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Night shoots are tricky to pull off, but oh so worth it when you get images like Andy’s of this restored Sierra Cosworth. Page 94.

HOLMES Zak Williamson’s sleeper Mk4 Escort is ever-evolving — Simon caught up with the latest incarnation for his story on page 36.

JAMIE ARKLE Jamie got up close and personal with four works legends for this issue, ad got a little misty-eyed in the process. Find out why on page 78.

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Telephone: 01959 541444 Email: classicford.ed@kelsey.co.uk Write to: Classic Ford, Kelsey Publishing Ltd, The Granary, Downs Court, Yalding Hill, Yalding ME18 6AL, UK

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ike most things in car culture, the ter United States, but it’s been part of the UK For as long, too. In fact, Ford wer introduced the Mk1 Zephyr Six — a car that ar whole modified For This issue we celebrate the classic For never gone out of fashion and will be with us forever sleepers are ever fr Orion turbo sleeper on page 42).

Last month, we welcomed the return of Ford Fair — years. It was great to be back, and I’m not going to lie, slightly emotional, too. Catch up on all the classic action on page 20.

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Contents

CLASSIC FORD FROM £21.99 SEE PAGE 18 MK1 ESC 100% CLASSIC STREET ’N’ ST

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Features

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FORDS

REBUILDS AND RESTORATIONS!

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RS OF TV!

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See page

EC SIEP RRA BARGHIS A PLUS: ORT-SPRAM

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52

08 20 26 32 36 48 52 54 94

YOUR PROJECTS Escort Harrier build — with ST170 power.

FORD FAIR 2021 What went down?

SUPERSPEED CAPRI Super-rare converted 5.7-litre Mk1 GXL. TOP 10: Factory Ford Q-cars The best sleepers from the big blue oval.

TURBO ESCORT ESTATE This Mk4 packs more than a punch.

HERITAGE: Cortina 1600E Silver Fox Mk2 is a sight for sore eyes.

BRITISH FORD DAY Blue oval celebration down under.

HOMEBUILT HERO Neat Capri 2.0S tribute with special touches.

RESTORED: Sierra Cosworth Three-door RS given the rebuild treatment.

26 ON THE COVER

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ON THE COVER

ON THE COVER

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78

784BOREHAM’S FINEST 88 SPA SUMMER CLASSIC With historic circuit back on the WORKS ESCORTS agenda, we head to Spa We get up close and personal with four of the most important Escorts ever to wear the badge, all built by Boreham in period, all with a remarkable story to tell.

6

October 2021

Francorchamps in Belgium for a weekend of Capris, Ecorts, Cortinas, Mustangs and GT40s taking on allcomers at the legendary circuit.

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14 WHAT’S ON

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enti fo on the YOUR SEATS ST170 MK2 Step-by-step guide ish ’6a0sl incoup ESC T e sorti ng your interior to Reader’OR screamers home projectbuilt

Where to go in September, October and into the Winter months.

16 NEW PRODUCTS

The best new gear for your Ford.

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60 62 64 76 112

MAILBOX YOUR CARS Readers’ classic Fords and projects.

NEXT ISSUE BACK ISSUES PARTING SHOT

Your letters, emails and online comments.

Classic image from the Getty archive.

112 ON THE COVER

42 ORION RS TURBO

As far as classic Ford sleepers go, this unassuming Mk2 Orion pretty much nails it. Find out why on page 42.

CFTech

68

68 KNOW THIS: Fast road-spec Pinto carb test

We all know that a pair of DCOE carbs will give more power, but how much — and are 45s better than 40s?

104

74

74 OUR CARS

The Escort XR3i is back on the road but needing some trim TLC. Paul sorts it.

76 EXPERT CLINIC

Your Ford’s problems solved.

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CFBuying & Restoring

90

ON THE COVER

90 HOW TO: Refurbish your seats

Discover how to rescue a tatty or worn seat without spending a fortune with our DIY step-bystep guide.

104 BUYING GUIDE: Classic Capri What you need to know when buying a ’60s icon.

110 READERS’ ADS Cars and parts for sale.

October 2021

7

Name: Paul and Sean Holt From: North West Age:36 (Paul) 43 (Sean) Jobs:Plasterer (Paul), Carpet fitter (Sean)

ssaC noJ sotohP dna sdroW

8

PLANE SAILING

Your projects: This Escort Harrier tribute is expecting to fly thanks to ST170 power and the Holts’ work ethic — and the promise of a replastered house in return...

October 2021

Car: Mk2 Escort 1.1GL Start Condition: Complete car, good condition Condition now: Stripped, resprayed silver, converted to RHD Expected time of completion: late 2021

W

e’ve known Sean Holt and his family for many years now and the number of old Fords they’ve restored and modified between them is nothing short of breathtaking. They also seem to be far from biased when it comes to which model they choose to work on, Dad Rob having expertly rebuilt a Classic Capri complete with a 2.9 Cosworth along with a Lambo-beating Cosworth YB-powered Anglia 105E! The latest blue oval badged project for the Holt family arrived last year in the shape of this 1975 1.1GL. Imported from mainland Europe, the left-hooker was in great original condition and would prove to become the

ideal base for Paul’s next car. “Paul has always wanted a silver Escort Harrier, but can’t quite afford a genuine example, so instead we came up with the idea of building a Harrier replica, with a twist,” Sean smiles, “I’m tackling most of the work as it’s my specialist area and my son, Jake is lending a hand to. In exchange Paul is replastering my house as that’s his expertise!”

Sounds like a fair deal, and with a ramp situated inside his garage at home, Sean has already made quick progress of the Escort and he doesn’t have to stray far to see how Paul’s plastering is getting on either!

“The shell itself was remarkably original and solid which avoided hours of welding, but we were keen to convert the car to right-handdrive,” Sean explains, “it’s all been fairly straightforward so far, but still involved a lot of work.” The shell has already been resprayed the correct silver and most of the inventory of parts are already on site ready to bolt on to the shell including an ST170 engine residing under his bench. We’d imagine Sean won’t be hanging around fitting all these, though a Pinto engine rebuild for a friend is proving to be a current distraction. The race is on to see if Sean will complete this project by the time Paul has replastered his house.

October 2021

9

The Mk2 came with the Cologne axle, so Sean’s swapping it for an English one — much easier to adapt and get parts for.

“PAUL’S KEEN FOR IT TO BE A HARRIER REPLICA — BUT WITH A TWIST...” house.The deal was, I build the car, if Paul plastered our house.

When we got the car in my garage, I made the decision to convert it to right-hand-drive.

I removed the dash panel and adapted it to allow for the conversion, basically cutting one side out and fitting to the other side. I did the same for the strengthening parts under the bonnet. Pedal box fixings were moved to What was it like?

The car was in a good condition due to the other side too.Wehad a right-hand-drive coming from a warmer climate, although it column and pedal box spare which made the was left-hand-drive. It was metallic green, conversion a little easier. I used the left-hand had never been welded or had many drive wiring loom and redirected to the modifications. It had a couple of required locations; this has worked well with imperfections in the bodywork, but that’s all. a few small modifications.

How did you come across the car?

The car was owned by a friend, who had the car imported from abroad somewhere in mainland Europe, he decided to move abroad himself and couldn’t take the car with him, hence the sale. He did use it a few times and took it to the LakesTour with the 1100.

bodywork. We are looking for a nice set of Recaro seats, although I’m not sure which design will suit the Mk2 interior best. Apart from that it will be a stock interior. Built this way, you don’t mind throwing it around a track or two. I imagine he’ll be taking it to Santa Pod, classic car events and probably entering the occasional track day. Paul sees himself as a bit of a racing driver!

When are you hoping toreach completion?

Hopefully, we’ll be finished later this year with a possible a trip to Santa Pod in mind or an open track day at Oulton Park.

How did you get intoold Fords?

