Hi Guys,
 
been awhile. Unfortunately my ambitions of heading to the UK (from Germany) and picking up a whole shopping list of goodies for people on the forum have fallen through, thanks to a lack of time. At best, I may still get myself a ST170 donk as I've got 2 cubic metres of pallet space for our personal items from Germany to WA. The missus has actually succumbed to me putting a motor in there :)
 
Which is why I thought I'd think out loud... What sort of hurdles do you have to go through to get a Mk2 with a ST170 registered in Australia/Western Australia???
 
I've done a quick scout and learnt that most conversions are pretty easy to pass, as long as the factory fuel management and intake remain intact. As for a ST170, this won't be the case at all.... TB would be the first port of call, maybe a std Zetec inlet manifold... I saw TEX was playing around with this - any comments TEX? On top of this, I guess you could 'disguise' an ST170 donk with a Zetec silvertop valvetrain top and intake manifold.... prove me wrong people!
 
A few people have mentioned engineering costs. What sort of sums would you be looking at??? I would aim at doing things reasonably - an exhaust that is not incredibly loud, correct fuel pump/swirl pot arrangement and so forth.
 
I'd appreciate any information or a point in the right direction!
 
Cheers!

Hi Mate.
Look at the link below as it follows the expoits of a fellow enthusiast in WA doing a Duratec conversion.
http://www.turbosport.co.uk/showthread.php?167987-73-Mk1-gets-a-cheap-duratec-conversion.&highlight=duratec
It's imperative that you establish the requirements prior to planning the project.
I 'm doing a Zetec conversion (Silvertop) in a Mk2 Escort using all the OEM ECU and induction as that is the requirement in SA - similar to WA from what I have seen.
I severly doubt the standard Silvertop cover will fit the ST170 head without a MAJOR rework at best. I also have concerns over the benefits of the ST170 engine without the dual tract inlet as the ports are HUGE and this may be detrimental to it's drivability (depending on it's itended use of course).
ITB or any aftermarket induction / ECU combination is a no no unless you can show the engine is compliant to the applicable ADR's. Aftermarket exhaust manifolds and systems are relatively OK providing they're compliant.
I have manufactured all my conversion components (mounts, sump etc) including front and rear brake conversion and the majority of the engineering is commn sense.
Engineering costs in SA start at around $2500 depending on the requirements - I consider a small price to pay for piece of mind . Plus with SA and WA have the more strict requirements I would assume that these would be esily approved in other states should the car move (sold) etc.

I've ballparked a few ideas with NSW engineers, they are all a bit non comittal due to the impending changes, but for what its worth. The most resricting factor is the ADR compliance of the vehicle shell. For my purposes ie 1970 escort, the 2 ltr zetec was going to be acceptable running the standard mondeo ecu with a 'stock' looking manifold, I sourced the uk escort rs1800 HO manifold for this purpose. Upto 2.1 turbo was also going to be OK.
That said the engineer also indicated I could probably get away with twin carbs on the vehicle due to only having to pass an idle emissions test.
I'm sure if your handy and as Paul said, get it all rubber stamped BEFORE you go throwing wads of cash at the project you'll be fine.
 
I've not gone any further with the STmanifold and quads mostly because I can't make my mind up on what I'm doing. In reality I need to sell a car to finish that sort of conversion. Thats a tough call in anyones book.
 
 

Hi Paul, Tex,
 
thanks for sharing your experiences. The link to the WA duratec conversion was full of relevant anecdotes. I spoke to a good escort shop in Perth and they reckon there are a few guys around who have been successful n getting their engine conversions certified at the pits. He mentioned meeting ADRs on emissions etc would also be necessary. Would this be tested by the transport authority? Or would I have to get an engineering mob to test and produce a report? THats a big difference in licensing costs either way!!
 
My mechie also said that he knows of guys who have got engine conversions with aftermarket ecu/intake passed at the pits... and I know he often completes such jobs and guides clients through meeting regulations. Nonetheless, this kinda contradicts what most (but not all) seem to say. Not 100% sure what to think here.
 
I can get my hands on a ST170 and im thinking it wouldnt be such a stupid thing to do... I'm sure I could find another home for it at any point in the future, should I have to scrap the project due to money/time/legal restrictions. I hear they are a sweet powerplant for Super7s etc.
 
Paul- you talked bout drivability issues due to huge ports/valves, and not having the dual tract inlet would result in negate any of the ST's gains. Surely with a well tuned TB setup on appropriate length runners and TBs would still give a streetable/comfortable drive? Or would a escort rs1800 HO manifold as you mentioned ( or custom made plenum) be a sensible option?
 
And my very last question - I can also get ahold of the original ST170 fuel rail w/injectors. Would that be smart to get aswell? Would they also be applicable for a plenum/runners set up? One TB install I've found uses them:
 
http://www.mez.co.uk/ms10.html
 
I should say thanks for your wise word of experience and your time guys.
 
Cheers!

Reference using the OEM induction, would using a ST170 with the throttle bodies be a better thing than a standard engine? Surely if the factory motor had throttle bodies fitted it would be advantageous for an Escort conversion; especially if you didn't have to use the Focus plastic inlet junk?
 
I can get ST170 motors OK but not sure if it is worth it or not.

Hi Steve
In it's OEM form the ST170 manifold does not have multiple throttle bodies - only 1.
Where it differs is it's a dual runner design which switches depending on operating conditions etc - the longer runners for lower RPM and the shorter runners for higher RPM.
It's only a small section of this manifold (flange and runner stubs) which is used to mount throttle bodies etc.

Yeah, I figured that out late last night after more research.
I was wondering if the ST motor would be better for rego using the 'OEM induction' set up on the motor. Not being up to speed on the rego requirements just researching. At least they would have to give better results than the standard Focus setup?
 

How much is a used XR4 these days?? I'm guessing about half the price of what it would cost me to complete an engine swap in my esky. Reading all this info has been rather sobering :-(
 
Much respect to those of you doing it.. the end result will make it all worthwhile.

Smcka

Yeah, I figured that out late last night after more research.
I was wondering if the ST motor would be better for rego using the 'OEM induction' set up on the motor. Not being up to speed on the rego requirements just researching. At least they would have to give better results than the standard Focus setup?

The only drama i see with going with the later Blacktop (ST170 or standard) means using the associated ECU which comes with the passive imobiliser (PATS). This makes it a little more difficult as you must have the ignition key to match the ECU to enable it to operate. Moreso with the ST engine you would need the comparable ECU to run the VCT to get any real gains.
That said, it's up to the individual to how they want to go about the conversion - but I just want piece of mind that mine satisfies the regulatory body's requirements (especialy regarding the brake conversion).

I have a 2nd hand Fiesta ST ( or XR4) for sale soon but am in Adel