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First decision was whether to change box, I went for a standard type9 to start with,this will take the bhp for now and can be modified to take alot more later when it falls apart, it bolts straight on to the zetec, making the engine sit vertical(more on this later), having looked at many options I went for a new re drilled flywheel from retroford which is modified to accept all pinto clutch parts-it is possible to use the 1.8 zetec flywheel and arse about with different release bearings(qh133) and pressure plates but I wanted to utilise the performance parts available to escort rs2000 and capris etc at a later date.I believe I can sort out a really strong transmission using the parts I have as a template.
Next big rule for anyone treading this path-find an old sierra with a 1.8cvh engine-the sump, pick up pipe and supports can be used along with the engine mountings alternator, gearbox and exhaust manifold(using an adapter) can all be used as the zetec block is very similar to the old cvh (yes you can fit an rs turbo engine using my method!). Also if you find a full sierra you can use the gearbox.
To fit a zetec to a martina is quite very easy and in standard form with all emissions puts 135bhp remove the injection, fit carbs and use the ford edis ignition(plugs in) and you have a solid 165bhp-then there's the turbo charged rs version (not the five pot volvo engine) 200bhp for starters. The sump and pick up pipe from the cvh sierra fits both black and silver top engines (with just a slight slotting of the bolt holes on the blacktop due to the oil pump)-or as i would recommend a retroford sump which is a little better for ground clearance. The offside cvh mount bolts straight on to the block but the nearside need either a reinforcing plate making or an extra piece welding on. These mounts fit nicely on to the chassis rails once the original mounts on the chassis are removed-pinto rubber engine mounts can then be used and brackets made( Do this after your new gearbox is in place if your changing to a 5speed box-5speeds are an inch longer than 4speeds) your original prop can then be used and your interior doesn't have to be messed about with because your gearstick stays in the same place.
As for induction the mondeo inlet is fat and huge best to get rid and use an after-market inlet or carbs(it may be possible to use an escort plenum but can't be sure -again do sue me- £10 from scrapyard, so see for yourself and then tell me!) various friendly makers of "POXY" kit cars (sorry couldn't resist!!) can help in this area and there is a bloke on ebay selling plenums for £175 as do Burtons, ginetta etc. Don't be scared of the wiring- it's not too bad if you take your time,the anti-theft system is only 5wires, best to buy your engine still in the mondeo if possible so you can trace it all also you need the key for the pats anti-theft(as a little aside it is possible to buy a "free running" which doesn't need the original key ) then when you've done your loom you can test it all before the engine is taken out of the car.People with lots of money can just go out and buy a ready sorted throttle bodies kit from the likes of weber and have the engine running in a few hours but where's the fun in that!
Exhaust manifold can come from the sierra cvh and fitted using a £20 adapter that is normally used by people turboing zetec using "rs turbo" manifolds and turbos, is a good fit but weighs a ton and looks poo, but is cheap.
One last thing, check the waterpump rotation -I won't go into it but needs sorting depending on which auxiliaries you use and the method of belt routing. (look it up)

Anyway back to my car! I did several dummy fits and found that the new manifold the turbo sits on( look up Jackson Racing supercharged svt on the net if you can't visualise it))
left me with no space for the charger due to the top chassis rail, the solution was to rotate the engine and box about 6 degrees clockwise about the crank (this datum keeps the drive line correct) and fortunately is similar to the angle the engine sits in your average ford so no problems there. This gave enough space for the blower but then meant less space for the exhaust! the cvh manifold was binned and a focus rs one is now fitted straight to the block without the adapter.( yes I can now bolt on a turbo if I need one!). I'll have to weld up a down pipe and lambda boss.This rotation of the engine now ment the gear leaver wouldn't fit the trim -one extra plane with it being a 5speed- so a new mounting was made to relace the strange on that was there before, and the interior slightly changed.
At this time the speed sensor was fitted (stops the engine banging on over-run) using a part supplied by Burtons, an eary mondeo or any escort with an analoge speed can provide one. New fuel system fitted using a 3.6jaguar external fuel pump and filter (you need 3bar by the way from the pump)and fuel lines, along with a swirl pot(not essential but nice) has been made up-point to note PINCH AN INERTIA SWITH AND FIT IT!!! from your donor in case you have a bump-don't forget a fuel return is needed.
Now it came to sorting the belts for the aux systems. A tensioner needs fitting a an extra pulley made up to keep as much of the drive belt as possible in contact with the blowers nose pulley-so I made one up and ordered a custom alternator mount from America (source of much frustration and the reason why no-ones saw me at the meets) when this arrived I had to make up an extra idler pulley for the system, which I found out could be best achieved using the original power steering pump pulley-yes you've guessed it I now have power steering too! (now you're all getting the idea of why my cars not been seen).Turns out most pumps and racks work at about the same pressure (so I'm told by the experts) so this seemed a logical step.
The starter is again off the good old sierra cvh though a escort desil or later model rs2000 one can be used as can any "earlier" i4 engine job
That's all for now much to follow(inc pictures).!!