Engine Specifications

Focus is powered by four petrol engines with four-valve technology, with a displacement of 1.4 to 2.0 liters. The power range extends from 55 kW/75 hp. up to 96 kW/130 hp Combined with the IB5 5-speed manual transmission, all petrol engines comply with the D4 standard. The range is complemented by two turbocharged direct injection diesel engines with a displacement of 1.8 liters. Both diesel engines fulfill the requirements of the D3 standard.

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

The smallest Focus engine debuted as a 1.4L. Zetec-SE was still in the Fiesta in 1996. In favor of offering torque in the low and mid-range revs, the four-cylinder light metal engine in the Focus was prescribed «power diet* from 66 kW (90 HP) up to 55 kW (75 HP). With success: an increase in torque brought about 25% and amounted to 123 Nm at 3500 rpm. In addition, the smallest Zetec-SE in the Focus runs at a higher compression ratio than the Fiesta, while directing a fresh air-fuel mixture through a redesigned intake tract into the combustion chambers. Valve timing and electronic engine management were also supported by design measures. The result: improved actuation characteristics and increased «elasticity» engine.

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

Zetec-SE with a displacement of 1.6 liters is a new development, which is used for the first time in the Focus. The light metal unit is characterized by high torque. In addition, the increase in displacement was the result of an increased ratio between piston stroke and cylinder bore. Max Power Zetec-SE 1.6L (74 kW, 100 HP) achieved at 6000 rpm, maximum torque (145 Nm) at 4000 rpm.

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

Zetec-E with a displacement of 1.8 liters reaches a maximum power of 85 kW (115 HP) already at 5500 rpm. The torque curve - thanks to the new design of the intake paths - runs extremely smoothly: approx. 80% of the maximum torque is available over the entire speed range (160 Nm at 4400 rpm). Instead of a cast aluminum main bearing bridge in the Zetec-SE engines, an automotive ladder frame between the crankcase and oil pan stabilizes the gray cast iron blocks in the Zetec-E variants. In addition, said frame increases comfort by reducing vibration and noise.

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

When designing the 2.0L displacement Zetec-E, the goal was not so much maximum power, but a balance between power, torque and good vibration characteristics. An increase in displacement from 1.8 to 2.0 liters made it possible to increase the cylinder diameter - the crankshaft and connecting rods were taken unchanged from Zetec-E 1.8 liters. At 5500 rpm, the 2.0 liter version develops 96 kW of power (130 HP). A good 80% of maximum torque (178 Nm at 4500 rpm) Zetec-E 2.0L distributes over the entire rpm range.

1.8L Endura turbocharged diesel engine - displacement 1753 cc³, power 55kW (75 HP)

Since 2000, Focus has offered a choice of 1.8L Endura turbocharged diesel engine with 55kW (75 HP). In terms of basic design, it is equal to its more powerful brother down to the details. But it doesn't have the proper engine management that converts its chilled air into the right amount of power: the small direct-injection engine shines not so much with pure power as with a steady torque curve. At moderate 1800 rpm, I75 Nm is transmitted to the flywheel. Over a wide range of revs, the torque curve remains steady, steady enough to travel smoothly from point A to point B without changing gear and be able to easily overtake.

1.8L Endura-DI turbo diesel engine - displacement 1753 cc³, power 66kW (90 HP)

For the first time, Ford installed an Endura DI turbocharged diesel engine with direct injection under the hood of a passenger car. With an aftercooler, the engine develops a power of 66 kW (90 HP) at 4000 rpm. With a maximum torque of 200 Nm at 2000 rpm, it signals on paper a powerful readiness for traction. Changes in the composition of the air-fuel mixture are controlled by a camshaft in the cylinder head, the correct injection timing and the appropriate dosage of the DI turbodiesel are ensured by a single-plunger injection distribution pump. Multi-channel nozzles provide the preparation of the working mixture, with mixing of the injection moment, directly in the combustion chambers of the pistons.