Description of engine design (Focus Turnier 1)

The Focus is powered by two compact four-cylinder petrol engines in four different power outputs, plus a four-cylinder 1.8-litre diesel engine with two power output stages – both diesel engines are turbocharged on the exhaust gases and have direct injection. All engines in the Focus are equally compliant with the EEC-96/D3/D4 emissions standard and other, more subjective criteria regarding fuel consumption, quietness, elasticity and power delivery required of modern engines.

Focus - 2000 release	Working volume, cm³	Power, kW/hp/rpm	Power, Nm/rpm
1.4L Zetec-SE	1388	55/75/5000	123/3500
1.6L Zetec-SE	1596	74/100/6000	145/4000
1.8L Zetec-E	1796	85/115/5500	160/4400
2.0L Zetec-E	1988	96/130/5500	178/4500
1.8L Endura Turbodiesel	1753	55/75/4000	175/1800

The Focus engines are controlled by an electronic system (Ford EEC-V), in petrol engines it is assisted by a contactless 3-D ignition system with software control, electronic fuel injection (SEF1) and knock sensors in Zetec-SE engines. Both diesel engines receive fuel directly into the combustion chambers using a single-plunger distributor injection pump and multi-channel injectors with a double spring. All petrol engines are equipped with a regulated triple-action catalytic converter, diesel engines - an oxidation catalytic converter equipped with exhaust gas recirculation.



Without a doubt, the compact DOHC (dou-blc-ovcrhead-camshaft) Zetec engines (in Zetec-SE variants, the engine block and cylinder head are made of light metal) are currently the main technical achievement among Ford engines. However, these are the first transversely mounted Ford engines in which the injection line is located on the front side of the cylinder head. This measure significantly improves the accessibility of all components of the fuel-air mixture preparation during any maintenance work.

There are also technical reasons for the "rotation": with the "rotation" of the cylinder head, the exhaust system is no longer in the flow of the cooling headwind, but is "hidden" behind the engine. This is very useful for the catalytic converter - it reaches the regulation temperature even faster. The rearwardly inclined installation position of the engines creates enough space to minimize the heat transfer of the exhaust manifold and catalytic converter into the passenger compartment.

Technical cooperation - participation of Yamaha

The basic design of the Zetec-SE engines dates back to a long time ago, in close collaboration with Yamaha. The first versions were installed in the Fiesta from 1996. Ford's special feature is electronically controlled multi-port injectors in compact four-cylinder engines, sequential fuel injection, and an advanced engine control unit (EEC-V).

Thanks to this, engineers implement even more precise control of the fuel-air mixture and ignition spark.

In practice, these measures result in reduced friction, more stable idle speed control, reduced exhaust emissions and a more uniform combustion process under all load conditions. Another achievement, including that of the Zetec-E engines, is the balanced cylinder filling and rather moderate displacement. The priorities for further development clearly concern comfort characteristics and fuel consumption.

From head to toe made of light metal - only Zetec-SE engines

The engine block and cylinder head, as well as the housings of most auxiliary units of the Zetec-SE engines, are made of a special aluminum alloy. This is not the case with the Zetec-E engines, whose origins are related to the Endura family.

To reduce weight, the Zetec engines have magnesium valve covers and synthetic intake manifolds. The cylinder heads house two overhead camshafts (DOHC), which control four valves in each combustion chamber. A number of design measures support the high operating culture of the engines with low noise and vibration levels, low exhaust emissions and pleasantly low maintenance costs. Thanks to the more durable materials, the valves only need to be checked in the workshop every 150,000 km. The valve clearance with a cold engine is 0.17-0.23 mm on all intake valves and 0.27-0.33 on the exhaust valves. Spark plugs need to be replaced after 60,000 km. Engine oil and oil filter replacement - after 15,000 km.

Zetec-SE - efficient, "elastic" and moderate in fuel consumption engine

Both engines are equally efficient and flexible DOHC power units. The 1.6-litre engine differs from the 1.4-litre model in its modified ratio between the piston stroke length and the cylinder bore, the camshaft with modified valve timing and larger valves. In terms of consistent friction optimisation and high operating culture, both engines feature precision-drilled grey cast iron cylinder liners cast into a light metal engine block, lightweight pistons with a special coating, including low-friction piston rings. In addition, the particularly quiet auxiliary drive belt reduces engine noise and vibration. The oil pump is driven directly by the crankshaft with five bearing journals; in contrast, the water pump and servo pump, alternator and air conditioning compressor are driven by a maintenance-free drive belt.



The Zetec-SE engines' lightweight metal cylinder head houses two camshafts. On each cylinder, they control two intake and two exhaust valves, positioned at an angle of 42' to each other, with mechanical valve clearance compensation.

The drive is provided by a reinforced toothed belt with an automatic spring tensioner and mechanical vibration damping.

