quote:
Originally posted by ratta tat tat
I had a look at the Toyota 18RG /2TG motors & 5 speed box recently. These are a RWD configured twin cam engine with twin Solex sidedraft carbs as standard. I just thought that "dollars wise" this motor and gearbox conversion would be a winner. Just a matter of getting them mounted in the car, then a custom tailshaft.
Here's a nice example of the 18RG
ratta tat tat,
its been done before - see the attached link.
http://www.toymods.org.au/forums/showthread.php?t=10522&highlight=18RG+Ford+Escort+Coupe
I have an 18R GU myself that I intend to fit to my Mark 1 Escort when I get some time. I have done a bit of research and gathered some parts for the project, so you might get some benefit from my experience. The 18R G was a great engine for its day, and was the envy of other engine manufacturers - they say even Lotus was keen in gaining a licence for its use.
The engine came in three variants - the 18R G which produced 140 bhp @ 6400rpm and 131 ft-lb of torque @ 5200rpm. This was the hottest of the variants, but it was a dirty engine emissions wise. It had a 9.7:1 compression ratio. Due to the tightening emission laws in the mid '70s they brought out a cleaner variant in the 18R GU. The 18R GU had milder camshafts, but with improved porting and bigger valves. The compression ratio was dropped to 9.3:1. This was a cleaner motor, but the output dropped to 130 bhp @ 6000rpm and 119 ft-lb @ 4800rpm. The last of the variants was the 18R GEU which had a further drop in compression ratio plus EFI. The 18 R GEU which produced about 120 bhp @5800 rpm and 127 ft-lbs @ 4400 rpm.
Most of the engines in Australia were brought over in containers from Japan, and the 18R GU is the most common. The engines are quite tuneable. They can be bored out to 92mm to give a capacity of 2200 cc and stroked by using the 22R crankshaft which will give a capacity of 2400cc. This latter mod is not recommended however as it adversely affects the revability. Tuning gear is produced by Kameari, such as bigger valves, chrome-moly flywheels and vernier cam pulleys. Sports cams are still available from Cat Cams in the UK. Forged pistons are available from Arias. The best solution is to use the more efficient head from the later variants, fit the 9.7:1 forged pistons and some longer duration camshafts, and you should get 160 bhp in a free reving bullet proof motor. The Toyota boys call the 18R G the Tractor Engine.
The crank is steel and will rev out to 9000rpm. The camshafts are driven by duplex chains, and the lower chain guide is the most problematic to source. The bottom end of the 18R G is the same as the single cam 18R which the Toyota HiLux and the like, so these parts are easy to get from wreckers.
There are many lighter and more powerful engines available to transplant, but the 18R GU into the Mark1 Escort appeals to me as it is combining the best twin cam engine of the era with the best chasis of the same era.
The 18R G will produce more power and torque that the Pinto, is lighter, and the configuration of the induction and exhaust is the same as the crossflow, therefore eliminating the problems of switching about as you have with the Pinto.
Fitting to the Escort should not cause too many problems. I have measured up my 18R GU with the 5 speed W50 steel case gearbox, and the gearstick position is within 10mm of the Crossflow with 4 speed box. This means that it w2ill not be necessary to hack the the body strengthening member as you need to do when fitting a Type 9.
You will need to get a rear bowl sump and oil pickup to suit. I bought one from an 18R powered HiLux 4x4. I intend to baffle it to prevent oil surge. You will need to recess the radiator in to the front slam panel, the same as needs to be done when fitting a Pinto.
The following link will give you the maintenance manual for the 18R G.
http://members.iinet.com.au/~stepho/manuals/18R/
Hope this helps