Paul andI have grown up with retro fords, my dad used to deal in them, meaning lots of trips to the auctions and scrapyards as youngsters.

Paul hasthree Sierra Cosworths in storage which we are hoping one day with see daylight again. I’vehad a Mk1 RS2000 for How did you make a start?

What’s the intended spec?

My Dad, Rob and Brother, Paul decided to Paul’s keen for it to be a Harrier replica with a 15 years, a Mk2 Cortina for 12 years and a Mk2 take the original engine out and replace it twist. It will have throttle bodies, Emerald Escort Ghia for approximately five years. All with an ST170 engine and five-speed ECU, stainless manifold, coil-overs, rear are on the road and we’re hoping to get to gearbox.They toyed with idea of converting disc brakes, LSD and anti-tramp bars. We’d some shows this year.The Mk2 Ghia was built to right-hand-drive, but never got around to disposed of the original Cologne axle and for my son Jake, who has just turned 17 and is it, and the car ended up being stood for over have replaced it with an English one. He’s currently takinghis driving lessons.

12 months. I took an interest in the car, had opted for Minilite replica wheels, currently the space, and said I would continue with in gold but these will be resprayed What can you tell us about the paintwork? the build once it was transported to my anthracite to match the new silver The car was resprayed by a longtime friend

10

October 2021

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your projects: mk2 escort

With the shell painted, the fun fitting up can begin.

The right-hand-drive conversion was Sean’s first job, and pretty straightforward thanks to having most of the parts to hand.

Robbo — he’s carried out most of the resprays on our old fords.

Paul’s Mk2 will run classic 7x13 Minilights — though resprayed silver for more of a stealth look.

Have you come across any problems so far?

Thankfully, we’ve been quite lucky and not come across any challenges yet in the build, as parts are quite easily accessible these days, let’s hope our luck doesn’t run out!

What’s next?

We’re now on the lookout for a project for my 13-year-old Daughter, she just can’t decide which one!

The spec is based around a road car that can handle itself on the odd track day,too.

Imported Mk2 was in really great shape — cutting down the amount of time Sean had to spend welding up holes in the floor and sills.

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The ST170 will be fuelled by ITBs controlled by an Emerald ECU.

The Holts have a fair few Fords between them — RS2000 is Sean’s.

October 2021

11

The firm is committed to offsetting approach to ensure all future rallies and operations are carbon neutral moving forward – vital in making historic motorsport more acceptable and accountable in a changing world.The firm will be launching NET-HERO in the coming months, a dedicated platform giving historic and classic car enthusiasts and the wider motoring community the opportunity to measure and offset their footprint.

What’s more, the Federation of British Historic Vehicle Clubs (FBHVC) will be working on a carbon offsetting scheme for its member clubs. Mindful of the various pitfalls, it’s aiming for a scheme that’s sustainable, relevant and genuinely beneficial to the planet and the historic vehicle movement. It undoubtedly demands lots of research and as such is still some wayoff being revealed, but we look forward to the results.

Fortunately, the historic sector is already in a good place to meet future challenges.

HERO-ERA’s own Impact Study released last December revealed how low emissions were already prevalent in the sector for three main reasons. Firstly, spending on historic and classic vehicles has a high labour and 9000-mile rallies across different continents, such conservation content with a low energy and as Peking to Paris. In 2019, it committed to materials content. Secondly, there’s a ensuring all sources of emissions from its philosophy of repair rather than building from activities would be 100 per cent offset, and by scratch, and finally historic vehicles typically partnering with decarbonisation specialists have very low levels of usage – an average of BeZero Carbon, it’s made good on that promise. just 1200 miles a year, according to recent The firm’s 2020 carbon footprint was FBHVC research. calculated at 424 tonnes of carbon dioxide Clubs and organisations making further equivalent: 4 per cent from operating activities efforts to become carbon neutral can only and 96 per cent from rally activities. It was able stand them in good stead for the future. If it to use BeZero’s carbon credit framework to 100 means we can continue to enjoy our hobby in per cent offset its 2020 emissions by the ways we’ve become accustomed to, then investment into sustainable forests. surely every little helps.

NEW MOVES TO FUTUREPROOF OUR HOBBY Innovative carbon offset schemes set to benefit the UK’s classic car sector.

W

ith the reduction of carbon emissions an increasingly dominant issue in global politics, the freedom to enjoy our classic Fords in future could depend on how we offset the footprint of their use. Although the carbon output of the sector is verysmall in relative terms, innovative schemes suchas the latest from HERO-ERA could make all the difference when it comes to the classic car industryjustifying its existence.

HERO-ERA is one of the busiest events organisers in the industry, with a programme that ranges from single-day affairs through to

NEW MOTORING CAFÉ OPENS

A new café and meeting destination has been launched in NorthYorkshire for fans of all wheeled transport. Called NY500, it’s located near Pickering on the edge of the NorthYork Moors and opened its doors last month.

Currently the café is open 10 am-5 pm on weekdays, except for Wednesday, which also includes Bike Night from 5 pm-8 pm. It’s also open 8 am-5 pm on Saturdays and 8 am-4 pm on Sundays. It has plenty of indoor and outdoor space, and the venue boasts a showroom too, which currently features the 1989 Spa 24-hour winning Bastos Sierra RS500. Regular events planned include Sunday modified and performance meet ups, plus an autojumble on every second Sunday. In future, the plan is to offer accommodation and garage services. For more details, see ny500.co.uk.

12

October 2021

CLASSIC FORD TOUR UPDATE If you were joining us on this September’s

Classic FordTour to the Jersey International Motoring Festival, sadly the event has been postponed until 2022. “Unfortunately, following changes in social distance policies in Jersey,the International Motoring Festival on September 10-13 is to be postponed,” say tour organisers, Scenic CarTours. “They are hoping that by September these policies will be relaxed so eventscan take place, but the planning and infrastructure for the Motor Festival needs to start weeks in advance.”

Scenic CarTours has put together a few options — full details will be in the email sent out to tour participants. www.sceniccartours.com.

THE BIG PICTURE

GRAHAM ROBSON Sadly, longtime Classic Ford contributor and world-renowned

author, Graham Robson passed away in August. Writing for the magazine from its very first issue in 1997, Graham (above left, with

Jackie Stewart) also had a close relationship with Ford at Boreham and its drivers from the early 1960s and remained an expert on the marque right up until his death. Full tribute next issue.

COMING UP INSIDE YOUR NOV 2021 ISSUE

If you like your mods on a budget then make taste. Elsewhere in this issue you’ll find this sure you don’t miss the November 2021 superb Mk1 Escort 1300E, Mk5 Escort buyer’s edition, on sale October 1.The 148-page guide and a whole lot more. bumper issue will be pack ibe to make sure you 30 retro mods for £500 or under, and t miss it? See page 18 for the there’s truly something for everything ON SA est subscription offers.

OctobeLrE

1!

Terminally-rotten old Fords

It’s that meandering man again. Our roving FrenchFord spotter,Bertrand Joseph has clocked yet another (slightly squashed) classic in need of rescuing, this time a Mk1 Escort four-door.

“It’s in the town ofToul in eastern France,” says Bertrand. “It is used as part of a wall in an old junkyard that’s still in business to prevent thieves from stealing parts from the scrapped cars inside.”

Spotted an unloved Ford on your travels?

Email photos and details of your find to classicford.ed@kelsey.co.ukor you can write to us at the address on page 4.

October 2021

13

What’s On

All the must-attend classic Ford shows and events around the world for August, September and beyond.

