2002 SVT Ford Focus Road Test Review

All at once, manufacturers have answered our call for higher performance compact machines. The Subaru WRX, Nissan SE-R Spec V and Mazda MP3 are examples of automakers hearing the wants of its young customers and delivering the goods. Still, no domestic manufacturer has ponied up a winner in the sport compact segment thus far.

This is about to change. The SVT Focus, which should hit showrooms in February, not only has what it takes to compete, but it just may have the hardware to shoot past the benchmarks.

Suspension
"Due to the ZX3's excellent chassis and suspension design," says Andy Slankard, SVT Focus program manager, "we didn't have to make any major changes--just some tuning to give us extra control, agility and precision." Spring rate is increased 10 percent in the front and 20 percent in the rear. To offset the stiffer springs, SVT engineers increased the amount of low-speed rebound damping and decreased high-speed damping for better ride quality. For a more neutral demeanor, rear anti-roll bar diameter was increased by 1mm.

The roads around Detroit are as smooth as Manuel Noriega's face, giving SVT engineers a natural testing facility. Pushing hard over stretches that would make most lowered compacts shed their lug nuts in fear, the SVT Focus, even with 17-inch wheels and low-profile tires, never bottoms out or loses its composure.

Would that excellent ride translate to sharp handling manners? Absolutely.

On Ford's test track, by the time you reach the limits of adhesion, you are going deceivingly fast, the car's mellow demeanor damping usual indications of high speed. The car is easily pointed with drop-throttle or trail braking, to a set point beyond which the car won't rotate. Much of this grip is courtesy of the excellent ContiSportContact tires SVT has fitted to the car. They measure 215mm wide and are wrapped around five-spoke, 17-inch, heavy--but strong--wheels.

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 performance car with such balance, and easily solved by the aftermarket.

Where the SVT Focus clearly has an advantage over segment competitors is stopping power. Seventeen-inch wheels allow room for huge 11.8-inch vented rotors in the front and 11-inch solid discs in the rear. The binders are the same as on the ZX3, just moved outwards using a steering knuckle specific to the SVT Focus. Big clamping force combined with four-channel ABS and sticky tires give good feel, and when stomped on, serious stopping performance.

Engine
According to SVT, its Focus 2.0 Zetec engine is the most technologically advanced engine it has ever produced. Working with Cosworth, accomplished wizards of small-displacement, high-horsepower engines from years of rally, F1 and general racing experience, SVT has given the 2.0-liter a fat, useable powerband.

SVT uses VCT, or variable cam timing, on the intake cam and a dual-stage intake manifold to greatly increase torque at low rpm. Below 6000 rpm, the intake charge is directed through the longest runner length possible. Above 6000 rpm, the lower half of the runners pivot, giving the charge an almost direct shot into the intake ports. The ZX3 exhaust manifold features a close-coupled cat, which is effective in attaining low emissions figures, but chokes performance. SVT placed both converters under the car, allowing for a tuned 4-2-1 stainless-steel header.

Under stress, ZX3 connecting rods are known to shatter like plastic champagne glasses, which is why they were replaced with forged steel units. Lightweight, cast-aluminum pistons bump compression from 9.6:1 to 10.2:1. SVT used a completely new casting with noticeably larger intake ports. Intake valves are 1.5mm larger than those in a standard Zetec. Intake and exhaust springs were made stiffer by 27 and 19 percent respectively, allowing the SVT valvetrain to safely spin to 7200 rpm rather than the standard 6750. All of the engineers' efforts are worth an increase of 40 hp and 10 lb-ft of torque.

Exclusive to the SVT Focus is a dual-mass flywheel, which is divided into two sections, one bolted to the crank and the second to the pressure plate. A dual mass flywheel might do wonders for NVH and in controlling driveline lash, but its heavier weight makes throttle response a bit muted. Drag racers will also have a beef with this mechanism because it denies quick shifting. It makes for very smooth engagement when operated normally, but row it hard and clutch engagement is jerky.

Behind the Wheel
My first few hours of quality time with the SVT Focus in and around beautiful Detroit can be summed up as crappy roads filled with crappy drivers, in crappy weather, in a darn good car.

Turns out these Cosworth and SVT guys know a thing or two about making an engine work. With 85 percent 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 and or exhaust noise, especially at high 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 six-speed, the very same model that'll appear in the Mini Cooper S. With a twin-layshaft design, the six-speed is the same size as the standard ZX3 five-speed, and includes beefier axles and larger CV joints. Noticeably absent from the Getrag is a limited-slip differential. Still, the SVT Focus, with large, sticky tires and soft spring rates, does an decent job of applying all 170 hp to the pavement. According to SVT insiders, Jackson Racing was given help in developing a supercharger kit for the car; bolt this on, however, and you'll peg leg burnout like a 16-second Civic.

Across the Atlantic, Ford Europe will see very much the same car, with minor changes to the interior and exhaust calibration. SVT has added unique front and rear fascias, fog lights, rocker panel moldings and a hatch-top spoiler.

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 SVT Focus. Only the original layout remains. Well-bolstered, supportive seats feature manual lumbar control, a rotary recliner mechanism, and on the driver's side, power up/down adjustment. Black leather trim stitched tight on the bolsters and headrest continues to the rear seats and door inserts. The instrument cluster features "titanium faced" gauges with an electroluminescent cluster, and coin storage has been replaced with oil pressure and temperature gauges.

The model we sampled also had the $675 six-disc Audiophile stereo system. Of all the upscale systems, including the Spec V's Rockford Fosgate and the MP3's Kenwood, this system by Visteon sounds the best. Clarity is awesome and there's plenty of bass on tap. Though it doesn't light up like a fireworks display, which seems to be a big selling point in aftermarket decks, the stereo's ease of use is paramount. Fingertip controls on the steering wheel are intuitive, and kept my fingers busy enough to keep them out of my nose.

With a price tag under 18 large, Ford hopes to capitalize on the car's high value per dollar. Look out Nissan and Honda, the sun has risen in the West .