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 that's atypical of DOHC fours, particularly as far as torque is concerned. It's just a very potent, responsive engine and a very smooth powertrain."  We have heard times of 15.40 @ 93mph in the quarter mile.

Coletti's 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,

 The intake camshaft is equipped with an electro-mechanical control mechanism, which allows the cam's 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 engine's 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 ZX3's 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 also 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 a tuned 4-into-2-into-1 tubular header. Engine calibration retards the spark during cold starts, which quickly heats the catalyst for a clean exhaust.

But it also 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 a tuned 4-into-2-into-1 tubular header. 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.

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.

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 unit's 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 ZX3's 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 Focus's power output.