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Ford Focus SVT
The heart and soul of the 2002 SVT Focus - its powertrain - represents a technological tour de force for Ford Motor Company and it's Special Vehicle Team. Variable intake cam timing, a dual-stage intake manifold, tuned tubular headers with an underbody-only catalyst, a dual-mass flywheel, and a six-speed, twin-layshaft transaxle make the 2002 SVT Focus the most technologically advanced vehicle SVT has ever produced.
Focus intake and Focus exhaust valve springs are stiffer by 27 percent and 19 percent, respectively, compared with the Zetec I-4s. That allows the engines redline to rise from 6,750 to 7,200 rpm.
The intake camshaft is equipped with an electro-mechanical control mechanism, which allows the cams maximum opening point, relative to crankshaft degrees, to be varied between 85 and 145 degrees after top-dead-center on the intake stroke. The variability is dependent on engine speed and load, and is accomplished by changing oil pressure on either side of a piston in a helix between the cam and its drive pulley. This is the first application of variable intake cam timing at Ford in North America, and is a significant contributor to the engines remarkable low-end torque.
Engineers could not have achieved their performance targets for the SVT Focus parts without an exhaust system flow that complemented the increased breathing on the intake side.
Tuned tubular headers were the answer, but the Focus ZX3s catalytic converter is located only a short distance from the cylinder head. This position gives the advantage of quick catalyst heat-up times on cold starts a necessity for low emissions levels but it made fitting tuned headers impossible
The SVT Focus is the first front-wheel-drive Ford vehicle in North America equipped with a dual-mass flywheel. This technology divides the mass of the flywheel into two sections. The primary section is bolted to the crankshaft, and the Focus clutch pressure plate is bolted to the secondary section. The two parts are connected by a spring-and-damping system. The springs isolate engine vibrations, and a torque-limiting mechanism allows the primary flywheel section to turn independent of the secondary section. The principal advantage of this system is a reduction of noise and vibration in the powertrain, and it helps prevent potential powertrain damage from torque spikes. It also improves shifter feel, and reduces wear on the synchronizers because of the lower mass applied to the transmission.
The engineering team used this technology to produce power and driveability worthy of the high-performance vehicle SVT had targeted in its planning.
"Typical DOHC four-cylinder engines with four valves per cylinder are great for peak power but not so strong in the low-end torque department," says John Coletti, chief engineer at Ford SVT Engineering. "Our team has made some very interesting modifications that give this engine performance thats atypical of DOHC fours, particularly as far as torque is concerned. Its just a very potent, responsive engine and a very smooth powertrain."
Colettis team for the 2002 SVT Focus powertrain included his SVT engineers and Cosworth Technology. The collaboration has produced a naturally aspirated engine that produces 170 hp at 7,000 rpm and 145 lb.-ft. of torque at 5,500 rpm. The engine has developed 85 percent of its peak torque by the time it reaches 2,200 rpm.
"This low-end, driveable torque will be a real surprise to a lot of people," says Andy Slankard, SVT Focus program manager. "It makes the car very responsive and fun to drive."
SVT 2.0L ZETEC
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The SVT Focus powertrain starts with a 2.0-liter Zetec Ford engine. In standard Focus models it produces 130 hp at 5,300 rpm and 135 lb.-ft. of torque at 4,500 rpm. This engines cast-iron block already has the strength, rigidity and durability necessary for the increased power SVT engineers were developing.
Component changes in the block include new forged-steel connecting rods with 20mm wrist pins and lightweight, cast-aluminum pistons. The new pistons increase compression from the Zetecs 9.6:1 ratio to 10.2:1 in the SVT Focus.
A new casting for the aluminum cylinder head has enlarged intake ports for increased flow. The intake valves measure 33.5mm in diameter, 1.5mm larger than those in a standard Zetec.
Intake and exhaust valve springs are stiffer by 27 percent and 19 percent, respectively, compared with the Zetec I-4s. That allows the engines redline to rise from 6,750 to 7,200 rpm.
The intake camshaft is equipped with an electro-mechanical control mechanism, which allows the cams maximum opening point, relative to crankshaft degrees, to be varied between 85 and 145 degrees after top-dead-center on the intake stroke. The variability is dependent on engine speed and load, and is accomplished by changing oil pressure on either side of a piston in a helix between the cam and its drive pulley. This is the first application of variable intake cam timing at Ford in North America, and is a significant contributor to the engines remarkable low-end torque.
