RX8 ST170 twinscrew project
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Hello RX8_ZX3,
My goal is more around 500HP so mazda trans is not an option.
Engine which I have is not ZETEC but 2.0ST170 engine (SVT for US market) the same as your friend have.
New OES engine is cheaper than 2.5 duratec (I bought new one with 0km) and performance parts market for 2.0 ford engines is muc more developed as for 2.5
My goal is more around 500HP so mazda trans is not an option.
Engine which I have is not ZETEC but 2.0ST170 engine (SVT for US market) the same as your friend have.
New OES engine is cheaper than 2.5 duratec (I bought new one with 0km) and performance parts market for 2.0 ford engines is muc more developed as for 2.5
Turbo ZX3
Joined: Apr 2011
Posts: 50
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From: Westchester CA
Hello RX8_ZX3,
My goal is more around 500HP so mazda trans is not an option.
Engine which I have is not ZETEC but 2.0ST170 engine (SVT for US market) the same as your friend have.
New OES engine is cheaper than 2.5 duratec (I bought new one with 0km) and performance parts market for 2.0 ford engines is muc more developed as for 2.5
My goal is more around 500HP so mazda trans is not an option.
Engine which I have is not ZETEC but 2.0ST170 engine (SVT for US market) the same as your friend have.
New OES engine is cheaper than 2.5 duratec (I bought new one with 0km) and performance parts market for 2.0 ford engines is muc more developed as for 2.5
The ST170/SVT engine is most definitely a Zetec. It has tweaked internals and a different head.
There is actually a big aftermarket for Duratec 2.0 and 2.3 engines. 2.5 not so much, you are correct, though the 2.3 can make just about the same power as the 2.5 when modified.
The 170PS 2.0-litre Duratec ST engine has been developed from the standard 130PS 2.0-litre Ford Focus (Zetec)engine with several new features, including:
· New, high-flow aluminium cylinder head with larger inlet valves and higher lift intake and exhaust camshafts for higher peak rpm levels
· Continuously variable intake valve timing
· High compression, cast-aluminium pistons and forged steel connecting rods
· Dual mass flywheel
· New dual state intake (DSI) manifold, using long runners for low-end torque and shorter runners for higher peak power outputs
· Larger bore free-flowing stainless steel exhaust system, tuned for enhanced performance sound.
· New, high-flow aluminium cylinder head with larger inlet valves and higher lift intake and exhaust camshafts for higher peak rpm levels
· Continuously variable intake valve timing
· High compression, cast-aluminium pistons and forged steel connecting rods
· Dual mass flywheel
· New dual state intake (DSI) manifold, using long runners for low-end torque and shorter runners for higher peak power outputs
· Larger bore free-flowing stainless steel exhaust system, tuned for enhanced performance sound.
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Exactly as you described 
and on ST170 engine oil pump gear is not from sintered material, St170 have solid lifters and not hydraulic like ZETEC and I like st170 cosworth overal head design a lot.
There is also difference which ZETEC you have (silver top or black top) than they did ST170/SVT which is basicaly factory tuned zetec and was done before Duratec was introduced.
and on ST170 engine oil pump gear is not from sintered material, St170 have solid lifters and not hydraulic like ZETEC and I like st170 cosworth overal head design a lot. There is also difference which ZETEC you have (silver top or black top) than they did ST170/SVT which is basicaly factory tuned zetec and was done before Duratec was introduced.
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