2003 Ford Focus

SVT Hatchback

4 Cylinder 2.0 Liter

Manual

3fahp37563r185957

Gasoline

Power Windows

WE ARE SELLING THIS FORD FOCUS SVT WITH 41,XXX ORIGINAL MILES. IT HAS BEEN MY BABY FOR THE LAST 4 YEARS, AND I HAVE ENJOYED EVERY MINUTE DRIVING IT. EVERYTHING IS WORKING LIKE IT SHOULD, SMOOTH, STRONG ENIGNE, PERFECT SHIFTS, AWESOME BRAKES, NO CLUTCH SLIPPING. IT HAS AFTERMARKET HID LIGHTS, WHICH ARE AWESOME AND REALLY BRIGHT. OTHER THAN THAT NOTHING HAS BEEN EVER MODIFIED. I HAVE NEVER RACED OR ABUSED.OF IT. YOU HAVE TO DRIVE AN SVT FOCUS TO FEEL THE GREATNESS OF THIS LITTLE ROCKET. IT HAS BEEN SMOKE FREE FOR ALL OF ITS LIFE, REALLY GOOD AUDIOPHILE SOUND SYSTEM WITH IN DASH 6 CD CHANGER. THE 6 SPEED MANUAL TRANSMISSION FROM GETRAG IT IS A REALLY FUN TOY. ----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- THE BAD IT HAS A SALVAGE TITLE, IT WAS HIT ON THE REAR WHEN I BOUGHT IT, I REPLACED THE REAR BUMPER WITH A BRAND NEW ORIGINAL SVT PART. THE WINDSHIELD HAS A CRACK ON IT. TWO WHEELS HAVE SMALL DAMAGE, CURB RASH OR SMALL BENDS NOTHING MAJOR. THE HOOD DOES NOT FULLY CLOSES, IT WON'T SLAM OPEN OR ANYTHING BUT I FEEL LIKE IT HAS TO CLOSE ANOTHER 1/2". 4 TIRES ARE NOT EQUAL. OTHER THAN THAT NOTHING ELSE HAS TO BE DONE. PLEASE FEEL FREE TO ASK ANY QUESTIONS YOU MAY HAVE. WRAFIXX@LIVE.COM REQUEST MORE PICS, MAKE OFFERS, OPEN TO TRADES. THANKS FOR WATCHING Great Torque...Fun To Drive Variable intake cam timing, a dual-stage intake manifold, tuned tubular Focus 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 heart and soul of the 2002 SVT Focus - its powertrain - represents a technological tour de force for Ford Motor Company and it's 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. Focus intake and Focus exhaust valve springs are stiffer by 27 percent and 19 percent, respectively, compared with the Zetec I-4s. That allows the engines redline to rise from 6,750 to 7,200 rpm. The intake camshaft is equipped with an electro-mechanical control mechanism, which allows the cams 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 engines remarkable low-end torque. Engineers could not have achieved their performance targets for the SVT Focus parts without an exhaust system flow that complemented the increased breathing on the intake side. Tuned tubular headers were the answer, but the Focus ZX3s 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 made fitting tuned headers impossible 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 Focus 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. The principal advantage of this system is a reduction of noise and vibration in the powertrain, and it helps prevent potential powertrain damage from torque spikes. It also improves shifter feel, and reduces wear on the synchronizers because of the lower mass applied to the transmission. 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 thats atypical of DOHC fours, particularly as far as torque is concerned. Its just a very potent, responsive engine and a very smooth powertrain." Colettis 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," says Andy Slankard, SVT Focus program manager. "It makes the car very responsive and fun to drive." SVT 2.0L ZETEC The SVT Focus powertrain starts with a 2.0-liter Zetec Ford engine. In standard Focus models it produces 130 hp at 5,300 rpm and 135 lb.-ft. of torque at 4,500 rpm. This engines cast-iron block already has the strength, rigidity and durability necessary for the increased power SVT engineers were developing. Component changes in the block include new forged-steel connecting rods with 20mm wrist pins and lightweight, cast-aluminum pistons. The new pistons increase compression from the Zetecs 9.6:1 ratio to 10.2:1 in the SVT Focus. A new casting for the aluminum cylinder head has enlarged intake ports for increased flow. The intake valves measure 33.5mm in diameter, 1.5mm larger than those in a standard Zetec. Intake and exhaust valve springs are stiffer by 27 percent and 19 percent, respectively, compared with the Zetec I-4s. That allows the engines redline to rise from 6,750 to 7,200 rpm. The intake camshaft is equipped with an electro-mechanical control mechanism, which allows the cams 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 engines 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 ZX3s 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 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 tuned 4-into-2-into-1 tubular headers. 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. DUAL-MASS FLYWHEEL 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. The principal advantage of this system is a reduction of noise and vibration in the powertrain, and it helps prevent potential powertrain damage from torque spikes. It also improves shift feel, and reduces wear on the synchronizers because of the lower mass applied to the transmission. To handle the engines increased torque, the clutch is upgraded with stiffer springs in the pressure plate. 6-SPEED GETRAG TRANSAXLE 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 units 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 ZX3s 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 Focuss power output. "The great powertrain makes this car exciting and fun," says Coletti. "Around here, the reaction of the people on the team is a pretty fair barometer of how good the vehicle is. Remember, these people work on cars like the Cobra R and theyre all pumped up about the SVT Focus. They love driving this car." Copyright 2001-2009 MyFordFocus.com