RS Motorsport :: Classic Speed Restored

Hey guys,

I am interested in doing a Zetec (or potentially Duratec) conversion to a Mk2 Escort and would like to research both as objectively and factually as I can before starting to think about sourcing parts.

I realize that the Zetec has it's limitations but for now I have settled on the Zetec conversion for the following reasons;

1) It is a modern engine that offers aluminum construction (low weight), twin cams, 16 valves and EFI. I love the Pinto but I think it is time to consider some more modern engine technology (my opinion only!).
2) I understand it requires little to no modification of the original bodywork depending on gearbox selection? I like this very much.
3) I am not chasing huge horsepower from a naturally aspirated application. This is a mild street application with a few to turbocharging.
4) Parts are commonly available and seem to be relatively inexpensive from a modification and maintenance perspective.

So, first questions;

ZETEC

Is the black top Zetec the best option in terms of bottom end strength and head design compared to the silver top?

Is the black top (or silver top) Zetec widely available as a turbocharged variant? If so, will the factory turbo parts be usable in a RWD application?


DURATEC

The Duratec has some compelling pro's but I understand the bulkhead/floor/tunnel needs mods to accommodate the Duratec and it's factory drive train? Can the Duratec be fitted without body mods?

Is the Duratec widely available as a turbocharged variant? If so, will the factory turbo parts be usable in a RWD application?


I'm sure Neville has asked this before - what options do we in Oz have in terms of conversion parts? I have looked at the RetroFord kit and it seems a comprehensive if somewhat expensive option. Has anyone done their own fabrication or looked into having parts made locally?

Has anyone done either conversion that can offer their thoughts and comments on? I have started this thread with the intent to clearly define the pro's and con's of either engine in an objective forum that distills the facts into a usable and informative narrative.

Cheers, Dan

Theres a guy making duratec into escort conversion parts in australia as seen here > viewtopic.php?p=19320, no locally made zetec conversion bits as far as I know though.

I've been looking at this myself and the duratec tends to be slightly more expensive however it seems to have a better potential, and i'm pretty sure you can get one in an escort (auto tunnel) without any modifications.

Hi Dan.

I cant speak for the Zetec, I have had virtually zero contact with that motor apart from seeing one first-hand in a Mk2 Van. I can speak for the Duratec as I have dropped one into a Mk1 in street form and hope to get it rego'd. I didn't have to choose between one or the other as my shell come with the Duratec.

I have a build thread over on the TS forum which covers most of the questions you asked (not really a build thread, but just covers putting the engine in).



As mentioned, Eurospeed in Queensland has most all the parts, and I have heard Mr Roger Carroll has been very helpful with another Perthite looking to do this conversion.

In a short answer to your list of questions, my '73 manual Mk1 required no major structural changes. A different gearbox mount to suit the T9 (including removing the old gearbox mounting points), and a Worldcup cross-member which is a bolt-in job. Costs start to mount dramatically when the need for aftermarket induction, bellhousings to match mazda to ford bolt patterns are taken into account. The Zetec conversion would be cheaper TTBOMK.

Compare the Zetec and Duratec heads side-by-side, that may be the best selling point for the Duratec.

My $0.02 anyway mate. Happy decisions!

Hi Dan

First look at whats required regarding the conversion and the requirements of your local authorities. These requirements often differ greatly state to state so best to do your own ground work prior to making a decision.

On the above, one of the main problems you may encounter are things such as the requirment to retain the OEM inlet manifold which is near impossible depending on what Duratec option you take - I'm unsure if the RWD MX5 variant will fit in the Escort? The Zetec on this matter is much easier - I'm doing it http://www.classic-ford.org/cfp/tm.aspx?m=8290.

Best of luck for whatever you decide.......

my 2 cents
I prefer the zetec blacktop over the silvertop. Heaps of off the shelf performance parts in the USA. Specifically turbo parts.
Sierra type 9 bolts up, admittedly minus 1 mount lug.
Minor mods to flywheel required to run the pinto clutch which IS up to the job for N/A applications.
It has the same style engine orientation/design as the BDA (asthetically pleasing)
Retro ford are developing BDA copy cam covers. too.
The ST170 zetec variant is a cracker if you can find one. (Cosworth involved in development)
Very cheap to buy the blacktop motors.
Lots of UK parts too. Escort ho manifolds.
I realised 146 rwhp running carbs from a stock ST170 in a MK 2 Escort. (not rego'd)
Expect about 110 rwhp out of a std blacktop on carbs.
Apparently able to rego in NSW upto 2.1 turbo.(last check early this year new rules coming)
Sure the duratec is ALL alloy and bigger and better and stuff. BUT, For me the zetec just looks right.
GO the ZETA!

me either...

Not as pretty as the other two. It is growing on me

Each to their own but getting the thing road registered in SA is a lot easier for the Zetec.

I'm yet to see either engine installed into an Escort which satisfies the regulations here in SA (and Perth aparently) and retains it's factory ADR compliance.

I know others have installed these engines but they would not pass in SA unfortunately.

PS The Autospeed article is a little old but I think it's still relavent.

I did say it was irrational.

If the OP will indulge me (and seeing as it is slightly off topic anyway) what is the difference between the silver top and black top Zetec? Come to think of it, what is the difference between all the YB colour tops?

I believe this is the designation of the Cosworth Cam Cover colours

RED Original (YBB) 3 door and 2wd Saffires including RS500 (YBD)
Also red were Pre-90 4x4's, engine code was (YBG)
Green Post 90 lambda equipped 4x4's (YBG and YBJ) Identified it as being able to run on unleaded fuel.
Blue Big (YBT) turbo Escort Cosworths
Silver revised cam cover shape small turbo (YBP) Escort Cosworths


JP

You can't beat the look of the Zetec with the cam gears, exposed belt, just like the old BDA. Add a replica cover, 45's and a raceline manifold. It looks period, when done properly. As close as most will get to owing a BDA escort.
Duratec won't ever be in the same league being chain drive.