtainable with the OEM setup is a important feature of every driver that races their car. It’s even a requirement for those that just want to achieve a low ride height combined with the aggressive look of wider tires and need to get them tucked inside of the wheel well.

To adjust camber, coilovers employ what’s called camber plates to make these adjustments. You’ll primarily see them in the front simply because the front of most vehicles with the more common McPherson strut suspension do not have camber adjustment capability. This is not often the case with double wishbone suspension and coilovers for those vehicles typically do not come with camber plates.

IMG 1767

Hmmm… I wonder if we can’t develop a set of coilovers that will be comfortable on the street, have both compression and rebound adjustability, camber adjustability where needed and perform the job duties on the track? Yes, Yes we can!

Now that the research is done and we know what we want out out a set of coilovers it’s time to build a few sets. With prototypes completed, the fun part is about to begin. The best part of being an aftermarket manufacturer is that testing needs to be done. We’re all car guys, so naturally taking the car to the track is not exactly a chore. It’s no secret that JBR is located in the greater St. Louis area. Aside from some AutoX action, there is not much venue for legal abuse to the extent that we’d like.

IMG 4991

JBR’s testing process involved multiple levels. Typical spirited driving is in order for the entire JBR fleet and that happens frequently. What is the fun of owning a performance vehicle without driving it like it was designed? A step above is taken in the routine AutoX outing. Often times, when some early testing is needed on a new part, AutoX is a great tool. It is legal to get some abuse on the parts on this closed course, and gets some real world data based on how the parts will be used.

IMG 2489

Although this is the routine light duty testing, the real stamp of approval needs to be received at the peak of conditions the parts will be subjected to. This is why frequent trips to various Midwestern tracks, such as Gingerman Raceway, Road America, Mid-Ohio and Pittsburgh International must be made to get proper testing done. High speeds and high cornering forces are coupled with extensive duty cycling at these venues.

IMG 9843

Now what’s the beauty of owning a performance vehicle? We race the same cars that we get groceries with. Clearly being able to drive the car to the track, get the abuse in, and drive it back home would get the stamp of approval. This is where the beauty of the JBR prototype coilovers came into play. Not only did they perform extremely well on track, but off track as well. Due to the large range of compression and rebound adjustment incorporated into the dampers, the vehicle is able to achieve a cushy ride feel on the streets at the turn of a knob.

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New Product Release!! Focus ST Solid Transmission Cable Bracket Bushings

JBR Solid Transmission Cable Bracket Bushings replace the stock Focus ST rubber grommets that hold the shifter cable bracket assembly to the transmission.


The JBR Solid Shifter Bushings create more responsive shifts in your Focus. Having solid spacers removes the sloppy feeling from the shifter, greatly improves shifting accuracy and allows the driver a more connected driving experience.


  • Designed and Manufactured in the USA
  • Billet aluminum construction


  • 2013+ Ford Focus ST


  • 3 male bushings
  • 3 female bushings
  • Installation instructions are available in our support section
  • Shipping is free in the US & our Hassle Free Lifetime Warranty is included

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ND Miata Front & Rear Sway Bars Available and Shipping Now!!

The JBR Tru-Torsion Front & Rear Sway Bars for the ND Miata significantly reduce body roll and greatly improve the vehicles ability to rotate.

They’re constructed out of 1.125″ diameter .125″ wall 4130 alloy tube for the front and .625” solid 4130 alloy bar for the rear. They’re then powder coated in your choice of red, blue or black for a beautiful look and long lasting corrosion resistance.


Both are 3-way adjustable allowing you to fine tune them for either the street or the track.
Included with each JBR sway bar is our very own sway bar brackets. They’re constructed out of .185″ thick stainless steel and come with 88 durometer bushings and grease fittings. These will never rust and never break. There’s also no need to reinforce the rear mounting points to use the JBR rear sway bar.


For those that must have the finer things in life, we also offer our Tru-Torsion billet aluminum sway bar brackets as an upgrade to the stainless at 30% off regular price. Both the stainless and the billet brackets carry our Lifetime Warranty.