SEPTEMBER

International Autojumble September 4-5 National Motor Museum, Beaulieu UK www.beaulieu.co.uk Vintage Nostalgia Festival September 10-13 Stockton Park, Wiltshire UK www.vintagenostalgiafestival.co.uk Escort Rally Special September 11-12 Chimay, Belgium www.escort-rally-special.com Classic Cars InThe Park September 12 Hutton-in-the-Forest, Penrith UK www.markwoodward classicevents.com Kent’s Classic Car Show September 12 Aylesford Priory, UK www.kentsclassiccarshow.co.uk Goodwood Revival September 17-19 Goodwood Circuit, Chichester UK www.goodwood.com/motorsport

BE SURE TO RATE & REVIEW US

★★★★★

Third International Ford Escort Meeting September 18-129 Castelo Branco, Portugal www.facebook.com/CAACBranco Kop Hill Climb Festival September 25-26 Kop Hill Road, Buckinghamshire UK www.kophillclimb.org.uk Spa Six Hours September 30-October 2 Spa Francorchamps, Belgium www.sixhoursofspa.co.uk

OCTOBER

Goodwood Members’ Meeting October 16-17 Goodwood Motor Circuit, Chichester UK www.goodwood.com

CHECK BEFORE YOU GO!

These events were going ahead at the time of going to press, but with shows still being postponed or cancelled because of the pandemic, please doublecheck before you head out!

2022

Classic FordTour May 6-9 Dover to Bruges, Belgium www.sceniccartours.co.uk

ly/digitalclassicford

After 2018’s incredible 50th anniversary event, the Escort Rally Special is back as a regular fixture. Based in the town of Couvin, Belgium and including the classic Chimay circuit, the road-based special stage rally is once again attracting historic-spec Escorts from all over Europe for the 25 km stage that will be run four times. With a great atmosphere and guaranteed top action, it’s great for spectators.

Find out more: www.escort-rally-special. com

Spa Six Hours Is y not inoucrluevent When: September 30Email the ded? October 2 detail c

lassic s .ed to Where:Spa Francorchamps kelseyfo.crd o.uk @ Think of the Spa Six Hours as like the famous Le Mans 24 Hours race, but for classic cars. Taking place at the amazing Spa Francorchamps circuit in Belgium, it’s a lot closer than Le Mans, and the atmosphere is just as electric. With the races broken down into six-hour stints, it’s easier to watch and there are some great dices with Capris, Lotus Cortinas and Escort Twin Cams and RS1600s taking on the Alfas and Jags. The classic theme means plenty of old cars make the trek over, and it’s a great way to end the summer.

Find out more: www.sixhoursofspa.co.uk

GET IT ON THE MOVE ownload the edition today!

Escort Rally Special When: September 11-12 Where: Couvin, Belgium

WHERE TO GO IN SEPTEMBER

NOVEMBER

Classic Motor Show November 12-14 NEC, Birmingham UK www.necclassicmotorshow.com

WHERE TO GO IN SEPTEMBER

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CLARKE ROTARY TOOL AND ACCESSORY KIT £35.98 Machine Mart

Ideal for DIY and hobby use, the Clarke CRT130 multi-purpose rotary tool kit will shape, engrave, grind, clean, sand, polish and cut at a maximum operating speed of up to 31,600 rpm. The kit includes a carry case, 1 metre long flexible drive, height adjustable stand with clamp and a large selection of extras including 40 assorted accessories and consumables suitable for a wide range of applications.

Contact: 0115 9565555, www.machinemart.co.uk

MODULAR WATER PUMP KIT FOR LOTUS TWIN-CAM £593.44 Burton Power

This modular cover and water pump kit for the Lotus twin-cam engine enables the water pump components to be easily removed without disturbing the front cover or the sump. The water pump components are assembled into a module which can then be inserted into the front cover housing and retained with three socket cap screws.

This saves a huge amount of time when replacing the water pump seals and bearing, and saves unnecessary costs in replacing oil and gaskets. The package includes KA ENGINE AND GEARBOX MOUNTS the water pump module and both front and rear covers.

From £10.80 Powerflex Contact: 020 8518 9127, www.burtonpower.com As a technical partner within the EnduroKa one-make endurance championship, Powerflex has used its experience of the car and combined this with feedback from fellow competitors to develop two new performance products homologated for road and track use: exhaust mounts and gearbox mount insert. The new exhaust mounts are supplied individually, but three are required per vehicle to hang the Ka’s mid-pipe and silencer sections from the original chassis mounting points. After careful consideration and testing, Powerflex has opted to produce these new mounts in its Purple (80A durometer) polyurethane blend for an optimal combination of flexibility and security in road and race environments. The gearbox mount insert is designed to fill the natural void within the original rubber mount, which over time can lose its elasticity and therefore its ability to effectively dampen movement within the transmission.

Contact: www.powerflex.co.uk

MK1 ESCORT REAR SCREEN £ Pilkington

Rear screen on your Mk1 need replacing? Good news – Pilkington are manufacturing them again, and all perfectly period marked with Triplex logo. Clear or green tint versions are available, along with plain or with a heated rear element, and if you want any bespoke additions, they can make to order too. Use discount code ‘classicford15’ to receive a 15 per cent discount.

Contact: 01527 505209, www.pilkington.com

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Above: what’s finer than an RS500 on centre-lock BBSs? Not a lot!

First time out for Trevor Jones’ superb 100E Anglia — full feature coming soon.

FORD FAIR 2021

CONTACT Ford Fair www.fordfair.co.uk

neirevahcS boR sotohP yellooWnomiS sdroW

Silverstone welcomed the return of the blue oval, as Europe’s biggest Ford fest made a triumphant comeback.

I

t’s been a long time coming but boy was it worth the wait. The return of Ford Fair after last year’s pandemic-enforced absence was a reason to celebrate for blue oval fans, and celebrate they certainly did, with the whole of Silverstone Circuit’s huge infield filled to the brim with stunning Fords, old and new.

And while this is a show that resolutely highlights Fords more the modern era, the classics were in no many sidelined, and with clubs bringing along an impressive selection

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October 2021

of cars, in what was a massively varied and welcoming event.

The Classic Ford Zone was in a new, central area for 2021 — for the first time on Tarmac rather than grass, and it gave us the opportunity to mix things up a little in terms of how we displayed the cars, showcasing Mk1 Fiesta anniversary, Ford Heritage, Homebuilt Hero and Screen Star themes – the latter bringing together the Minder Capri and Sweeney Consul for the first time ever.

Elsewhere the all-day track action never failed to impress, especially the sessions led by the Modified Ford Series with Zakspeedarched Escorts mixing it up with Touring Car-style RS500s and a particularly quick Anglia and of course, our own Classic Ford lunchtime session.

With big events now firmly back on the agenda, we’re looking forward to the return of the Classic Ford Show in 2022, with Ford Fair back again next August – keep reading the mag for essential updates.

Above: Classics Monthly’s South African Mk3 Cortina caused a few scratched

LIKE YOUR CAR!

MARTIN SUDDES ESCORT 1600 SPORT

Spec: 7x16 CompomotiveTHs, GAZ dampers, FRST Recaros Quite possibly the rarest car at Ford Fair was Martin’s Mk4 Sport — the 1989 special edition, of which Martin reckons just three or four are left on the road. “I spotted this one on Facebook Marketplace a couple of years ago,” reveals Martin. “It was advertised just as an

Escort, but I knew immediately what it was.

The car was standard in and good condition, but I’ve tidied up a few areas since, and done some paintwork. It’s not standard — I’ve added the Comps, GAZ suspension, Mondeo front brakes, an Ashley exhaust and a rear cage — but it’s all removable if need be. I love it, and it’s not going anywhere.”

Above: Laurence Darcy’s Honda-turbo Mk2 Escort looked and sounded immense.

LIKE YOUR CAR!

