diff between st170 and 2ltr zetec
24-09-2004, 10:31 PM
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ST is not a duratec. No Focus at the moment is fitted with a propper one.
Duratec has inlet on the front exhaust at the back.
Its just a rocker cover swap.
And no, the RS is still a Zetec as well.
Duratec has inlet on the front exhaust at the back.
Its just a rocker cover swap.
And no, the RS is still a Zetec as well.
24-09-2004, 10:38 PM
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The zetec is no longer made anymore i thought. The Duratec in my old man's ST170 certainly looks like a different casting to the zetec.
I thought the ST170 ran variable timing and different valve size to the 2.0 l and had no carry over parts from the zetec.
I thought the ST170 ran variable timing and different valve size to the 2.0 l and had no carry over parts from the zetec.
24-09-2004, 11:22 PM
#7
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Originally Posted by Moose 130
ST is not a duratec. No Focus at the moment is fitted with a propper one.
Duratec has inlet on the front exhaust at the back.
Its just a rocker cover swap.
And no, the RS is still a Zetec as well.
Duratec has inlet on the front exhaust at the back.
Its just a rocker cover swap.
And no, the RS is still a Zetec as well.
alloy block, much lighter than zetec (i think 70kg was mentioned somewhere)
see dunnell/minster/raceline/burton websites/catalogues for further information!
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24-09-2004, 11:29 PM
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Originally Posted by vx220
Originally Posted by Moose 130
ST is not a duratec. No Focus at the moment is fitted with a propper one.
Duratec has inlet on the front exhaust at the back.
Its just a rocker cover swap.
And no, the RS is still a Zetec as well.
Duratec has inlet on the front exhaust at the back.
Its just a rocker cover swap.
And no, the RS is still a Zetec as well.
25-09-2004, 06:14 AM
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check the "fast ford"
I got an ST170 and I just checked and inlet's at the back (very nice car though)
New mondeo duratec, notice inlet at front exhaust at rear.
ST170 engine notice inlet at the back and exhaust at the front. Also note the RS has exhaust at the front so its a zetec.
all this was covered in a previous post
https://passionford.com/forum/viewto...hlight=duratec
You can read it all there so that we don't have to go through it again.
25-09-2004, 03:31 PM
#11
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Fastford now fuk all!! when will people wake up and smell the roses...
They have NO permement staff, it's all done by freelance, and most of them don't have the first clue about the difference between a ford and a Vaux engine, let alone an ST and a standerd Zetec!! All they will have done is put Duratec in a search engine and cut n paste the data!!
The ST Duratec is simply a Renamed Zetec,standard Zetec block, with different pistons (increased Compression) the head is a different casting, it has enlarged ports, with bigger valves, it has as I already mentioned VVt, the cam profile is therfore different to the standard Zetec aswell, there is a long list of differences between the standard 2ltr Zetec and the ST, hence the increase of 30 odd bhp, but in essance they are both Zetec, and bear no relation to the NEW Duratec Engine!!
They have NO permement staff, it's all done by freelance, and most of them don't have the first clue about the difference between a ford and a Vaux engine, let alone an ST and a standerd Zetec!! All they will have done is put Duratec in a search engine and cut n paste the data!!
The ST Duratec is simply a Renamed Zetec,standard Zetec block, with different pistons (increased Compression) the head is a different casting, it has enlarged ports, with bigger valves, it has as I already mentioned VVt, the cam profile is therfore different to the standard Zetec aswell, there is a long list of differences between the standard 2ltr Zetec and the ST, hence the increase of 30 odd bhp, but in essance they are both Zetec, and bear no relation to the NEW Duratec Engine!!
IMO, Performance ford is 
25-09-2004, 06:46 PM
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ST170 has steel rods, high comp pistons, VCT, solid lifters, big port head, bigger valves. Its a Series 3 (Zetec R) block, as opposed to "Zetec E".
