Light at the end of the (transmission) tunnel.

With the engine bay repairs completed it was time for the engine modifications. It all started with an ST170 engine from a 2004 Ford Focus...

When fitting a Zetec engine into a mk1 Escort a number of modifications are required. The engine comes from a FWD Focus, and we're putting it into a RWD Escort. As such the sump fitted to the engine originally is the wrong shape and would foul the crossmember in the Escort. Several more engine parts need replacing too.

Cue this quite expensive bundle of parts from Retro Ford. The flywheel is a Zetec item, machined to accept the Pinto clutch. Also pictured are the engine mounts, water rail kit, oil pick-up pipe and dipstick tube.

They are all pretty nice items. The sump especially is a quality piece of kit. There are cheaper options available to those wanting to do this conversion. A modified sump from a donor car made to fit might be slightly cheaper, but this sump does look the business.

These engine mounts sit the engine in just the right place in the bay. It was always going to be a tight squeeze. At this stage it wasn't yet clear just how tight it was going to be, but more on that later.

The water rail assembly streamlines the back of the engine and allows valuable bulkhead clearance over the standard items. Bulkhead clearance is something that is perhaps always going to be in short supply when trying to fit a bigger engine into an older car. Clearance in general is in short supply. Why make life easy for yourself?

So, old sump off and removal of old gasket!

After a nice clean up of the old sealant from the block face and journals it was time to fit the new oil pick-up pipe.

A special bolt (part of the kit from Retro Ford) replaces a stock bolt and provides support for the new pick-up pipe.

I was pretty pleased with how this all went together. When things go together smoothly it's an exciting time in any build. Visualising the first drive before the engine is even in the car. There's still an awful lot of work to do.

With that all tightened down and looking decidedly mechanical it was sump fitting time. 

Following the supplied instructions the new sealant was applied to the journals and not the block face.

Then the sump slipped into place..

  and the initial engine build was complete.

The Ford Type 9 gearbox is a pretty good choice for this conversion. It's found mostly in Sierras and later Capri's. The bolt pattern is the same on most Ford blocks/bell housings, which is handy.

The clutch fork can be seen here with new bearing in front of it. It is possible to go for a hydraulic clutch conversion. It's more expensive than the cable option. Benefits would include lesser pedal effort and possibly more reliability but the cable is a pretty simple set up really. It's not sophisticated but there's not much to go wrong.

Gearbox and engine are introduced to one another. Off they went into the engine bay smoothly without a care in the world.

Unfortunately that isn't quite what happened. The engine and gearbox had to have a temporary separation in a series of attempts to try and fit the two into the car. It turns out that with a standard gearbox tunnel the combination of Zetec engine and Type 9 gearbox simply will not fit. I had read that the fitting of a Type 9 gearbox into a mk1 Escort would only require minimal tunnel massaging. So I massaged minimally. Then I massaged slightly more. However this is when a Type 9 gearbox is added to an earlier engine thus leaving the location of the gearbox largely unchanged. Zetec conversions actually move the gearbox back a bit.

The solution to this is to chop out the existing tunnel and put a new, larger one in. So out came the angle grinder and sure enough..

The engine is now sat in place with the gearbox attached.

The next post will include details of the tunnel modifications and the making of a nice new gearbox mount!