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 The center of all contemporary cars, the engine's computer. Ford's EEC-V system can make millions of computations per second. |
SVT Induction System
The SVT Contour begins the process of making horsepower with a specially designed large-capacity conical air cleaner, which sits ahead of a 70mm mass-air sensor. This sensor measures the density of the air and feeds this information to the electronic engine control computer, called EEC-V. The air then moves further downstream to the specially designed 60mm-bore throttle body, which meters the air delivered to the upper intake manifold.
One runner feeds each intake valve: a long runner for the primary intake valve to ensure torque, and a short runner for the secondary valve to provide large volumes of air at higher rpm. Only the primary intake valves are fed at all times. Placed above each secondary valve is a 34mm butterfly port throttle. At lower rpm, the port throttles are closed, thus blocking airflow to the secondary intake valves. With only one valve feeding each combustion chamber at low rpm, airflow velocities are higher, which improves low-end torque as well as exhaust emissions.
Secondary Intake
How aggressively the driver is using the throttle is read by the engine’s EEC-V computer. Under light-throttle conditions, like those used in around-town driving, the secondaries open at 3,900rpm, to ensure ample low-end torque. With the throttle wide open, as when accelerating to merge with traffic, the secondaries open at 3,400rpm. In either mode, from the time the secondaries open until the redline of 6,750rpm is reached, this design delivers exceptional air flow through the secondary intake valves.
The specially calibrated EEC-V engine electronics computer system monitors engine functions—airflow, rpm, crankshaft position, camshaft position—and can make millions of adjustments per second to deliver the spark and air-fuel mixture at the optimum time. The SVT Contour, like all Ford passenger vehicles, has a highly sophisticated on-board engine diagnostics system that meets Federal OBD II emissions regulations.
The SVT Contour has a tubular steel exhaust manifold system that feeds exhaust gases into a 2.25-inch stainless steel exhaust which maximizes efficiency and reduces back-pressure. The system is accented with polished stainless-steel exhaust tips, which neatly integrate with the rear valance panel.
An Autobahn-Inspired Cooling System
The engine cooling system for the SVT Contour has been adapted from the system used on the European-market Mondeo. With a radiator core that is 14mm deeper than that of the Contour SE, this system can maintain normal-range coolant temperatures under autobahn conditions.
The oil cooling system of the SVT Contour—developed for use not only on the autobahn, but also in the extreme heat of the Gulf States market of the Middle East—is extremely effective in controlling engine-oil temperatures. The water-to-oil cooler mounts directly to the left side of the block, with the oil filter mounted on its end. Water returning from the radiator to the engine block first runs through the cooler, significantly reducing oil temperatures.
Like all 1998 Contour models, the SVT Contour features a new shift-linkage design that offers smooth and accurate shifting. The SVT Contour V6 delivers power to a short-throw five-speed manual transaxle through a specially designed high-performance clutch. All transaxle gears and shafts run in needle bearings to reduce drivetrain friction. Finally, the engine’s aluminum-alloy oil pan also serves as a structural member, providing a larger mating surface for the transaxle.
Performance Figures
The SVT Contour accelerates from a standstill to 60 mph in 7.9 seconds. The quarter-mile is covered in 15.7 seconds with a speed of 88 mph. In closed-course testing, the SVT Contour achieves a top speed of 143 mph.
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