The other significant contributor to low-speed torque is the SVT Focus dual-stage intake manifold, the first application of this technology at Ford. This device is designed to direct the intake air through four long runners below 6,000 rpm. Above 6,000 rpm, the manifold switches position to shorten the runners length, which improves peak power output.
Engineers could not have achieved their performance targets for the SVT Focus without an exhaust system flow that complemented the increased breathing on the intake side.
Tuned tubular headers were the answer, but the Focus ZX3s catalytic converter is located only a short distance from the cylinder head. This position gives the advantage of quick catalyst heat-up times on cold starts a necessity for low emissions levels but it made fitting tuned headers impossible.
SVT engineers were able to reposition the catalyst under the vehicle, far enough downstream in the exhaust system to incorporate tuned 4-into-2-into-1 tubular headers. Engine calibration retards the spark during cold starts, which quickly heats the catalyst for a clean exhaust. The exhaust pipe diameter is enlarged to 58mm, with a 75mm polished chrome exhaust tip.
With this underbody catalyst system, SVT engineers achieved both their performance and emissions targets. The SVT Focus, like its ZX3 Zetec sibling, complies with the national Low Emission Vehicle (LEV) standard.
DUAL-MASS FLYWHEEL
The SVT Focus is the first front-wheel-drive Ford vehicle in North America equipped with a dual-mass flywheel. This technology divides the mass of the flywheel into two sections. The primary section is bolted to the crankshaft, and the clutch pressure plate is bolted to the secondary section. The two parts are connected by a spring-and-damping system. The springs isolate engine vibrations, and a torque-limiting mechanism allows the primary flywheel section to turn independent of the secondary section. The principal advantage of this system is a reduction of noise and vibration in the powertrain, and it helps prevent potential powertrain damage from torque spikes. It also improves shift feel, and reduces wear on the synchronizers because of the lower mass applied to the transmission.
To handle the engines increased torque, the clutch is upgraded with stiffer springs in the pressure plate.
6-SPEED GETRAG TRANSAXLE
With its six-speed manual transaxle from the German manufacturer, Getrag™ the SVT Focus joins the 2000 SVT Mustang Cobra R as the only cars in the Ford line equipped with six-speed gearboxes.
This units innovative design incorporates an input shaft flanked by two layshafts, and each layshaft has its own set of final drive gears. Layshaft #1 carries first, second, fifth and sixth gears, and a 2.88:1 final drive ratio, while layshaft #2 carries third, fourth, reverse, and a 4.25:1 final drive ratio. All six forward gears, plus reverse, are fully synchronized.
This design gives the SVT Focus the performance advantages of a close-ratio, six-speed gearbox in a remarkably compact and lightweight package. Dividing the output shaft into two allows the transaxle to be much shorter than a conventional single shaft six-speed, thus occupying the same space as the ZX3s 5-speed gearbox.
Solid halfshafts with larger constant velocity joints are the final link in the powertrain. They are 13 percent stronger than those on a ZX3, to handle the SVT Focuss power output.
"The great powertrain makes this car exciting and fun," says Coletti. "Around here, the reaction of the people on the team is a pretty fair barometer of how good the vehicle is. Remember, these people work on cars like the Cobra R and theyre all pumped up about the SVT Focus. They love driving this car."
A Subtle Look Of Performance
Andy Slankard, SVT Focus program manager
The 2002 SVT Focus is a prime example of the Ford Special Vehicle Team’s design philosophy, which seeks to subtly emphasize the vehicle’s capabilities.
"The design changes we make tend to be fairly subdued," said Andy Slankard, SVT Focus program manager. "It could be that only enthusiasts will notice them, and that’s OK. As a matter of fact that’s the way we want it. But, where possible, we also want the changes to contribute some benefits in performance functions such as aerodynamics and driver ergonomics."
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Modifications to the SVT Focus exterior include 17-inch, five-spoke wheels, unique front and rear fascias with honeycomb grilles, distinctive rocker moldings, and a small spoiler on the top of the hatch. The result is an understated transformation that enhances the car’s low, wide, road-hugging appearance.
The smoked-glass appearance of the headlights also is unique to the SVT Focus, as is a 75mm chromed exhaust tip tucked into the lower rear fascia. Round, crystalline fog lamps set in the lower front fascia identify this car as part of the SVT family.
SVT Focus exterior color choices for 2002 are Infra-Red, CD Silver, Pitch Black and Sonic Blue, a color unique to the SVT Focus.
The interior also reflects SVT’s design philosophy. The SVT Focus is a car that takes driver ergonomics to a higher level.