CALLUM MARSDON GRANADA 2.8i GHIA X

Spec: ratty but solid To say that Callum and his Dad Mark are Granada fans would be doing them a disservice — between them they own 13 examples, the most recent of which is this Ghia X, akaThe Beast, one of three used in the film,The World’s End starring Simon Pegg and Nick Frost. “I first spotted this car a decade ago,” says Callum. “Back then it was a show car, but not long after a

production company bought it and deliberately made it look rough for the movie — flattening the paint, adding scabs and sections of primer.” After filming, all three cars were sold, two of them ending up on the banger track. “A guy we know convinced the owner not to race this one and we got put on to it. Despite the look, it’s in amazing condition — I’ve been using it most days this summer.”

Above: Ben Szanto’s Mk1 Cortina project had to stay at home, so he brought along this sweet Mk2.

Stephen Wickham’s Consul Capri was used in the movie, Telstar, and proved popular for selfies.

LIKE YOUR VAN!

CHRIS SPOONER MK1 TRANSIT SERVICE BARGE Spec: ex-German fire service, Ford Motorsportlivery, 3-litre Essex When Chris finished his superb works RS1600 replica (see January 2021 issue) he realised there was something missing — a vehicle to tow it to events with, and what’s more suitable than a tribute to theTransit service barges that Ford’s Boreham engineers (including his dad, Gordon) thrashed all over Europe in? Finding an ex-German Fire Service Mk1 with 6000 miles on

the clock, Chris set about converting it, removing the CologneV4 and slotting a 3-litre EssexV6 in its place. “I’ve copied the service vans from old photos,” reveals Chris, “but there are some things I’ve changed – I’ve fitted the interior out as a day van so it’s more usable.The Boreham vans were boarded out with plywood with a load of tools chucked in the back, and what’s the use of that?Today is the van’s first big run out and it cruises brilliantly.”

Steve Goldsmith’s Anglia was absolutely flying — with a 2.6-litre Smith & Jones YB under the bonnet, it should!

1990s-style Mk5 Cortina was spot-on.

Left: The Sweeney’s Consul GT headed up our Screen Stars display.

22

October 2021

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RARE GROOVE Words Daniel Bevis PhotosAdrian Brannan

This Superspeed Capri is so rare, even the owners’ club didn’t know what it was. But Dean Goodman knew the score — and after a lifetime of dancing around it, he’s got the keys in his hand and a spring in his step.

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T

his isn’t a show car, it’s a go car.” Dean Goodman is grinning like a Cheshire cat as he illustrates the true purpose of his muscular Mk1 Capri, and the implication is clear: given that it’s sporting a show-winning finish throughout, we can only imagine what manner of ‘go’ it has.

We don’t have to imagine for long.

Planting his right foot firmly on the loud pedal, 400 rampaging horses overwhelm the modern Toyo rubber to unleash a fully old-school frenzy of billowing tyre-smoke and atomised hydrocarbons. This is a Capri built solely for

hedonistic thrills, with a V8 heart and a mischievous soul. And, almost uniquely among the pantheon of V8 Capris, this one’s been laid out this way from day one. Delivered directly from the Halewood plant to Superspeed Conversions Ltd in 1973, the GXL had its 3-litre heart unceremoniously ripped out and replaced with 351ci (that’s 5.7-litres to you) of whip-cracking American thunder.

“I’ve known this car since I was 13 years’ old,” says Dean, “back in 1977 when I used to go and drool over the special Fords at Mike and John Young’s Superspeed showroom on

Ley Street, Ilford. It had been ordered by a man who then never came back to get it — Superspeed did the V8 conversion and fitted all the top-dollar parts, and then it just sat there for years until they could legally sell it in 1979.”

Tempting fate

It’s almost as if there’s an element of fate at play, isn’t there? Imagine young Dean with his face pressed up against the glass, his head full of muscle car dreams. Could he possibly have imagined that he’d one day end up owning that very car? Probably not, although fate does

October 2021

25

MK1 CAPRI

“I USED TO SEE THE CAR AROUND A LOT IN THE MID 1980s — IT WAS OWNED BY A FELLA NAMED COSTAS BACK THEN. I’D OFTEN SEE IT PARKED OUTSIDE HIS SHOP AND HE USED TO RACE IT AT SANTA POD” have a sense of humour, and the Capri ended up following him about for years and playfully intertwining itself with the fabric of his very being.

“The car was sold to two brothers in 1979, and I used to see it around a lot,” he recalls.

“Later, in the mid 1980s, it was owned by a fella named Costas who had a chip shop in North London — I’d often see it parked outside the chippy, and he used to drag-race it at Santa Pod.” The Capri appeared in Street Machine magazine in 1985, and five years later a further quirk of destiny manifested itself: a friend of Dean’s bought the car in 1990.

“We were sharing a workshop at the time,” he explains, “working on tuning Capris and Escorts and the like. The Superspeed was a little tired by that point, so he began restoring it with new panels and so on — but you know how it is, life gets in the way, and it ended up 26

October 2021

sitting in primer for many, many years. And then, in 2011, he suggested that maybe I’d like to buy it…”

That’s right, after all those years Dean finally found himself signing on the line for the Capri he’d been dreaming of since he was a kid. Naturally it needed a bit of work, but that’s all part of the fun isn’t it? In amongst the paperwork he’d found a number of bills for replacement rear axles through the 1980s and, correctly identifying this as a weak link, he figured this was a good place to start. It’s this which led him to get in touch with Andy Powis at Andy’s Auto Body; having seen him profiled in Classic Ford, Dean thought he’d be the man to quiz about axles — and after Andy suggested some improved diff specs, Dean figured it’d make sense to hand the car over and let him take care of all the bodywork, too!

Dean first saw the Capri at Superspeed’s workshop in the late 1970s. Incredibly,he now owns it.

Tremec gearknob aside, there’s nothing here that suggests all is not as it seems...

5.7-litre engine dominates even the Capri’s big engine bay — meaning careful repositioning of some of the ancillaries.

Cleveland V8 now runs worked alloy heads sourced from the United States.

ESSEX BOYS Capri originally ran a Zephyr-style scoop in the front panel. He’s removed it but kept it as part of the car’s unique history.

SUPERSPEED CONVERSIONS

The roots of Superspeed Conversions Ltd stretch back to the late-1950s. At the time, Ford of Britain had no works motorsport team to speak of, so race prep duties and homologation development were farmed out to three specialist outfits: Alan Mann Racing, Broadspeed, and Superspeed.

Set up by Mike and JohnYoung, Superspeed Conversions Ltd was run from a workshop in Ilford, and they didn’t just deal inV8 Capris; 105E Anglias were a particular favourite for racing earlier in the 1960s, and their treatment of the Mk1 Escort saw the EssexV6 nestling between its inner wings.

Race cars acted as the halo for Superspeed, but road cars were also built for buyers with an eye for the offbeat — they weren’t cheap, but they were beautifully engineered and gave Ford’s mainstream models a true sporting edge.

Rare 14 inch four-spokes were made by Pirelli — big enough to squeeze in much-needed proper stoppers.

October 2021

27

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superspeed capri

“WHEN THE CAR WAS FIRST BUILT IT HAD 380 BHP, SO OBVIOUSLY WE HAD TO BEAT THAT...”

Glorious sunset

The restoration, as you might imagine, was no quick task. Despite having been refreshed and fitted with new Ford wings and suchlike, that was years ago and there was much to be done.

Andy duly stripped it all down and had the shell media-blasted; it turned out to be excellent, with some older welding repairs having been done to a very high standard, so the body was then zinc-primered before being finished in the original Supersport shade of Sunset Red. The correct satin black was applied to the rear panel, window surrounds and sills, sound deadening pads were tailored to fit in OEM-style, and a new vinyl roof was applied. With all the right chrome trim outside and a new Aldridge headlining within, it was really starting to come together; the lamps were restored, the loom re-taped, and new doorcards were sourced.