– 2016 & up ND Miata all models

– Designed and Manufactured in the USA
– 4130 alloy steel construction
– Includes stiffer polyurethane bushings with thick stainless steel brackets and grease fittings
– FREE SHIPPING!! a $30.00 value!!

The JBR Sway Bar Kits Include:
– 1.125″ Front or .625” Rear 3-way adjustable sway bar
– New polyurethane mounting bushings & stainless steel brackets with grease fittings
– Installation grease
– Installation instructions are available in our support section
– Shipping is free in the US & our Hassle Free Lifetime Warranty is included on all included components

Important Notes:
– The Tru-Torsion Billet sway bar brackets require lowering for the the sub-frame (Front Only) one side at a time for installation. When done carefully, no alignment is needed. The included stainless brackets do not require the sub-frame to be lowered for installation front or rear.
– Installation of the front sway bar does not require disconnecting the steering shaft, lowering the rack and pinion or cutting off the OEM sway bar bushings.


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Suspension Part Two: The Breakdown

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.

IMG 4143

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

IMG 1735

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.

IMG 4149

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

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Free JBR Phone, Tablet, AccessPort & Desktop Backgrounds


Here’s a perfect pairing to go with the parts you love. Show off your support for JBR with these free Phone, Tablet, Ford MFT and Desktop Backgrounds. From your computer, click on the image, then right click and save. From your phone or tablet, tap the image then hold down on the image and download.

Enjoy and Thanks for your support!!

Phone & Tablet Background

JBR Aftermarket Performance Phone

Desktop Background

JBR Aftermarket Performance Desktop

Ford MFT

JBR Aftermarket Performance FocusST

COBB AccessPort Background

JBR Aftermarket Performance Accessport

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New Product Release!! SKYACTIV Short Shift Arm Adapter

The JBR Adjustable Skyactiv Short Shift Arm Kit is perfect for those wanting to reduce the long stock shifter throw. Providing options to reduce throw by 20% or 40%, this kit is sure to accommodate every driver and driving style, on the street or on the track.SKY SSP

JBR designs and prototypes in house using the latest CAD and 3D printing technologies, then tests to ensure the product you receive is of the highest quality, form, fit and function that you demand.


With longevity in mind, 6061 aluminum and 304 stainless were used to make up the the key components of the kit. This is to ensure it will withstand the abuse on the track and the harsh elements all year round providing a lifetime of trouble-free enjoyment.

Final production is then followed with strict manufacturing and finishing processes. All products receive the TRU-Performance stamp of approval before making their way to the consumer.

With a very straightforward design, installation of this kit is a breeze. Following our online installation instructions found in the support section of our website, even those with the most basic mechanical knowledge will be enjoying short, crisp and accurate shifts in no time.

– Designed and manufactured in the USA
– Simple to install in 60 minutes or less.
– Anodized for corrosion resistance

– 2014+ Mazda 3, 6 and 2013+ CX-5

The kit includes:
– 1 Skyactiv adjustable Short Shift Plate
– 3 6mm x 14mm socket cap bolts
– 3 8mm x 45mm Hex Bolts
– 3 8mm lock washers
– 3 3/4″ spacers
– Shipping is free in the US & our Hassle Free Lifetime Warranty is included.
– Installation instructions are available in our support section.

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Suspension Part One: The Basics

IMG 1741

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.

IMG 1741

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!

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Silicone Air Induction Hoses now available for the ND

The JBR Induction Hose is a direct silicone replacement for the OEM hose.


The JBR Induction Hose is molded in the form of the original for a direct replacement fit. It’s constructed out of 5 layers of high performance silicone and 4 layers of reinforcement. This hose will easily outlast the life of the car and add a nice splash of color to your build.


– 2016 Mazda MX5 2.0L SkyActiv Engine

– Designed and Manufactured in the USA
– 5 Layers of silicone and 4 layers of reinforcement – Less turbulent air flow

– 1 Silicone induction hose
– Shipping is free in the US & our Hassle Free Lifetime Warranty is included


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Just Bought a Focus ST! Where do I Start?


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.

cobb ap

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.

sway bar

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!

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