Right a few of us have been having an argument between focus Engines. The normal 2.0 focus engine and the ST170 Focus Engine. In as much detail as you like, what are the differences? Because an engine tuner over here says its just the Inlet is different, ie all the rods pistons etc are the same!?!?

 

Anyone?

 

Out of interest who was the tuner, most over here talk bollocks. I remember taking an RS Turbo to one to be setup and he made a bollocks of it, the car was cutting out when it came on boost.

As for zetec engines, would think its probably same bottom end internals, the head would most likely be different on the two engines, the same way a xr3i head is different from an rs turbo head,

 

He said the head etc was all the same...

This guy tho I have a lot of respect for as ive only ever heard good things about him, was going to take my car to him to get set up. Steven Gault is his name.

 

is that the guy at newtownards, near the car assessories place? If so that was him! Cause that name sounds familar. I took it to triple 7 rolling road and he should us the faults, timing was out, car was massively over fueling, boost was set to 14psi on an unchipped car!

What I would say about aidan at triple 7 was every fault he picked out that day has came true.

Thing to remember is some people only know how to tune certain cars or specialise should we say in certain models so if s.gault was the same person that done mine he may know loads about pugs etc..

If you have a cossie, pay for the boat and go see stu at msd, I reckon. If my nephew every gives me mine back thats where its going.

 

He's talking shit mate



The ST engine features a combination of performance engine technologies cleverly packaged under the bonnet. Central to these is the ST's approach to delivering stronger power and torque outputs when needed most by the driver:


New, high-flow aluminium cylinder head with larger inlet valves and higher-lift intake and exhaust camshafts for higher peak rpm levels;
Continuously variable intake valve timing;
High compression, cast-aluminium pistons and forged steel connecting rods
Dual mass flywheel;
New dual stage intake (DSI) manifold, using long runners for low-end torque and shorter runners for higher peak power outputs;
Larger bore free-flowing stainless steel exhaust system, tuned for enhanced performance sound.

To develop the Focus ST170 powerplant, Ford engineers provided a number of engineering enhancements, including improved gas flow characteristics, higher rev capability, combustion efficiency and a higher compression ratio.

Duratec ST's new aluminium cylinder head features enlarged intake ports to increase its flow potential. It is fitted with larger intake valves (33.5mm) to further increase Duratec ST's free-breathing character. Stiffer springs on both the intake and exhaust valves help to facilitate a higher redline. Focus ST170 has an indicated red line of 7200 rpm on the tachometer for continuous operation and rev-limiter intervention beginning at 7400 rpm.

Duratec ST's new dual-stage intake manifold provides additional technology to enhance power and torque. At lower engine speeds up to 6000 rpm, the intake configures itself to enhance the torque characteristics that are central to the ST170 driving character.

Above 6000 rpm it reverts to a higher-power-output configuration.

Constructed of composites, the intake manifold features four tuned runners that can be adjusted in length. In its closed position, for maximum torque, intake air entering the plenum is directed through long runners. At higher speeds, the runners are rotated into an open position, directing intake air immediately into the intake port. This is power configuration at the top end of the rev range.

Duratec ST also features a low-loss air filter to further enhance its breathing flow.

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 ST170's Euro Stage IV emissions capability.

Variable valve timing technology (VVT) 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.

Duratec's intake camshaft is equipped with an electro-mechanical control mechanism that allows the cam's 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, Ford engineers were able to position the catalyst unit (incorporating premium metallic elements), approximately 900mm 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 65mm.

Despite its performance characteristics and the lack of a close-coupled catalyst, the new Focus ST170 retains its Euro Stage IV emissions performance, to comfortably exceed ADR requirements.

Ford's engineers used the production 2.0-litre Zetec engine as the foundation for the Duratec ST performance version. Its cast-iron block provided the ideal strength, rigidity and durability necessary for higher output.

Robust elements were incorporated in Duratec ST's top end to reflect the additional performance demands being placed on the engine. These include stronger, lightweight, cast aluminium pistons with larger, 20mm wrist pins and robust, sinter-forged connecting rods.

 

If its true that Steven Gault was wrong, its the first time ive seen it happen, that guy is a fucking legend

 

I agree, Steven definatly knows his stuff...

 

No I remember who steven gault is now, he is based around the north west area of the country iirc. Its def not that joker from ards

 

Ards I wouldnt go to anyone from there, im from bangor and not a chance i would let someone from inbred ards near my cossie.

 

Seriously, this boy was a joke. You know the massive hill as you head from ards towards belfast, he deduced from going up there in my car that the turbo was knackered cause it didnt go up the steep hill the way it should