While all this was going on, the Cleveland V8 had been sent off to Specialised Engines in Grays, who fully went through the motor with everything brand-new. “When the car was first built it had 380 bhp, so obviously we had to beat that,” Dean laughs. “It’s been built into a

400 bhp state of tune now.” Visitors to the Classic Ford Show back in 2012 may recall seeing this car on display; Andy had finished the body by that point, although there was no running engine. The Cleveland made its appearance in refreshed form in 2013, but at some point in the car’s history it had been converted to automatic — and Dean wasn’t having that. After another six months or so, a Tremec manual was acquired, and the car went back to Specialised Engines for conversion along with a bias pedal box.

By this point, the spec list had swelled into something mighty. Imagine the terror of

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Car back to a manual ’box after being an auto. Brake and clutch reservoirs relocated from bulkhead (top).

October 2021

29

MK1 CAPRI shoehorning 380 bhp into a bone-stock GXL… good for the strip, sure, but a bit brown-trousers up the A12. So now it has 400 bhp and a few years of experience under its belt, the Capri’s running Hi-Spec billet four-pots up front with a disc conversion out back. The suspension set-up is impressive too: the rear end is five-linked, there are adjustable coil-overs all round, and Dean’s found the sweet spot at about 2 inches lower than stock.

The shorter Atlas axle is packed with a Quaife ATB, which ensures perfect number-elevens at whim rather than the classic 1970s one-wheelpeel, and it all feeds into Dean’s mantra of go-over-show.

It’s a GXL but not as we know it — bigger twin tailpipes are subtle, as are the larger RS-style four-spoke wheels.

True faith

“It’s updated where it counts, but I wanted to keep it as true to its origins as possible,” he assures us. “I did source some nice Recaros for it, but then figured it’s better with its original GXL seats. And anything I’ve taken off has been kept so it’s all reversible if need be. The front panel, for example, originally had a big scoop, probably from a Zephyr or Zodiac, to feed air to the canted radiator – hence why it has quarter bumpers. So I kept that, as it’s part of the history. I managed to find a spare wheel too; it came to me on a set of super-rare RS reps made by Pirelli and they’re like hens’ teeth now, but I did track one down!”

It’s an exercise in sympathy – and the realisation of a lifelong dream. “I always felt that this should have been my car from the start,” says Dean. The kid gazing through the window has grown into the man behind the wheel, and fate had always planned it this way.

Some things are just meant to be.

Tech Spec

Body

1973 3-litre GXL, full bare-metal resto, vinyl roof, factory sunroof, quarter bumpers, RS chin spoiler.

Paint: Sunset Red

Engine 5.7-litre needs all the cooling it can get — bonnet louvres are superbly-executed.

Dean did consider upgrading the seats, but wisely (we reckon) kept the GXL trim in all its cloth and vinyl glory.

5.7-litre (351ci) Ford Cleveland V8, Pro Comp alloy heads, Holley 750 CFM Double-Pumper carburettor (with downsized jets), serpentine pulley kit, custom stainless steel exhaust system byTorque Exhausts Ltd

Transmission

TremecTKO five-speed manual, hydraulic McLeod Street Pro performance clutch, Atlas axle, Quaife LSD,Tran-X 16-spline halfshafts

Suspension

Front: Coil-overs with Bilstein inserts and roller-bearing top mounts.

Rear: five-linked, slipper leaf springs and adjustable coil-overs, Bilstein inserts.

Lowered 2 inches all round

Brakes

Front: Hi-Spec billet four-pot front callipers with grooved discs, EBC Green Stuff pads.

Rear: disc conversion, EBC Green Stuff pads. Adjustable bias pedal box

Wheels and tyres

6x14 inch Pirelli RS-style alloy wheels, 195/55R14Toyo Proxes tyres

Interior

Original GXL spec, GXL black cloth/vinyl seats, RS three-spoke steering wheel, Tremec gearknob

Thanks

To Specialised Engines (01375 378606, www.specialisedengines.co.uk), especially Mike who is a godsend of an engineer, thanks also to Andy’sAuto Body (01634 818442, www.andysautobody. co.uk), and Simon atTorque Exhausts (020 8805 9995)

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October 2021

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The tide is turning

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Thanks to our partnership with social enterprise, #tide, the watch’s case-back inserts and strap are made from 100% recycled ocean plastic (though you can also choose a marine-grade steel bracelet). Which makes for a healthier ocean. And a watch you’ll take pride in wearing.

You can read more about the C60 #tide in the new issue of Loupe, our complimentary watch magazine.

Sign up for yours at christopherward.com christopherward.com

TOP 10 FACTORY FORD SLEEPERS Ford knew how to build a Q-car — fast, stylish but restrained.

Here are 10 of the best.

Escort Mk2 2-litre

Engine capacity: 1993cc Years produced:1977 to 1980 Price when new:N/A Price now (condition B):£10,000 Sleeper rating: 3/5

As Classic Ford readers know, Aussie Blue Oval fans could buy a factory-built RS2000 four-door,complete with droop snoot and snazzyalloys. Smart, yes, but it was mechanically identical to the common-or-garden Australian Mk2, which from June 1977was available with a 2-litre Pinto powerplant — in 94bhp form with Cortina four-speed gearbox, or 85 bhp low-compression guise when mated to a C3 autobox. The suspension andbrakeswere stock Escort, as was the 3.54:1 rear axle. Trim options included two-door or four-door GL or Ghia, while there waseven a 2-litre GL van, complete with rear side windows. Sports suspension (stiffer springs and anti-roll bars), alloy wheels and GS Rally Pack (with spoilers and stripes)were optional, but most leftthe lines as drearyEscort GL four-doors. Proper sleepers.

Cortina Savage

Engine capacity:2994cc Years produced:1966 to 1970 Price when new: £1365 Price now (condition B):£30,000 Sleeper rating: 5/5

nosmailliWnaD sdroW

Savage by name and savage by nature, yet the now-legendaryCortina looks like a prehistoric relic to today’sBritish public. Howwrong could theybe… In 1966, ex-Ford works racer JeffUren started dropping 136 bhp 3-litre Zodiac V6 engines into unsuspecting Cortinas – beginning with aMk1,then offered to customers through his firm Race Provedas fully-converted Mk2s. Initially, aLotus or GT would bethe basis, featuring astrengthenedcrossmember,beefier suspension, uprated axle, Kenlowe electric fan and harderbrake linings. Performance was tested at 104mph and 0-60 mph in 8.8 seconds, and avarietyof options added to the package, including Powr-Lok limited-slip differential, overdrive gearbox and Minilite wheels. The 1600E-based Savage II became the most popular donor, and it’sreckoned around 1100Savages were produced – including up to 100Mk3sand a handful of Mk4s.

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factory ford sleepers

Granada 2.8i GL

Engine capacity:2792cc Years produced:1977 to 1981 Price when new: £5863 Price now (condition B):£7500 Sleeper rating:3/5

We’re all aware of thesporty Granada 2.8 Injection; we’ve all seen V6 Ghia barges.We kind-ofexpect them to be faster than they really are.But a bland GL in Bedpan Beige?

Normally it would be 2-litre Pinto-powered or perhaps a 2.3 V6. In fact, the GL was also offered with a 133 bhp Cologne 2.8 and autobox or fuel-injected 158bhp version, with four-speed manual and 120 mph potential. Power steering, gas dampers and 5.5x14inch steel wheels were standard, along with sunroof, chromework and grandad-spec velour upholstery. Launched in September1977, the fuel-injected Mk2 GL was available as asaloon or estateuntil August 1978,when the S Pack was introduced, comprising TRX alloys and sports suspension with uprated anti-roll bars;it then became badged 2.8iGLS,until phased out by the Mk2 facelift of October 1981.

