Next Level Performance
July 7, 2026 • 9 min read
Our Verdict
The Garrett PowerMax Stage 1 is the single best turbo upgrade for a 2013–2018 Ford Focus ST that has outgrown its factory turbocharger.
It is a fully assembled, OE outline-interchangeable direct-fit turbo that flows 16% more air than stock and supports up to 350 crank horsepower — enough to push a supported Focus ST past 300 wheel horsepower while keeping factory-style drivability. At $1,137.32, it is the highest-value path past the stock turbo’s roughly 300 whp ceiling.
Shop Our Top Pick →A Ford Focus ST turbo upgrade is the mod that separates a fast hot hatch from a genuinely quick one. From the factory, the 2013–2018 Focus ST makes 252 horsepower and 270 lb-ft from its 2.0L EcoBoost four-cylinder — roughly 220 to 230 wheel horsepower on most dynos. Bolt-ons and a tune get you into the 250–280 whp range, but the stock Borgwarner-sourced turbo taps out near 300 whp no matter how much you throw at it. When you hit that wall, the Garrett PowerMax Stage 1 turbocharger is the direct-fit answer. In our Tampa, FL shop, it is the upgrade we point every serious Focus ST owner toward, and this guide walks through the turbo, the numbers, and the supporting parts you need to run it safely.
Why the Factory Focus ST Turbo Runs Out of Breath
The 2013–2018 Ford Focus ST’s 2.0L EcoBoost is a strong platform, but its factory turbocharger was sized for OEM power targets, not big aftermarket numbers. A stock ST puts down about 220–230 whp. A typical Stage 1 package — a flash tune, cold air intake, larger intercooler, and a downpipe — adds roughly 50 horsepower and 100 lb-ft, landing most cars in the 250–280 whp window. Beyond that, the OEM turbo becomes the bottleneck: compressor efficiency falls off, intake air temperatures climb, and the car simply stops responding to more boost. Community and shop dyno data consistently show the stock turbo maxing out around 300 whp. To go further, you need more airflow than the factory unit can move — and that is precisely the job of a bolt-on turbo upgrade like the Garrett PowerMax.
What Is the Garrett PowerMax Stage 1 Turbo Upgrade?
The Garrett PowerMax is a direct-fit, drop-in turbocharger upgrade designed to replace the factory turbo on the 2013–2018 Ford 2.0L EcoBoost with no fabrication. It flows 16% more air than the OEM turbo and is rated to support up to 350 crank horsepower (260 kW). The performance comes from a 52mm fully machined billet Gen 2 compressor wheel with an advanced aero design that Garrett says gains nearly 20% over the previous GTX-style wheel. On the hot side, an Inconel turbine wheel and stainless steel turbine housing are rated for exhaust gas temperatures up to 950°C, and the assembly is validated to a maximum shaft speed of 214,900 rpm. Critically, it ships fully assembled and calibrated and is outline-interchangeable with the stock hardware, so it bolts to the OEM manifold, downpipe, and charge piping.
Key Specifications — Garrett PowerMax
What We Like
- + True bolt-on: OE outline-interchangeable, ships fully assembled and calibrated
- + 52mm billet Gen 2 compressor flows 16% more air and supports up to 350 HP
- + Inconel turbine wheel and stainless housing rated to 950°C for durability
Things to Consider
- – Not CARB-compliant — cannot ship to California
- – Requires a supporting tune and fueling to reach its full potential
The PowerMax mirrors the OEM turbo footprint, so it bolts to the factory manifold and downpipe.
How Much Power Does the PowerMax Add to a Focus ST?
On a properly supported 2013–2018 Focus ST, the Garrett PowerMax lifts a car from the stock-turbo ceiling of roughly 300 whp into the 300–330+ whp range, with the turbo itself rated to support up to 350 crank horsepower. Because it flows 16% more air than the OEM unit, the biggest gains show up in the top end and in sustained pulls, where the factory turbo runs out of compressor and heat-soaks. Just as important, torque comes on smoothly — this is not a laggy big-single conversion, it is a same-size, higher-flow replacement that keeps stock-like spool and street manners. To actually realize those numbers, though, the turbo needs the right supporting hardware and a calibration to match. That is what the rest of this build guide covers.
The Focus ST Stage 1 Build: Supporting Mods at a Glance
A turbo upgrade is only as good as the parts feeding it. To run the PowerMax safely and get every bit of its airflow to the wheels, you want a larger intercooler, a freer-flowing intake and exhaust, upgraded fueling, and a clutch that can hold the extra torque. Here is the exact 2013–2018 Focus ST supporting-mod package we build around the PowerMax, with what each part does and what it costs.
| Kit | Role in the Build | Power / Benefit | Price |
|---|---|---|---|
| Garrett PowerMax TurboTop Pick | Turbo upgrade | Supports up to 350 HP | $1,137.32 |
| Mishimoto FMIC Kit | Charge-air cooling | Kills heat soak | $1,166.95 |
| Injen Short Ram Intake | Intake airflow | Freer breathing, faster spool | $449.47 |
| AWE Track Cat-Back | Exhaust flow | Less backpressure, real note | $895.00 |
| Competition Clutch Stage 2 | Clutch capacity | Up to 80% more torque hold | $685.58 |
| DeatschWerks 1700cc Injectors | Fueling | Headroom for E30/E85 | $532.83 |
Mishimoto Performance Intercooler: Feed It Cool Air
The factory Focus ST intercooler and its restrictive charge piping — complete with a flow-killing turbo muffler — are the first thing to go when you add a turbo. The Mishimoto Performance Intercooler Kit replaces the OEM core and hot-side piping with a larger, free-flowing setup that keeps intake air temperatures low during back-to-back pulls. Cool, dense charge air is what lets the PowerMax make consistent power instead of pulling timing when it heat-soaks. Priced at $1,166.95 (down from $1,284.00), it is the cooling backbone of a big-turbo Focus ST.
