![]() Used in the third generation Ford Mondeo and last generation Ford/Mercury Cougar (1999-2002). The SVT engine was used in the 1998 to 2001 European Ford Mondeo, Ford Cougar and called the ST200, it also appeared in the American Ford Contour SVT. Further improvements (mostly improved intake porting of the heads) were made in 1999 that raised power output to 200 hp (149 kW) and 169 lb⋅ft (229 N⋅m) and were carried over in the 2000 model. SVT specific cams, a lighter flywheel and low-restriction exhaust complete the picture. It included a larger throttle body from the Duratec 30, a new cone-shaped air filter, and abrasive flow machining processing on the intake manifold. The Duratec 25 was on the Ward's 10 Best Engines list for 19, and the SVT version made the list for 19.Īn SVT version produced 195 hp (145 kW) and 165 lb⋅ft (224 N⋅m) in 1998. It was developed for the Ford Contour and also used in the Ford Mondeo and others. The Duratec 25 is a 2.5 L (2544 cc) 60° V6 and was introduced in 1994. The Jaguar AJ-V6 engine is similar but adds variable valve timing. The primary engineering input came from Porsche, who was developing a similar V6 before selling the engineering to Ford, and Cosworth, who helped with cylinder head manufacturing. The Ford Duratec V6, is an aluminum DOHC V6 engine with a 60° bank angle introduced in 1993 with the Ford Mondeo. Although the SVT Focus won't dust a Corvette's nose at a stoplight launch, it should drop the Focus ZX3's 0-to-60-mph run of 8.7 seconds into the seven-second range.Ford Cyclone engine (Upper size: Duratec 35)įord EcoBoost engine (Mazda MZI 35, Mazda GY) There are also beefier half-shafts and uprights to handle the extra power. Rather than use the standard five-speed unit - the predictable move - SVT opted for a new six-speed manual box made by Getrag. What surprised us most about the SVT Focus was the type of transmission chosen for the job. What's more, 80 percent of peak torque (145 pound-feet) will be available at a low 2000 rpm. SVT has yet to finalize the modified engine's power rating, but our crystal ball says 170 ponies is a good wager. The pistons are new, too, and they bump the compression ratio from 9.6:1 to 10.2:1 that and stronger connecting rods result in a lofty 7500-rpm redline. Expelling the air is the job of new exhaust headers and a high-flow catalytic converter. Chief among the tweaks are variable intake camshaft timing and a two-stage intake manifold that allows optimal airflow at both low and high engine speeds. Although the displacement remains the same at 2.0 liters, the SVT folks modified numerous pieces to increase engine airflow while preserving low-end torque. The engine is a thoroughly massaged revision of the 130-hp, 2.0-liter Zetec four-cylinder. The body stuff works, looking quite aggressive but tasteful, too. And if SVT can get the front office to go along with a hoped-for price of $18,500, this car could set a bang-for-the-buck record. Judging by our brief look-see of the SVT Focus that you see on this page, we are not lamenting the absence of a turbo under the hood. As for the turbocharged Focus R concept car, it remains just that - a concept. It won't be a turbo, but it will have substantial performance upgrades. There will be an SVT Focus in showrooms by the end of this year. We also predicted that another souped-up Focus, possibly dubbed the Focus GT, would likely show up with a non-turbo 160-hp version of the stock car's 130-hp four-cylinder engine. That hole was created by Ford when it handed the SVT Contour its walking papers. In late 1999, the year the compact Ford Focus was introduced, we tested a concept vehicle - the turbocharged 220-hp Focus R - and fearlessly predicted it would soon fill a hole in the lineup of hot cars turned out by Ford's Special Vehicle Team (SVT).
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