Just call me a spotter 
The 170PS 2.0-litre Duratec ST engine has been developed from the standard 130PS 2.0-litre Ford Focus (Zetec)engine with several new features, including:
ˇ New, high-flow aluminium cylinder head with larger inlet valves and higher lift intake and exhaust camshafts for higher peak rpm levels
ˇ Continuously variable intake valve timing
ˇ High compression, cast-aluminium pistons and forged steel connecting rods
ˇ Dual mass flywheel
ˇ New dual state intake (DSI) manifold, using long runners for low-end torque and shorter runners for higher peak power outputs
ˇ Larger bore free-flowing stainless steel exhaust system, tuned for enhanced performance sound.
Duratec STs new aluminium cylinder head features enlarged intake ports to increase its flow potential. It is fitted with larger intake valves (33.5 mm) to further Duratec STs free-breathing character. Stiffer springs on both the intake and exhaust valves help to facilitate a higher red-line. Focus ST170 has an indicated red line of 7,200 rpm on the tachometer and rev-limiter intervention beginning at 7,350 rpm.
Fuel is delivered to the cylinders via an electronically controlled, high-output fuel pump. With precise electronic control of the fuel delivery to the injectors, no return fuel loop is required. The system contributes to ST170s Euro Stage IV emissions capability.
Variable valve timing technology gives Duratec ST combustion efficiency that eliminates the need for a close-coupled catalyst in the exhaust system. This enhances its flow characteristics and performance capabilities further.
Duratecs intake camshaft is equipped with an electro-mechanical control mechanism that allows the cams maximum opening point, relative to crankshaft degrees, to be varied between 85 and 145 degrees after top dead centre. Variability is calibrated according to engine speed, load and operating temperature. It is accomplished by changing oil pressure on either side of a piston in a helix between the cam and its drive pulley.
On cold start-up, VVT helps to provide a precise combustion calibration that facilitates quick light up of the underbody exhaust catalyst before adjusting to a profile for high combustion efficiency. As a result, SVE could position the catalyst unit incorporating premium metallic elements approximately 900 mm away from the cylinder head face to give Duratec ST its free exhaust flow with reduced back pressure. A second catalyst unit is located downstream in the exhaust.
The exhaust system is constructed entirely of stainless steel, tuned for its throaty performance sound. Its exhaust manifold, cleverly designed for package efficiency in the Focus engine bay, is created of equal-length tubular headers in a four-to-two-to-one configuration. The design combines the first and fourth cylinder exhaust tubes and the second and third cylinder exhausts, respectively, before the resultant two pipes are combined into one to enter the catalyst. The exhaust pipe diameter is 65 mm.
Robust elements were incorporated in Duratec STs top end to reflect the additional performance demands being placed on the engine. These include stronger, lightweight, cast aluminium pistons with larger, 20 mm wrist pins and robust, sinter-forged connecting rods.
ˇ New, high-flow aluminium cylinder head with larger inlet valves and higher lift intake and exhaust camshafts for higher peak rpm levels
ˇ Continuously variable intake valve timing
ˇ High compression, cast-aluminium pistons and forged steel connecting rods
ˇ Dual mass flywheel
ˇ New dual state intake (DSI) manifold, using long runners for low-end torque and shorter runners for higher peak power outputs
ˇ Larger bore free-flowing stainless steel exhaust system, tuned for enhanced performance sound.
Duratec STs new aluminium cylinder head features enlarged intake ports to increase its flow potential. It is fitted with larger intake valves (33.5 mm) to further Duratec STs free-breathing character. Stiffer springs on both the intake and exhaust valves help to facilitate a higher red-line. Focus ST170 has an indicated red line of 7,200 rpm on the tachometer and rev-limiter intervention beginning at 7,350 rpm.
Fuel is delivered to the cylinders via an electronically controlled, high-output fuel pump. With precise electronic control of the fuel delivery to the injectors, no return fuel loop is required. The system contributes to ST170s Euro Stage IV emissions capability.
Variable valve timing technology gives Duratec ST combustion efficiency that eliminates the need for a close-coupled catalyst in the exhaust system. This enhances its flow characteristics and performance capabilities further.