Orion GLS 1989-1990

Engine capacity: 1596cc Years produced: 1989 to 1990 Price when new:£10,450 Price now (condition B):£3000 Sleeper rating:3/5

Most of us rememberthe OrionGhia Injection, an executive express with a Bosch fuel-injected 1.6-litre CVH powerplant, but how many even noticed the Orion GLS? Introducedas a special edition in May 1989,the GLSwas a real Q-car, featuring the XR3i’s104bhp engineand five-speed gearbox mated to yawn-worthy basic bodywork. Yes, there were 6x14inch steel wheels, but the wheel covers were plain and thebumpers were grey (with red inserts). Meanwhile, there was a black rear number plate surround, tinted windows and glasssunroof.Inside was the sameas any otherpensioner-spec Orion, apart from an XR3i soft-feel steeringwheel. The GLS became amainstream Orion in August 1989,and from September receivedthe XR3i’s 107 bhpEFi engine with EEC-IV management. The GLS was dropped in October 1990,never to berepeated.

Sapphire Cosworth

Engine capacity: 1993cc Years produced: 1987 to 1992 Price when new:£19,000 Price now (condition B): £20,000 Sleeper rating: 3/5

Yes, Ford fans know what a Cossie looks like, but toyour average Kia driver,it’ssimply an old car; even when new,the four-door Cosworth was so restrained, nobody expected a Ford saloon to spit out Ferraris. Yetits turbocharged 204bhp YBB engine meant 150 mph and 0-60mph in 6.1 seconds.

Launched in January 1988, the rear-wheel-drive Sapphire featureda toughT5 gearbox, LSD, four-pot callipers and lowered suspension; the 7x15inch lattice alloys, and tasteful spoilers onlyhinted at performance, while the upmarket trim included Recaro seats, electric windows and sunroof. The SapphireCosworth 4x4 arrived in January1990, offering 220 bhp from a stronger YBJ engine and XR4x4-type transmission. A facelift of August 1991 brought cat-equipped YBG and shark-tooth alloys, then production stopped in December 1992, while the Cossie continued in Escort guise — the antithesis of a Q-car.

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October 2021

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TOP 10

Sierra GLS 4x4 2.9

Engine capacity: 2933cc Years produced: 1989 to 1990 Price when new:£14,500 Price now (condition B):£4500 Sleeper rating:4/5

It would beeasy to call a Sierra XR4x4 a Q-car; its torquey 150bhp Cologne V6, four-wheel-drive transmission and all-round disc brakes meant impressive point-to-point performance, yet its 14inch alloys and colour-coded bumpers were restrained. But stripped ofsexyXR badging, the short-lived Sierra GLS 4x4 became a real sleeper, keepingthe 2.9-litre running gear but demoted to everyday rep-spec trim.

The 4x4rolled on 5.5x14 inch steels with tri-coat whitecovers, but the rest was stock GLS: grey bumpers with red inserts, black back spoiler, PAS, headlamp wipers, front foglights and two-spokesports steeringwheel. Launched in March 1989, the 2.9 GLS remained on sale until early 1990 but was produced in verysmall numbers — baffling hot hatches as they were wasted onslippery B-roads by abasic Sierra.

Mondeo 4x4

Engine capacity:1988cc Years produced: 1995 to 1996 Price when new: £17,210 Price now (condition B):£3500 Sleeper rating:3/5 Where did all the Mk1 Mondeos go?

Once omnipresent, they’re now a rare sight — and none moreso than the subtle four-wheel-drive version, featuring modified MTX75five-speed gearbox,new rear floorpan and revised rear suspension, complementing the Mondeo’s superb roadholding. Indeed, the 4x4 offered more grip than outright speed, being restricted to the134bhp 2-litre Zetec.

The 4x4 arrived in January 1995 as an Si or Ghia saloon or hatchback, plus a Ghia estate; an Si wagon and Ghia X were added in October. Neither continued into the Mk2 Mondeo of August 1996, but the same sure-footed grace found favour in the Mk5 Escort RS2000 and Jaguar X-Type.

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factory ford sleepers

Puma 1.7

Engine capacity:1679cc Years produced: 1997 to 2001 Price when new: £12,240 Price now (condition B): £1250 Sleeper rating:2/5 Coupés may be inherently sporty, but there’s nodenying the Puma always attracted a certain demographic. And thanks to those looks, the Puma was rarely seen far beyond town centres, let alone being hustledalong back-roads while terrorisingPorsche Boxsters. Yet that’s entirely the Puma’s appeal. Beneath the bodywork lies one ofthe finest ever front-wheel-drive set-ups, the Puma’s lithe handling simply begging tobe thrashed. No wonder so many have been converted into track hacks. Beneath the skin of the first Puma — from June 1997 — was a Fiesta platform, beefedup with stiffer suspension and funky15in alloys, mated to a revvy Yamaha-developed Zetec SE, producing 123 bhp, 126mph and 0-60mph in 8.8 seconds. Simple tuning sees 150bhp, while turbos and supercharger conversions can easily mean 200 bhp-plus.

Mondeo Mk4 2.5T

Granada 24V Engine capacity:2935cc Years produced: 1991 to 1995 Price when new:£27,385

Price now (condition B):£5000 Sleeper rating: 4/5

We might refer to it as the Granada Cosworth, but to current-dayonlookers, it’s just a dull old dinosaur; a throwback to whenFord ruled the company car park. It wore no spoilers or sporty branding; the Cosworth logo appeared only under the bonnet, where the asthmatic Cologne V6 had been transformedinto the 2.9-litre BOA, boasting quad cams,193bhp and 203 lb.fttorque – kept in check by stiffer suspension, 7.5 inch LSD and 16 inchalloys. Despite a mandatoryA4LD four-speed auto, 0-60mph took 8.2 seconds, and it could pull 140 mph in complete comfort.

Available from February 1991 as a luxo-spec GranadaScorpio saloon, hatchback or estate, itwas also offered in Ghiatrim from August 1993. Both gave way to the blob-faced Scorpio in January1995 –an equalsleeper if you can stomachthe looks.

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Engine capacity: 2522cc Years produced: 2007 to 2010 Price when new: £20,690 Price now (condition B):£2500 Sleeper rating:5/5 A Mk4 Mondeo in Classic Ford? Really?This model of Ford’s finest family mile-muncher is not just a perfect Q-car, it’scheap, tuneable and rather rare. It’salso the last great Mondeo before Ford pulled the plug. Despite the saloon/hatchback/estate appearance of a mundane minicab, the 2.5T’shidden weapon was a 216bhp version of the Focus ST225’s five-cylinder powerplantand six-speed manual gearbox. Topspeed was 152 mph, 0-60mph took 7.3 seconds, and the Mondeo’s acclaimed front-wheel-drive chassis meant fast, fuss-free roadholding.

Offered from May 2007 until March 2010, the five-pot Mondeo was available in Ghia,Titanium, Titanium X, Titanium X Sport trim, with even the range-topperlacking go-faster goodies. Yet a basic remap means 250 bhp, with 400bhp just a credit card away.And no one wouldever notice.

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Beige Beast nannarB nairdA sotohP semloH nomiS sdroW

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Building a true sleeper is a hit or miss deal, but this ST170 turbo Mk4 Escort is one of the best we’ve seen and there’s good reason for that...

I

t’s easy to assume that creating a sleeper is a relatively simple task, but it takes a whole lot of time and effort, and if it doesn’t pull off the combination of good performance and understated looks, then it’s failed.

When it comes to this Mk4 Escort, we think it’s safe to say that owner Zak Williamson has accomplished his sleeper mission. Even the most eagle-eyed Ford fan would struggle to tell its packing an ST170 turbo engine, custom MTX gearbox conversion and a modern ECU with all the

fancy features to ensure this estate is fast, fun and usable.

Zak has gone to impressive lengths to ensure the game isn’t easily given away, but he’s no stranger to a detailed build. Famed in Fiesta circles for his previous homebuilt creations (both NA and boosted), the experienced mechanic and engineer has now firmly established himself as a full-time fabricator of custom exhaust and inlet manifolds under the name Zewspeed.

