Engine specifications (Focus Turnier 1)

The Focus is powered by four petrol engines with four-valve technology, with displacements ranging from 1.4 to 2.0 litres. The power range extends from 55 kW/75 hp to 96 kW/130 hp. In combination with the 5-speed manual IB5 gearbox, all petrol engines meet the D4 standard. The range is completed by two turbocharged direct injection diesel engines with a displacement of 1.8 litres. Both diesel engines meet the D3 standard.

1.4 l 16 V Zetec-SE - displacement 1388 cm³, power 55 kW (75 hp)

The smallest Focus engine debuted as the 1.4-litre Zetec-SE in the Fiesta back in 1996. In order to provide torque in the lower and mid-range, the Focus's four-cylinder lightweight engine was given a "power diet" from 66 kW (90 hp) to 55 kW (75 hp). With success: the torque increase was around 25%, to 123 Nm at 3,500 rpm. In addition, the smallest Zetec-SE in the Focus works with a higher compression ratio than in the Fiesta, while it directs the fresh fuel-air mixture through a redesigned intake tract into the combustion chambers. The valve timing and electronic engine management were also supported by design measures. The result: improved response characteristics and increased "elasticity" of the engine.

1.6 l 16 V Zetec-SE - displacement 1596 cm³, power 74 kW (100 hp)

The 1.6-litre Zetec-SE is a new development, being used for the first time in the Focus. The lightweight metal unit delivers high torque figures. The increased displacement is also the result of an increased ratio between the piston stroke and the cylinder diameter. The 1.6-litre Zetec-SE produces its maximum power (74 kW, 100 hp) at 6,000 rpm, and its maximum torque (145 Nm) at 4,000 rpm.

1.8 l 16 V Zetec-E - displacement 1796 cm³, power 85 kW (115 hp)

The Zetec-E with a displacement of 1.8 litres achieves its maximum output of 85 kW (115 hp) already at 5,500 rpm. The torque curve – thanks to the new design of the intake ducts – is extremely flat: around 80% of the maximum torque is available across the entire speed range (160 Nm at 4,400 rpm). Instead of the cast aluminium main bearing bridge in the Zetec-SE engines, an automotive ladder frame between the crankcase and oil pan stabilises the grey cast iron blocks in the Zetec-E variants. This frame also increases comfort by reducing vibrations and noise.

2.0 l 16 V Zetec-E - displacement 1988 cm³, power 96 kW (130 hp)

When designing the 2.0 litre Zetec-E, the goal was not so much maximum power as a balanced relationship between power, torque and good vibration characteristics. The increase in displacement from 1.8 to 2.0 litres allowed the cylinder diameter to be increased - the crankshaft and connecting rods were taken unchanged from the 1.8 litre Zetec-E. At 5,500 rpm, the 2.0 litre version develops 96 kW (130 hp). The Zetec-E 2.0 litre distributes a good 80% of its maximum torque (178 Nm at 4,500 rpm) across the entire rev range.

Endura 1.8L Turbo Diesel Engine - 1753cc, 55kW (75hp)

Since 2000, the Focus has offered the choice of a turbocharged diesel engine, the Endura, with a displacement of 1.8 liters and an output of 55 kW (75 hp). In its basic design, it is identical to its more powerful brother, right down to the last detail. But it lacks the corresponding engine management that converts its cooled air into the corresponding power: the small direct-injection engine shines not so much with pure power as with a stable torque curve. At a moderate 1,800 rpm, 175 Nm are transmitted to the flywheel. Over a wide range of speeds, the torque curve remains stable, stable enough to travel smoothly from A to B without changing gear and to be able to overtake without any problems.

Endura-DI 1.8L Turbo Diesel Engine - 1753cc, 66kW (90hp)

Ford has installed the Endura DI turbocharged diesel engine with direct injection under the bonnet of a passenger car for the first time. With an intercooler, the engine develops 66 kW (90 hp) at 4,000 rpm. With a maximum torque of 200 Nm at 2,000 rpm, it already signals on paper a powerful readiness for traction. Changes in the composition of the fuel-air mixture are controlled by a camshaft in the cylinder head, the correct injection point and the appropriate dosage of DI turbodiesel are provided by a single-plunger distributor injection pump. Multi-channel injectors ensure the preparation of the working mixture, with mixing of the injection point, directly in the combustion chambers of the pistons.