Once on the tight road course, the SVT Focus didn't offer any surprises. It remained surefooted, neutral, and compliant. Even when our bad driving pushed a bit too hard, understeer was mild at the limit, and the car remained tossable in any instance. In all, the car communicated its intentions clearly even with a bit of body roll, and the brakes shone brightly when called upon. As well as the car did on the track, it's easy to forget the SVT isn't some stripped-out R-model bent on road-course domination-it's just a great, real-world car. Surprisingly, it kept reminding us of the competent, integrated mods found on the Bullitt Mustang.
We spend most of our time around V-8-powered, rear-wheel-drive Mustangs, so it's easy to become jaded. Of course, the SVT's 170hp/145-lb-ft Zetec 2.0L is never going to blow us away with power, but it is competitive with the market SVT is attacking. Sure, we'd like a blower or turbo on ours, but this package is still an impressive cut above the standard Zetec's 130 hp and 135 lb-ft of torque. These gains, as those on SVT's Cobra, are due to some rather comprehensive upgrades to the standard 2.0 engine, including increased compression, a new cyl-inder head, a dual-stage intake manifold, and variable cam timing on the intake side.
Without seeing the SVT next...
Without seeing the SVT next to a ZX3, it's tough to tell, but the honeycomb panels in the front fascia and rear valance really do give the SVT Focus a performance demeanor versus its standard counterpart. The requisite 75mm chrome exhaust tip helps set the two apart as well.
Obviously, increased compression and improved cylinder-head flow help produce more power, but the dual-stage intake and variable cam timing work in concert to help the SVT Focus achieve a fairly broad torque curve compared with the high-strung imports with which it looks to compete. Though it feels soft on the bottom after stepping out of a blown 5.0 with 3.73 gears, this Focus does have a nice, happy midrange, and power builds to a whopping 7,000 rpm.
For those not familiar with VCT or dual-stage induction, these allow the engine to have a split personality. VCT allows the cam's maximum opening point to be varied between 85 and 145 degrees depending on engine rpm and load. Meanwhile, the dual-stage intake is similar to those found on the old Taurus SHO. It allows for long, torque-producing runners in its closed position below 6,000 rpm. Then, above six grand, it turns into a short-runner intake to promote horsepower. Think of it as swapping your Performer RPM intake for a Victor intake on demand as you crest 6,000 rpm. Cool, huh?
As much as we liked the handling and extra shot of power, the big surprise for us was the SVT's Getrag six-speed. Yeah, we know you Mus-tang guys are jealous the SVT Focus gets a six-speed right out of the gate. However, this tranny is a huge tactile improvement over the standard five-speed in the ZX3. Not only do you get the extra gear and close ratios, but the positive actuation of the shifter left us drooling. Compared with the wet noodle attached to the ZX3 five-speed, this is like stepping up to a T56 with an aftermarket shifter in a Mustang.
Similar to the feel of the shifter, just hopping behind the wheel of the SVT Focus gives you a different impression than a standard ZX3. Sure, it has the SVT-spec electroluminescent gauge faces and the bolstered seats, but there's a little more here. The color-keyed seats with firm bolsters; the grippy, Bullitt-style pedals; and the aluminum shift knob all let you know this isn't your sister's Focus. Better yet is the optional Audiophile stereo. Our first impression wasn't great, but once we tweaked the settings, this baby made us grin. MP3 playback, however, would be a wise addition to future versions, as this is a youth-oriented ride.