“It all started making banded steel wheels,” reveals Zak. “I would do odd

welding jobs or an exhaust every now and then, but it really took off once I made my first exhaust manifold. Another big step was once I got into inlets as well.”

After brainstorming company names with good friend Michael Johnson of Classic Ford fame, the name Zewspeed was born and Zak found himself developing his own skill set as the build progressed, and more than he thought it would.

“When I first got the car, I could barely TIG weld,” he recalls. “But the first exhaust and inlet manifolds I built were for this car. I

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MK4 ESCORT

“I’VE COLLECTED LOADS OF STUFF IN IT AND EVEN WEDGED A SOFA IN THE BACK...”

“The long-ratio diesel MTX gearbox really also used it to test things on, like my own fuel rail, and recently the new ECU has allowed me made the biggest difference to the way it drives,” he tells. “With the previous IB5 to improve my mapping and wiring skills.” being closer-geared, it would spin the wheels in third and it felt like I was constantly rowing Making plans gears. The MTX really mellowed that out, That certainly wasn’t the plan when he first but as it’s still got the power to pull through bought the Escort as an unfinished project the ratios, it just gets faster as the revs rise. I from a good friend, but then admits he only can’t believe I didn’t do it sooner.” planned to swap the basic 250 bhp Zetec The stronger MTX usually found in a set-up out of his old Fiesta and run the estate Mondeo or Focus is not a straightforward low on banded steels. However, that rapidly went out the window as he warmed to the car. conversion, so it’s understandable Zak “I was never a fan of Escorts,” Zak admits. avoided it for as long as possible. But then he “However, I liked estate cars and sleepers, so managed to secure a complete conversion I knew it would be great. But owning it has from a fellow racer, which made things easier as the custom shafts, mounts and linkage changed my mind on these cars, as they’re much nicer to use daily compared to Fiestas. came together as a package.

Being an estate it’s also convenient; I’ve collected loads of stuff in it and even wedged a sofa in the back!”

After Zak got the car up and running, it wasn’t long before it started to evolve as different inlet manifolds, turbo combinations and cooling packages were tried, tested and developed.

Various set-ups have led to the current evolution, which features a forged ST170 engine that Zak built, installed with a custom Zewspeed intercooler, radiator, inlet and exhaust manifolds. Power on low boost is currently around the 300 bhp mark, but Zak admits he doesn’t really know for sure and Custom gear linkage came out of a race car and isn’t too bothered about finding out either, as helped make the MTX install a lot easier. the car drives superbly.

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Wimborne Ford probably never sold a Mk4 quite like this one...

Standard interior remains — as it should for a sleeper. Zak added the RS steering wheel, but retrimmed it in brown to match.

Staying subtle

Although the underpinnings had been constantly developing, Zak ensured the car’s look remained subtle, as well as being a nice place to be, by ensuring it looked reasonably standard on the outside and comfortable on the inside. “With it being a four-door estate, I really don’t think it would look good as a stripped-out race car with big plastic arches,” explains Zak. “Although it would be nice to source an RS-option front splitter to match the rear spoiler.”

One area of appearance that has changed however, is the wheel set-up, as Zak tells us

he’s always on the lookout for interesting wheels and tries to change it up where he can, which is how these bargain split-rims found their way onto the car.

“The car looked really good on the banded steels I made, but I needed a change. These Schmidts were a Facebook Marketplace find and I got lucky, as the lips turned out to be stainless-steel, so they can stay on in all weathers; the dirt just wipes off and they don’t corrode like aluminium lips.”

The sizes and offset change also allowed Zak to go up to a larger tyre, which has given much better options and a better ride without compromising handling and traction. On a pure road car like this, that was always going to be an issue, but modern measures are in place to help that, as he explains.

“Boost-by-gear helps get the power down and the only time it spins the wheels is the top of first gear,” Zak says. “That’s thanks to the MaxxRace ECU, which has also improved the drivability, as the electronic throttle has given greater control and idle, plus it starts on the button in any temperature. Closed-loop lambda control helps with fuel consumption too, which isn’t something I ever thought

15 inch Schmidt split-rims are Zak’s current wheel of choice.

SLEEPER EXIT THE DUMMY EXHAUST

There’s been real efforts to ensure the Escort looks like a sleeper, such as the RS steering wheel retrimmed in brown to match the interior, but none more so than the exhaust, which if you look closely has two exits. “I did originally intend to run a single down-swept exit, but we got carried away and did a 3 inch semi-side exit, which we painted black to hide.The little polished 1.5 inch tailpipe was then welded to sit in the position of the stock pipe. I’d like to think it still surprises people but I don’t bait people in it like I used too.”

Zak made the intercooler along with a whole host of bespoke alloy parts.

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MK4 ESCORT would be on the list of priorities, but when you’re doing long journeys it can make a big difference.”

The daily

As Zak has recently moved from his pervious home, that has come in handy, as he spends a lot of time behind the wheel.

“It’s actually brilliant to drive,” he confirms.

“I used it daily before I moved and regularly do 3-hour journeys to see family and friends.

I’ve always wanted it to be a good road car, so it’s got extra soundproofing, a decent stereo, a cup holder and even cruise control, through the new ECU.” That’s what makes this car so impressive, as it’s far more than a dedicated sleeper; it’s also a polished road car that drives and performs like a modern counterpart. Not only that, but it looks the part, both inside and out, which is understandably why Zak is so proud of the build.

“I’ve put so much time and effort into getting it where it is now,” he confirms. “I’m really happy with how it all works, how reliable it is, how tidy it all looks and how easy it is to work on. I just want to keep refining it now. I’m sure at some point I’ll get to a logical finish point where I just can’t do any more, but then I’ll probably engine swap it for something to do.”

We get the feeling that this project will never end and with Zak’s evolving business and skills, we can see why…

Tech Spec

Body Above: the turbocharged ST170 motor has proved to be the perfect match for Zak’s Mk4. Below: custom manifold hugs the engine as closely as possible.

“IT’S ACTUALLY BRILLIANT TO DRIVE. I OFTEN DO 3 HOUR TRIPS TO SEE FAMILY IN IT”

1987 Mk4 Escort Estate, Mk3 Escort estate RS option rear spoiler, new chrome bumper trims, door-edge protectors.

Paint: Ivory White

Engine

ST170 Zetec engine, Wössner Focus RS pistons, PEC steel rods, ARP main studs and head studs, lightly ported head, locked inlet cam (no VVT), Honda K20 coil packs, Zewspeed custom dual-plenum inlet manifold, Porsche 70mm drive-bywire throttle body, Zewspeed custom exhaust manifold, hybrid Mitsubishi Evo turbo with billet 20G compressor wheel and nine-blade turbine wheel, Zewspeed custom intercooler, Zewspeed custom exhaust system, Maxxrace ECU, RSTurbo fuel tank, AEM pump, AEM pressure regulator, 790cc injectors, Zewspeed custom alloy radiator

Transmission

MTX75, long-ratio diesel gear set, Focus RS Quaife ATB LSD, CG Clutches organic clutch kit

Suspension

Front: Leda coil-overs, RS1600i front crossmember/anti-roll bar Rear: uprated dampers, Spax springs, RS Turbo 14 mm anti-roll bar with Rosejointed drop links. Powerflex bushes

Brakes

Front: Hi-Spec four-pot callipers, 285 mm discs Rear: standard drums

Wheels and tyres

SchimdtTH Line split-rims measuring 7x15 and 7.5x15 with Michelin Pilot Sport 195/50R15 tyres

Interior

Standard brown trim, digital dash display, RS steering wheel retrimmed in brown to match the interior, coat hangers, cup holder

Thanks The estate is constantly evolving under Zak’s ownership, and we’re looking forward to seeing what he does with it next.