"It’s more than what you feel coming through your foot," says Slankard. "It’s everything you see, hear, touch.… When you’re driving, all your senses are involved, and we try to make everything as ‘right’ as possible for the driver. For instance, all the driver’s ‘touch zones’ have received attention, to refine the tactile aspects of driving this car."
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Interior elements unique to the SVT Focus include pedals placed to facilitate heel-and-toe downshifting, metallic covers, and a dead pedal; a black leather-wrapped steering wheel with perforations in the three- and nine-o’clock grip positions; a black leather-wrapped parking brake lever with a satin aluminum release button; and a black leather-wrapped aluminum shift knob.
All seats are trimmed in black leather, and the front seats have added foam pads and frame wires to substantially increase lateral support. The driver seat is six-way adjustable, with a rotary recliner mechanism, manual fore/aft movement, and a power up/down adjustment system. The passenger front seat is four-way adjustable, with recline and fore/aft movement. Both seats feature a manual lumbar control.
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There are two interior color choices to complement the black leather seat bolsters and head restraints. Red or blue cloth is available as an accent in the seat backs, seat cushions and door-trim panels.
The unique SVT Focus seat trim continues into the rear seat as well. The seat is a 60/40 split with folding back, flip-up cushions, as well as left, right and center head restraints.
The SVT lineage also is evident in the instrument cluster. Bold, clean, titanium-faced electro-luminescent gauges include a tachometer and 160mph speedometer. Silver climate control bezels accent the black center stack, and oil temperature and pressure gauges are fitted in place of the ZX3 model’s coin storage compartment.
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The standard audio system features a 60-watt peak power AM/FM stereo radio and single-disc CD player. The optional Audiophile Sound System is powered by a 290-watt peak power AM/FM stereo radio, with upgraded speakers, an eight-inch powered subwoofer, and a six-disc, in-dash CD changer.
Both systems have fingertip controls on the steering column for changing volume, radio stations and CD tracks.
Additional standard equipment includes air conditioning, speed control, remote keyless entry and Ford’s SecuriLock™ passive anti-theft system.
The SVT Focus also is equipped with driver and front passenger side-impact air bags, an engine oil cooler, and a rear hatch cargo net as standard equipment.
In addition to the Audiophile Sound System, two other options are available: a power sunroof, and a Winter Package consisting of traction control, heated seats and an engine block heater.
Control, Agility, Precision... and Awesome Brakes
"The brakes will stop you in a distance that puts it in exotic car territory."
Andy Slankard, SVT Focus program manager
From the time the Ford Focus first appeared in Europe, it received high praise for outstanding driving dynamics. The basis for this performance is a highly rigid platform and a good suspension design, which meant that Ford’s Special Vehicle Team (SVT) engineers had a head start in fine-tuning a package that delivers both outstanding handling and comfort.
"The Focus ZX3 is a fantastic car, which made our job that much easier," said Andy Slankard, SVT Focus program manager. "There’s no mystery about the reasons for its great driving dynamics; it has really well-engineered chassis and suspension systems. We didn’t have to make any major changes - just some tuning to give us the extra control, agility and precision we wanted."
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| The SVT Focus front brake rotor measures 11.8 inches (300 mm) in diameter. With a correspondingly larger caliper, total swept area increases to provide exceptional stopping power. |
There are solid anti-roll bars front and rear, with a diameter of 21mm for both. The front bar is one millimeter larger in diameter than the one on the Focus ZX3. The shock absorbers have been retuned for agile handling, with softened impact harshness and improved roll damping.
The boost curve on the power rack-and-pinion steering system has been retuned to give the driver heightened feel and precision control.
The SVT Focus has standard power four-wheel disc brakes with a four-channel, four-sensor anti-lock system. It is the only North American Focus model available with rear disc brakes and ABS as standard equipment.
The car’s impressive braking capabilities are the result of increased swept area under the 17-inch wheels. The 300mm (11.8 inches) vented front rotors are 42mm (1.65 inches) larger in diameter than those on the ZX3, and have a correspondingly larger single-piston caliper. These brakes are specially made for the SVT Focus, and require a special steering knuckle.
Solid rear rotors measure 280mm (11.0 inches) in diameter and also have single-piston calipers.
The wheels are fitted with Continental 215/45R-17 ContiSportContact tires that provide a high level of grip and directional stability, making the braking system remarkably effective.
"These brakes will stop you so quickly, in such a short distance - it’s territory that is usually reserved for exotic cars," said Slankard. "This car’s stopping power is awesome."
