Sport Compact Car Feb 2002, Volume 14, No.02
By: Jared Holstein * Edited by zzzzzer *
"Turns out these Cosworth and SVT guys know a thing or two about making an engine work."
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The SVT Focus...not only has what it takes to compete, but it just may have the hardware to shoot past the benchmarks.
"Due to the ZX3's excellent chassis and suspension design," says Andy Slankard, SVT Focus (SVTF) program manager, "we didn't have to make any major changes - just some tuning to give us extra control, agility, and precision."
Pushing hard over stretches that would make most lowered compacts shed their lug nuts in fear, the SVTF, even with 17-inch wheels and low-profile tires, never bottoms out or loses its composure.
Would that translate to sharp handling manners? Absolutely.
The car's lofty ride height, which is identical to the ZX3 for crash test reasons, inherently makes the Focus feel a bit tipsy. This is out of character for a performacne care with such balance, and easily solved by the aftermarket.
Where the SVTF clearly has an advantage over segment competitors is stopping power. 17-inch wheels allow room for huge 11.8-inch vented rotors in the front and 11-inch solid discs in the rear...Serious stopping peformance.
According to SVT, its Focus 2.0 Zetec engine is the most technologically advanced engine it has ever produced. Working with Cosworth...SVT has given the 2.0-liter a fat, useable powerband.
Under stress ZX3 connecting rods are known to shatter like plastic champagne glasses, which is why they were replaced with forged steel units...SVT used a completely new casting with noticeably larger intake ports.
Exclusive to the SVTF is a dual-mass flywheel, which is divided into 2 sections, one bolted to the crank and the second to the pressure plate...but its heavier weight makes throttle response a bit muted. Drag racers will also have a beef with this mechanism b/c it denies quick shifting. It makes for a smooth engagement when operated normally, but row it hard and clutch engagement is jerky.
Turns out these Cosworth and SVT guys know a thing or two about making an engine work. With 85% of peak torque available from 2200 rpm, the engine feels larger than it is. Then the dual-stage manifold does its thing and the party continues with good high-rpm pull. A dislike? We would like more intake or exhaust noise, especially at higher rpm, which would help better place revs during heel-and-toe throttle blips.
Considering the competition - RSX and SE-R Spec V - it's no surprise SVT equipped the car with a Getrag 6-speed, the very same model that'll appear in the Mini Cooper S.
The car looks good, drawing stares from Dale Earnhardt-stickered Monte Carlo drivers and Bimmer pilots alike.
SVT engineers should also be commended for the transformation of the Playschool-esque ZX3 interior to a more mature, upscale feel on the SVTF. The instrument cluster features "titanium faced" gauges.
The model we sampled also had the $675 six-disc Audiophile stereo stystem. Of all the upscale systems, including the (Nissan Sentra) Spec V's Rockford Fosgate and the (Mazda Protege) MP3's Kenwood, this system by Visteon sounds the best.
Ford hopes to capitalize on the car's high value per dollar. Look out Nissan and Honda, the sun has risen in the West.
2002 SVTF NUMBERS:
HP: 170 @ 7000 rpm
Torque: 145 @ 5500 rpm
Compression Ratio: 10.2:1
Redline: 7200 rpm
Weight: 2,750 lbs
By: Jared Holstein * Edited by zzzzzer *
"Turns out these Cosworth and SVT guys know a thing or two about making an engine work."
------------------------------------------
The SVT Focus...not only has what it takes to compete, but it just may have the hardware to shoot past the benchmarks.
"Due to the ZX3's excellent chassis and suspension design," says Andy Slankard, SVT Focus (SVTF) program manager, "we didn't have to make any major changes - just some tuning to give us extra control, agility, and precision."
Pushing hard over stretches that would make most lowered compacts shed their lug nuts in fear, the SVTF, even with 17-inch wheels and low-profile tires, never bottoms out or loses its composure.
Would that translate to sharp handling manners? Absolutely.
The car's lofty ride height, which is identical to the ZX3 for crash test reasons, inherently makes the Focus feel a bit tipsy. This is out of character for a performacne care with such balance, and easily solved by the aftermarket.
Where the SVTF clearly has an advantage over segment competitors is stopping power. 17-inch wheels allow room for huge 11.8-inch vented rotors in the front and 11-inch solid discs in the rear...Serious stopping peformance.
According to SVT, its Focus 2.0 Zetec engine is the most technologically advanced engine it has ever produced. Working with Cosworth...SVT has given the 2.0-liter a fat, useable powerband.
Under stress ZX3 connecting rods are known to shatter like plastic champagne glasses, which is why they were replaced with forged steel units...SVT used a completely new casting with noticeably larger intake ports.
Exclusive to the SVTF is a dual-mass flywheel, which is divided into 2 sections, one bolted to the crank and the second to the pressure plate...but its heavier weight makes throttle response a bit muted. Drag racers will also have a beef with this mechanism b/c it denies quick shifting. It makes for a smooth engagement when operated normally, but row it hard and clutch engagement is jerky.
Turns out these Cosworth and SVT guys know a thing or two about making an engine work. With 85% of peak torque available from 2200 rpm, the engine feels larger than it is. Then the dual-stage manifold does its thing and the party continues with good high-rpm pull. A dislike? We would like more intake or exhaust noise, especially at higher rpm, which would help better place revs during heel-and-toe throttle blips.
Considering the competition - RSX and SE-R Spec V - it's no surprise SVT equipped the car with a Getrag 6-speed, the very same model that'll appear in the Mini Cooper S.
The car looks good, drawing stares from Dale Earnhardt-stickered Monte Carlo drivers and Bimmer pilots alike.
SVT engineers should also be commended for the transformation of the Playschool-esque ZX3 interior to a more mature, upscale feel on the SVTF. The instrument cluster features "titanium faced" gauges.
The model we sampled also had the $675 six-disc Audiophile stereo stystem. Of all the upscale systems, including the (Nissan Sentra) Spec V's Rockford Fosgate and the (Mazda Protege) MP3's Kenwood, this system by Visteon sounds the best.
Ford hopes to capitalize on the car's high value per dollar. Look out Nissan and Honda, the sun has risen in the West.
2002 SVTF NUMBERS:
HP: 170 @ 7000 rpm
Torque: 145 @ 5500 rpm
Compression Ratio: 10.2:1
Redline: 7200 rpm
Weight: 2,750 lbs
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