This is the day the Mk1’s donor engine arrives. The fourth video in the channel’s Zetec RWD playlist is actually one of the earliest, published in July 2021, a few months before the bench start in Episode 3. Dave’s Garage UK unpacks a used ST170 Zetec, explains why it got the job, and takes a first look inside before deciding what stays and what goes.
Video: Dave's Garage on YouTube · watch “Ford Escort MK1 Restoration Project, Engine reveal” on YouTube
What happens in Episode 4
Unpacking (0:00). The engine arrives well packed. Dave never had a fixed idea of which engine the Escort would get; it would be whatever came along.
Why an ST170 (2:04). It’s another ST170, which pleases him because the same engine already runs in his Ford Popular hot rod. This one reportedly has only 80,000 miles on it, which would leave plenty of life. A painted cam cover hints at a boy-racer past, but he isn’t too worried, as he finds them tough engines. He was tempted by a Duratec, but saw too many for sale with problems.
Plans and hardware (4:44). The engine comes with its variable inlet runner actuator, an expensive part he may test on the Popular and could sell to recoup some of the cost. It also comes with the throttle body, intake parts and coil pack – all spares for the Popular, as the Escort will run on carburettors, not injection. The air-con pump is still fitted, and he’s tempted by air-con in the Escort, which he wants to be far more usable than the Popular. The dual-mass flywheel won’t suit the gearbox he plans to use, so it will be swapped for a conventional one; the Popular runs one from a 1.8 silver-top Zetec without problems. A set of Webers is waiting for this engine. They won’t match injection for power or economy, but they’ll sound and look good.
A look inside (6:12). He can’t resist taking the cam cover off. The spark plug wells are full of water from being left outside. The oil is clean and not the thick, mixed-up mess you see when water has got past a failed head gasket. The cams look clean, with only a little wear on the lobes, nothing to suggest very high mileage.
The intake question (11:20). With the inlet manifold off, the ports look clean, with no rusty valve stems. The standard manifold can take motorcycle carbs or throttle bodies; he recalls GSX-R1000 carbs fitting fairly well. For a rear-drive conversion that keeps the Ford ECU, his trick on the Popular was to flip the standard manifold upside down to bring the throttle body forward. It works, but isn’t pretty, and the Escort is meant to look good. He sits the carbs in place to show the difference, then refits the cam cover.
Parts, tools and materials mentioned
- Used ST170 Zetec, reportedly 80,000 miles, with its inlet runner actuator, throttle body and coil pack
- Air-con pump, still on the engine
- A conventional flywheel from a 1.8 silver-top Zetec, in place of the dual-mass one
- Weber carburettors for the Escort
Lessons for your own Mk1
- Look before you build. The cams, oil and plug wells tell you a lot about a used donor.
- Water in the plug wells isn’t head gasket failure. Clean oil is the reassuring sign.
- Sell what you won’t use. Injection parts from a carb conversion can help pay for the engine.
- Decide between carbs and ECU early. It decides the inlet layout, and keeping the Ford manifold means flipping it.
Mk1 context
Twin Webers on a Ford twin-cam is the look many people picture under a Mk1 bonnet, and that’s the look Dave chooses here, over the extra power and economy of injection.
Related
- Series page: the Dave’s Garage Zetec RWD conversion, episode by episode
- The previous video: Episode 3, the first start on DCOE carbs and an ESC module
- Where the series starts: Episode 1, a DIY oil pickup pipe for the ST170 sump
- A different modern Ford twin-cam in a Mk1: Episode 5 of the Retropower Gordon Murray build, the Cosworth Duratec visit
- All our Mk1 Escort builds