Injen Short Ram Intake: More Air In
A turbo can only compress the air it is given. The Injen SP-series short ram intake for the 15-18 Focus ST (also offered for 13-14 cars) opens up the intake tract with a mandrel-bent aluminum tube, a high-flow dry filter, and a heat shield that keeps hot underhood air away from the filter. It is one of the most cost-effective airflow upgrades at $449.47 and pairs naturally with the PowerMax’s higher airflow demand. Note that, like the turbo, this intake carries a CARB notice and cannot ship to California.
AWE Tuning Track Cat-Back: More Air Out
On the exhaust side, the AWE Tuning Track Edition cat-back frees up the restrictive factory system with 3-inch construction and diamond-black tips, and it is backed by AWE’s No Check Engine Light Guarantee when installed as intended. It delivers a genuine performance note without interior drone, and reduced backpressure helps the PowerMax spool and breathe on the top end. At $895.00 (down from $942.11) it is a premium, bolt-in exhaust that fits 2013–2018 Focus ST hatchbacks.
AWE’s diamond-black tips and 3-inch tubing free up the Focus ST exhaust without adding drone.
Drivetrain and Fueling: Holding and Feeding the Extra Power
More boost means more torque, and the factory Focus ST clutch was never designed for it. The Competition Clutch Stage 2 Street Series kit adds up to 80% more torque capacity over stock using a sprung disc with Brass Plus facings and a performance pressure plate, yet it still engages smoothly enough for daily driving. It is the insurance policy that keeps a PowerMax-equipped ST from slipping under load.
On the fuel side, the direct-injected 2.0L EcoBoost can run out of injector headroom as boost climbs, especially on ethanol blends. The DeatschWerks 1700cc GDI injectors are a drop-in fitment for the 13-16 Focus ST/RS that provide the flow needed for aggressive Stage 2-plus and E30/E85 tunes. Because the EcoBoost is a direct-injection engine, we also strongly recommend an oil catch can to keep oil vapor from baking onto the intake valves — the Radium Engineering PCV catch can for the 15-18 Focus ST is a clean, fluid-lock design that mounts near the radiator.
DeatschWerks 1700cc GDI injectors add the fuel headroom a big-turbo, E85-capable ST needs.
A Radium PCV catch can protects the direct-injection intake valves on a boosted EcoBoost.
Installation, Tuning, and Fitment Notes
The PowerMax is engineered as a direct-fit replacement, so it uses the OEM manifold, downpipe, and charge piping — a competent DIYer or shop can complete the swap in a day. What is not optional is a tune: the factory ECU calibration will not take advantage of the extra airflow, so an off-the-shelf or custom tune from a platform like COBB is required to unlock the turbo’s potential and keep fueling safe. Beyond the Focus ST, the same PowerMax kit fits a range of Ford 2.0L EcoBoost vehicles, including the 2013–2016 Fusion, 2014–2016 Escape, 2013–2017 Taurus, and Lincoln MKC, MKZ, and MKT models. One important caveat: this turbo is not CARB-compliant and cannot be shipped to California addresses.
Frequently Asked Questions
How much horsepower does the Garrett PowerMax turbo add to a Focus ST?
The Garrett PowerMax flows 16% more air than the OEM turbo and is rated to support up to 350 crank horsepower. On a fully supported 2013–2018 Focus ST, that typically means 300–330+ wheel horsepower, versus about 220–230 whp stock and the roughly 300 whp ceiling of the factory turbo.
Is the Garrett PowerMax a direct bolt-on for the 2013-2018 Focus ST?
Yes. The PowerMax is outline-interchangeable with the OEM turbo and ships fully assembled and calibrated, so it bolts to the factory manifold, downpipe, and charge piping with no fabrication. Most installs are completed in a single day.
What supporting mods do I need to run the PowerMax turbo?
At minimum, plan on a supporting tune, a larger intercooler, a high-flow intake and exhaust, and upgraded fueling. A Stage 2 clutch such as the Competition Clutch kit is strongly recommended to hold the added torque, and larger injectors like the DeatschWerks 1700cc set are needed for E30/E85 or high-boost tunes.
Does the Garrett PowerMax turbo require a tune?
Yes. A supporting tune is required. The stock ECU calibration will not use the extra airflow, so an off-the-shelf or custom tune (for example, on a COBB Accessport) is needed to unlock the turbo’s power safely and manage fueling and boost.
Will the PowerMax fit other Ford 2.0L EcoBoost vehicles?
Yes. Beyond the 2013–2018 Focus ST, the same kit fits the 2013–2016 Ford Fusion, 2014–2016 Escape, 2013–2017 Taurus, and Lincoln MKC, MKZ, and MKT 2.0L EcoBoost models. Always confirm the exact year and trim before ordering.
Is the Garrett PowerMax turbo legal in California?
No. The Garrett PowerMax turbo is not CARB-compliant and cannot be shipped to California addresses. California buyers should choose a CARB-compliant path or use the vehicle for closed-course competition only.
Ready to Break the Stock-Turbo Ceiling?
Shop the Garrett PowerMax and the full Focus ST Stage 1 build at NLP Performance.
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