The owner feels the design measures not only by ear and visually, but also at the petrol pump: with an average fuel consumption of 6.4 l/100 km according to the NEFC standard, the Zetec-SE 1.4 l burns its super petrol very moderately. It reaches a maximum speed of 171 km/h and accelerates in 14.1 sec from 0 to 100 km/h. With a working volume of about 200 cm³ more, the 1.6 l engine requires 6.8 l/100 km. maximum speed of 185 km/h and acceleration in 10.9 sec from 0 to 100 km/h.

Power diagram: Zetec-SE 1.4 l/1.6 l

"Elasticity": Torque curve of Zetec-SE 1.4 l/1.6 l

Zetec-E - small differences in detail with big effect

Although the basic design of the Zetec-E engines largely corresponds to its smaller "SE" sisters, its crank mechanism clearly belongs to the Endura family. However, in terms of noise, "elasticity" and internal friction, you certainly do not have to worry about the SE variants. On the contrary. Ford certifies the emissions of the E versions only in the area of engine noise as 5 dB lower, the "certain" difference in comfort lies mainly in the invisible details. For example, in the crank mechanism: in order to minimize the second-order mass forces, the pistons and connecting rods are made in a lightweight design. The engine block is rigidified by reinforced support points and an aluminum ladder frame, which, as in the 1.4 / 1.6 liter engines, is bolted between the engine block and the oil pan.

The Zetec-E 1.8L engine makes the spurt from 0 to 100 km/h in 10.2 seconds, reaching its maximum speed at 198 km/h. As for fuel consumption, the Zetec-E 1.8L does its job with 7.5L of super gasoline per 100 km.

In any case, it is about a liter less than its brother with a working volume of 2.0 liters. But it "rushes" with a maximum speed of 201 km/h and accelerates from 0 to 100 km/h in 9.2 s.

Double peak: the torque curve of the 1.8/2.0L Zetec-E engine

Power diagram: Zetec-E 1.8/2.0 l

Turbocharged diesel engine with direct injection with power output of 55 kW/75 hp and 66 kW/90 hp.

The engine block and crank mechanism in the Focus's 1.8-litre turbodiesel engine replicate the key characteristics of the Fiesta's 1.8-litre Endura-DE (44 kW/60 hp). But the pistons, cylinder head and injection system of the new versions are the first Fords to use direct injection. Ford's first direct-injection diesel engines were already in use in the early 1980s, powering fast light-duty vehicles called the Ford Transit.

Thanks to exhaust gas recirculation and electronic engine management, the new direct injection diesels are not only among the most economical, but also among the cleanest of their kind: they do not even reach the exhaust gas limits planned for new cars from 2001. Both diesels have a harmonious power curve with pronounced economy. The technical modifications in the direction of direct injection are largely limited to the cylinder head, the newly calibrated and controlled Ford EEC-V module single-plunger distributor injection pump, injectors with double springs, an oxidation catalytic converter mounted near the engine, a turbocharger integrated in the exhaust manifold and a charge air cooler. It is the "working place" of the turbocharger that promotes a spontaneous increase in boost pressure, it almost makes you forget about the often rightly criticized "turbo lag" in the Focus.

Power diagram: Endura DI 66 kW/90 hp.

Stable: The torque curve of the Endura DI engine is 66 kW/90 hp.

Expensive measures to reduce vibration and noise make direct injection engines almost "model diesels"

Ford developers have paid special attention to the characteristics of a comfortable level of vibration of the diesel engine - both in combination with all moving parts of the engine, and with the characteristics of its transmission to the drive and body. The features of the new Endura turbocharged diesel include, for example, a mechanically disconnected control of the "Drive-by-wire" gas pedal (electronic gas pedal).

In addition, high-quality engine mounts, an aluminum ladder frame between the engine block and oil pan, and a high-strength steel crankshaft also help reduce drive vibration. The sum of these design measures elevates the Endura turbodiesel engine almost to the comfort level of the Zetec gasoline engines.

With a displacement of 1753 cm³, the Endura turbodiesel has the technical basis for the corresponding power in the upper rev range and the power delivery in the mid-range. The torque curves of the diesel engines look pleasantly "flat": the 66 kW/90 hp version already transmits 110 Nm to the flywheel just above idle speed, the maximum of 200 Nm is at around 1000 rpm and falls later after 2000 rpm. The 55 kW/75 hp version has a maximum of 175 Nm at 1800 rpm.

In any case, it is sufficient for city traffic and to fly forward quite early in fifth gear on a country road or to travel at a maximum speed of 184 km/h (66 kW/90 hp) or 168 km/h (55 kW/75 hp). The turbodiesel with 55 kW/75 hp accelerates the saloon with a stepped rear end from 0 to 100 km/h in 14.7 s (12.5 s with 66 kW/90 hp). Very attractive driving characteristics, and with an average fuel consumption of both engines of barely more than 5 liters per 100 km.

(A copy of the article is available on the website: «FordBook»)