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PostPosted: Wed Apr 13, 2005 4:55 pm 
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Location: Twickenham, Surrey
The original Zetec Engine was fitted to the Escort, Orion, Fiesta Mk3, mondeos, Cougar, and Focus 1.8 and 2.0 models, being produced in 1.6, 1.8 and 2.0 variants

All engines produced up to April 1998 used hyraulic followers, those from May 1998 onwards were rediesigned using mechanical followers. The con rods and pistons wer also majorly redesigned in the later models utilising a longer rod with a shorter compression height piston, this allows for less rotating mass in the engine and in theory allows it to rev up quicker and smoother. the later engines are fitted in the 1.8/2.0 foci's, Cougar and Late Mk2 mondeos.

Ford also designed the Zetec S engine which is fords baby 16v engine fitted to post 1995 fiesta's, pumas and 1.4/1.6 focus models, being produce3d in 1.25, 1.4, 1.6 and 1.7 litre models it bears no mechanical resemblance to the Zetec e engine and there are no interchangable parts and very few tuning parts availiable

The majoirty of tuning parts made for zetecs are for the Zetec E engine.

The 1.8 105ps engines are easily uprated to 130ps spec using astd ford parts. Parts needed are the 130ps throttle housing, cams ( although the Kent FZ1802 cams are identical) and the matching ECU.

Fitting a power boost valve wil eliminate the inherant flat spot between on cam and off cam found between 3300 rpm and 3500 rpm

on any of the Zetec E engine uprating to a decent cat back exhaust is advisable as the std system tends to be restrictive and upratign to a highflow panel filter or induction kit will increase responsiveness.

aftermarket manifolds especially 4-1 or 4-2-1 are advisable as is a decat pipe or an after market sports cat

superchips are availiable but unfortunately do not give high increases but are a worthwhile purchase if not wishing to go into custom inlet modifications

4-1 manifolds will give higger top end results whereas 4-2-1 manifolds will give greater toque improvements

after this the highly restrictive inlet and injector system will need to be replaced whihturns expesive very quickly.

Suitable aftermarket systems are availiable from Weber and Omex and will then allow for a much greater scope of engine tuning

there is also the option to change the pistons for higher compression items but generally with a capacity less that 1800cc this is in advisable and there is a range of performance cylinder heads on the market but again give very small gains on the engines below 1800cc

HTH helps any one

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PostPosted: Wed Apr 13, 2005 6:06 pm 
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good guide that mate. didnt know that about the power boost valve to remove the flatspot at 3500rpm. is this the one that makes it feel like a kick up the arse at around 4000rpm?
JJ

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2000 V70 T5 SE - 2.3, 5 cylinder, 20V, VVT, Turbo, 250bhp, cream leather, climate control, the works!


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PostPosted: Wed Apr 13, 2005 6:42 pm 
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jdfiesta wrote:
good guide that mate. didnt know that about the power boost valve to remove the flatspot at 3500rpm. is this the one that makes it feel like a kick up the bum at around 4000rpm?
JJ


it just raise fuel pressure slightly to combat flat spots and make the engine nicer to drive

the reason it slows down is where the cams really kick in and start producing realy power just makes that transition smoother

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