Duratecs intake camshaft is equipped with an electro-mechanical control mechanism that allows the cams maximum opening point, relative to crankshaft degrees, to be varied between 85 and 145 degrees after top dead centre. Variability is calibrated according to engine speed, load and operating temperature. It is accomplished by changing oil pressure on either side of a piston in a helix between the cam and its drive pulley.
On cold start-up, VVT helps to provide a precise combustion calibration that facilitates quick light up of the underbody exhaust catalyst before adjusting to a profile for high combustion efficiency. As a result, SVE could position the catalyst unit incorporating premium metallic elements approximately 900 mm away from the cylinder head face to give Duratec ST its free exhaust flow with reduced back pressure. A second catalyst unit is located downstream in the exhaust.
The exhaust system is constructed entirely of stainless steel, tuned for its throaty performance sound. Its exhaust manifold, cleverly designed for package efficiency in the Focus engine bay, is created of equal-length tubular headers in a four-to-two-to-one configuration. The design combines the first and fourth cylinder exhaust tubes and the second and third cylinder exhausts, respectively, before the resultant two pipes are combined into one to enter the catalyst. The exhaust pipe diameter is 65 mm.
Robust elements were incorporated in Duratec STs top end to reflect the additional performance demands being placed on the engine. These include stronger, lightweight, cast aluminium pistons with larger, 20 mm wrist pins and robust, sinter-forged connecting rods.
26-09-2004, 01:55 PM
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There are slight differences with the RS/zetec block and the ST170, the ST170 block is taken from the american SVT version, while the RS block is based on the Euro zetec.
But yeah basically they are the same and nothing to do with the duratec engine design, Fast ford must know fuck all if they read what the rocker cover says to know the engine
But yeah basically they are the same and nothing to do with the duratec engine design, Fast ford must know fuck all if they read what the rocker cover says to know the engine
26-09-2004, 08:19 PM
#17
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They also have very nice waisted valves too....
Was at Retro Ford early today and Dave had 2 ST170 motors on stands...
They are Zetecs.... which is why he's got them... to put them in Old School motors.. the right way round... ie RWD
Was at Retro Ford early today and Dave had 2 ST170 motors on stands...
They are Zetecs.... which is why he's got them... to put them in Old School motors.. the right way round... ie RWD
26-09-2004, 10:58 PM
#19
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"The SVT Focus engine produces great low-end torque, yet retains high-rpm power;
an unmatched combination in this market."
Andy Slankard, SVT Focus program manager
The heart and soul of the 2002 SVT Focus - its powertrain - represents a technological tour de force for Ford Motor Company and its 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.
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
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."
this is the info on an svt which is the american version of the st170 but almost identical
here is the link
http://www.myfordfocus.com/svt/
an unmatched combination in this market."
Andy Slankard, SVT Focus program manager
The heart and soul of the 2002 SVT Focus - its powertrain - represents a technological tour de force for Ford Motor Company and its 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.
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
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."
this is the info on an svt which is the american version of the st170 but almost identical
here is the link
http://www.myfordfocus.com/svt/
27-09-2004, 01:13 PM
#20
10K+ Poster!!
There are 3 engine types Ford have used in the last few years
Sigma
Zetec
Duratec
Unfotunatly ford use the names like monkeys swing on tyres!
Duratec's are all alloy and are great.
Simga are what most people call zetec;s and are cast blocks with alloy heads, they are cheap and cheerful!
Zetecs are good engines but are expensive.
Alex
Sigma
Zetec
Duratec
Unfotunatly ford use the names like monkeys swing on tyres!
Duratec's are all alloy and are great.
Simga are what most people call zetec;s and are cast blocks with alloy heads, they are cheap and cheerful!
Zetecs are good engines but are expensive.
Alex
27-09-2004, 01:20 PM
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ive got a question, from what i have read the ST inlet is different to the the std 2.0 zetec one i have. Are they interchangble and will it fitin a fiesta bay and give me a performance increase?
27-09-2004, 01:43 PM
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Originally Posted by GTechR
No mate, it's massive in comparison to the fez one, and due to it being dual lenth it wouldn't work with a normal Zetec!!
also are there any parts i can use of the st170 to improve my 2.0 zetec
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