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That allows the engines redline to rise from 6, to 7, 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 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. 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. Its just a very potent, responsive engine and a very smooth powertrain. The collaboration has produced a naturally aspirated engine that produces hp at 7, rpm and lb. The engine has developed 85 percent of its peak torque by the time it reaches 2, rpm.
SVT 2. The SVT Focus powertrain starts with a 2. In standard Focus models it produces hp at 5, rpm and lb. 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. A new casting for the aluminum cylinder head has enlarged intake ports for increased flow.
The intake valves measure Intake and exhaust valve springs are stiffer by 27 percent and 19 percent, respectively, compared with the Zetec I-4s. 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, rpm. Above 6, 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. SVT engineers were able to reposition the catalyst under the vehicle, far enough downstream in the exhaust system to incorporate tuned 4-intointo-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 primary section is bolted to the crankshaft, and the clutch pressure plate is bolted to the secondary section. 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.
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. 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 love driving this car. But, where possible, we also want the changes to contribute some benefits in performance functions such as aerodynamics and driver ergonomics.
The "open spoke" design showcases the Modifications to the SVT Focus exterior include 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 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.
Automotive Forums. What is the difference in these cars. How does the svt have more power than the zx3. Most of the differences in the motors are internal, though the SVT has a different intake setup. The SVT is around 1" lower, with different spring rates, etc. The rest of the differences are mainly cosmetic; SVT front and rear bumper, as well as side skirts, and a Euro spec interior with some nicer seats. I know that Jackson makes a supercharger kit as well, but I'm pretty sure that it will only work on the ZX3 as the SVT has a different intake setup.
It gets around to to the tires. That mixed with the fact your to dumb to research a car before you buy it shows that your one of those peole that should drive a Yugo, cuz either way you know NOTHING about the car except that the emblem says. Hell even my mom did a lot of research on her car b4 she bought it, and shes in no way a car person.
How did ZX2 make a fool of himself? Seriously though, why would you buy a car without researching anything at all?
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