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how much power out of a 2.0 N/A

95_Mystique

95_Mystique

Hard-core CEG'er
Joined
Jul 19, 2007
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Middletown, Pa
how much power do u guys think i could get out of a 2.0 N/a with the right ammount of money? or would it be cheaper to do a 3.0 swap from a 2.0? has anyone attempted it?
 
with a ported head, high compression pistons, cams, header, exhaust, ITBs, UDP, and a tune you could probably make 200+ BHP.

to go to a 3L you will have to swap the subframe, trans, wiring harnes, PCM etc. its a lot of work to do that kind of swap.
 
spoken like a true young adult...:rolleyes:


unless there is some specific race class that you plan on dominating that has a base engine limit of 2.0l, it really is all kinds of silly.
 
I'd say that if you're hell-bent on staying Zetec, with all the money that you would spend on custom porting/ headwork/ pokin n strokin, you could mildly fortify the bottom end (Zetecs are robust motors right out of the box) and slap some boost on that sucker. :shrug:
 
i think with the right work i could break a 15.0 out of her. i wanna hit mid to low 14's though if i were to mainly build a N/A 2.0.


the ultimate goal is to beat my buddies 03 GTI 20 yr. anniv. ed. and even better than that have the first contique break into the 12's.
 
CustomX157 said:
And enough money to buy a car that runs 12's out of the factory.
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Yes, because it costs over $10k for forged internals and a turbo...:rolleyes:

I agree with striker about the Contour in that only a Zetec will break into the 12's, and it wouldn't cost as much as you guys think...
 
zorrex said:
Yes, because it costs over $10k for forged internals and a turbo...:rolleyes:

I agree with striker about the Contour in that only a Zetec will break into the 12's, and it wouldn't cost as much as you guys think...
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yeah, The V6 just has too much low end power and not enough traction. The Zetec doesnt have that low end torque and thus doesnt have traction problems.
 
It shouldn't be too hard... go on Focussport.com and get u/d pulleys or other stuff. I'm assuming the parts for the 2.0 focus and contour are pretty much interchaneable seeing as they are the same engine....
 
Keep in mind a stock zetec will take around 200whp safely from boost.

A cheap turbo setup @ 8ish psi would make for a fast (and very cheap) car.
 
Lt_hailBob said:
It shouldn't be too hard... go on Focussport.com and get u/d pulleys or other stuff. I'm assuming the parts for the 2.0 focus and contour are pretty much interchaneable seeing as they are the same engine....
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Careful when you say that. Many small parts were re-engineered on atleast 2 occasions (1997 and 2000 IIRC) before the Focus switched to a 2.0 Duratec
 
The only one that is different is the earlier Zetec that had chain driven cams.

Anything from 98+ is the same.
 
also, there has never been a zetec with a timing chain. they have all had timing belts.

burtonpower.com said:
Zetec E

The name Zetec is pretty confusing because it’s now used by Ford as a badge on the back to describe a level of trim. On top of this, there’s a smaller capacity Zetec – described elsewhere – plus, late Zetecs were made to look like the latest Duratecs.
Early, ‘Silver Top’ engines (with an aluminium cam cover) were fitted to Escorts from 1991 onwards, late Fiesta Mk3s and then the Mondeo. These early units were known as Zeta (only becoming Zetec in 1993). The unit evolved into the Black Top unit (with a plastic cam cover) with the Escort phased out and Focus introduction. These later engines have longer rods and lower piston crowns, mechanical rather than hydraulic lifters plus the distinctive black cam cover.
Initially there were 90, 105 and 115bhp 1800cc Escort versions, with 115 and 130bhp 2 litre Mondeo units too. There were also 130bhp RS1800 Fiesta/XR3i variations with revised cams and re-mapped ECU’s. The hottest n/a version was the ST170 with solid lifters, steel rods, waisted valves and variable valve timing (VVT). The motor went on to power the Focus RS but in turbocharged form. Both the ST and RS engines were confusingly re-badged as a Duratec.
zetec.jpg

As far as tuning goes, it’s simple to bring an 1800 up to RS1800 spec with Ford cams or Kent FZ1802 cams – you would need a 130bhp ECU though, or aftermarket re-mapping. A power boost valve will help eliminate the flat spot between 3,300-3,500rpm.
You can actually use the standard injection combined with a new Weber Alpha kit that works with the OE inlet manifold. Fitments are for the silver top 1800s, and both silver and black top 2.0 engines. Power achieved is, approx 150bhp for a 1.8 130PS and 160bhp for the 2.0. However, these are really the limit of the standard induction and further increases are not possible, unlike their other kits. It has to be said that although these kits have been developed for the kit car market, we do not see any reason why they can’t be fitted to a FWD Zetec engined car. Webcon cannot confirm fitment but like us believe it should work. If you want to go beyond the range of the standard induction though, we can supply a Weber Alpha kit, which replaces the system altogether and is incredibly comprehensive – all is there for you to bolt it straight on, including manifold, linkage, even air filters. On an 1800 130PS engine, you should see 155bhp and 165bhp on a 2 litre.
Either of these two systems will provide enough fuelling for plenty of future modifications. Fit one of our stage 1 heads plus a pair of Kent FZ2002 cams and you should see power around 185bhp. If you want to go beyond this ‘Fast Road’ stage then you’ll need our Stage 2 heads which feature larger inlet valves.
The Kent FZ2003 cams will give you between 200-240bhp depending on stage of head, coupled with 48mm throttle bodies. However, at this stage, you’ll need larger followers machined and installed, otherwise the cam lobe won’t be completely ‘seen’ by the follower. We’d also recommend a capacity increase to 2.1 litres, with an 86mm bore plus our Accralite pistons. The standard crank is very strong but around these levels we’d encourage the switch to steel along with our Farndon H-section rods.
The Zetec E is also a popular swap into a classic Ford usually requiring turning round to rear wheel drive format. We can supply all the parts you need to do this including the water rail manifold, which re-locates the thermostat housing, thus providing bulkhead clearance. In addition, we have access to engine mounts for Mk1 and 2 Escorts, correct orientation sumps, exhausts and everything you need to give your classic, modern 16 valve power.
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