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Micheal Johnson, Micheal Clarke, Chris Todd, Ben Gilbert, Power Engineering and Dan Watts

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MK2 ORION

SUITED AND BOOTED Words and Photos Jon Cass

This Orion has seen it all — bodykits, lairy paint, and rust — now thanks to Paul Best it’s been transformed into a superbly-restored and RS Turbo-powered sleeper.

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A

n Orion with an RS Turbo engine transplant was once a relatively common sight, so much that it made you wonder why Ford never built them that way. These days, you’d be hard pressed to spot an often overlooked booted Escort full stop.

Luckily longtime Orion fan, Paul Best had the foresight to begin the restoration of his 1988 1600L way before others had even considered they might one day become collectible.

During the lengthy rebuild he couldn’t resist to make a few changes under the skin too!

Paul’s story begins as long ago as 1997 when no-one really gave a humble Ford Orion a second glance. “My Dad was looking for a car that year and while on my car washing round, I passed this 1988 Orion parked on the roadside for sale,” Paul remembers. “It was advertised for £450 which was very cheap at the time.” It turned out the vendor also happened to have an Escort 1300E requiring a new interior and the sale of his Orion would provide the funds. “My dad bought the car and ran it for

eight months then gave it to my sister who was in the army,” Paul explains, “she used it to travel from the East Yorkshire coast to Bournemouth each week, but every weekend when she came home, I’d clean the car for her and check all the fluid levels.”

Moving on

By 1999 Paul’s sister was moving to Kosovo with the army and she decided to let her brother have the Orion. “I was 16 at the time and part way through my Mechanic’s

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MK2 ORION

Paul’s now on with a Escort Tennis Cabriolet rebuild, though the Orion is not going anywhere...

Back in the 1990s this Orion would have been full of ICE, now a (working) Ford radio/cassette is sufficient.

Subtle leather interior and dashboard comes from a 1600E. Steering wheel is Series 2 RS Turbo.

“I MET A COUPLE OF LADS INTO THEIR COSWORTHS AND THEY ENCOURAGED ME TO START RESTORING THE ORION” apprenticeship at a garage,” Paul continues, “luckily my workmate, Richard let me keep the car on his drive as it wasn’t taxed or insured!” Richard also helpfully drove the Orion using his trader’s policy to the garage each weekend so Paul could at least work on the car, even if he couldn’t drive it!

This must have been a frustrating time for Paul, but his patience paid off and aged 17 he finally passed his driving test and got to drive the car he’d spent the previous three years caring for. “By this stage the Orion had already worn many colours, white, pearlescent white and purple, but currently it was adorned with grey primer,” Paul laughs, “it also wore XR3

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dogleg alloys, a popular mod at the time.”

By now, we’re talking the early 2000s, so on went the bodykits, spoilers, Cosworth-style bumpers and Super Turismo alloys.

“My first daughter was born in 2004 and this coincided with the Orion being stored away in my garage,” Paul remembers, “the sea air had taken its toll and the shell was beginning to rot everywhere by this stage, it would need plenty of work to put it right.”

Two years later, Paul moved away from the coast to a less salty Wakefield (if you dismiss the local pie shed) and he set up his own mobile mechanic business. “I met a couple of lads at my local garage who were into their

Cosworths, and they encouraged me to restore my Orion,” he recalls. “As I stripped the car to a bare shell, I spent most weeks down at the garage with Joel and Eddie, cutting panels and cleaning up parts.” Back in 1997 Paul’s 1600L had never even seen a welding torch, but as we pointed out that last decade of sea air had not done the metalwork any favours. “I replaced the inner wheel arches, back panel, boot floor extension, inner and outer sills, the battery tray and both front wings,” Paul points out, “a new front panel and much of the floor had to be welded into place too!” At the time, parts were still available if you looked around, though

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Interior upgraded to 1600E/ Ghia-spec, including — ooh, the luxury — electric windows.

Orion is now the perfect late 1980s classic sleeper.

tracking down a pair of complete rear quarter panels proved to be tricky. “I had to drive down to Bristol to collect these genuine Ford parts,” Paul laughs, “they’d be almost impossible to find anywhere now.” The chosen colour to be applied to the completed shell was Maritime Blue, not one of Ford’s most iconic shades of the 1980s, but it’s certainly one that everyone seems to have a connection with as it was such a popular colour.

Super clean

Paul’s choice of Maritime Blue over grey for the paintwork hints at the route he was now

14 inch Ghia pepperot alloys are a neat touch.

taking with this car as it was never worn by any of the legendary blue oval performance models. “I wanted a clean and understated look for the exterior to fool people into thinking this was just a typical Ghia model at best, only the bonnet raisers give the game away if you look closely as I didn’t want to fit vents,” Paul smiles. Those 14 inch Orion Ghia alloys and door mouldings continue the understated theme, while somehow Paul managed to track down genuine Ford headlight protectors, spotlamps and brackets!

It’s under the skin where the major changes have taken place, and few would expect to see a Series 1 RS Turbo engine lurking under the bonnet. “I managed to source one from my mate Tony,” Paul tells us, “it was running 185 bhp at the time.”

Built around a mixture of Series 1 and Series 2 parts, the airbox, inlet manifold, LSD gearbox and wiring loom hail from the later Series 2 while the engine and turbo originate from a 1985 Series 1. Uprated boost pipes, coolant hoses and a performance alloy radiator with standard intercooler and fan help with the cooling and it all adds up to a very neat conversion.

With that extra available power, Paul was keen to exploit the benefits of the RS Turbo’s uprated components on the chassis, too.

SLEEP MODE

KEEPING THE ORION SUBTLE

With the wealth of mods now available, Paul could have really gone to town building his perfect Orion, after all this is a car he’s never likely to sell. He’s resisted all temptations of a modern engine swap, big brakes and adjustable coil-overs in favour of keeping things old school.That meant taking advantage of the interchangeable uprated engine and chassis components from the iconic RSTurbo for a more spirited drive, while retaining the look of a standard Orion.

The Maritime Blue paintwork, lack of bonnet vents, stockride height and period 14inch rims many would normally dismiss during a mammoth rebuild of this scale, but for Paul these were all essential to produce that perfect sleeper look.

Paul managed to track down a new-old stock set of genuine Ford spotlights and headlight protectors.

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October 2021

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MK2 ORION The hubs, shockers, suspension arms with standard coil springs were all sourced from the RS model as were the front brake callipers and Series 2 rear brake shoes and drums. Yes, Paul could have been tempted to fit four-pot callipers and coil-overs, but that was the route he wanted to avoid.

Leathered up

Once inside, you soon realise Paul knows his stuff when it comes to this era of the Escort and Orion as he’s cleverly cherry picked his favourite parts from each available model. The leather interior, door cards, clocks, and dashboard and even the radio/cassette are all Orion 1600E while the carpets and electric windows (replacing the manual set-up) came from an Orion Ghia. Continuing the RS Turbo theme, the steering wheel and lower dash console originate from that model, its all been cleverly thought out and nothing looks out of place.

Paul has already made a start on his next project, a 1989 Escort Tennis Cabriolet, but we know after 24 years of ownership along with the associated graft, his much-loved Orion will be staying by his side for a long time to come.

Tech Spec

Body

1988 Orion, Ghia door mouldings, genuine Ford headlight protectors, genuine Ford new-old stock spotlamps and brackets. Paint: Maritime Blue over grey

Paul’s Orion gives little exterior clues as to what’s going on underneath.

Engine

Series 1 RSTurbo 1600 CVH conversion, Series 2 inlet manifold, Series 1 turbo, Series 2 airbox, Series 2 wiring loom, modified for rear taillights, uprated boost hoses and coolant hoses, performance plug leads with clear distributor cap, performance alloy radiator with standard intercooler and RSTurbo cooling fan, braided fuel lines, RSTurbo fuel pump, full custom stainless-steel exhaust

Uprated radiator tucks neatly behind the grille.

Transmission

Series 2 LSD gearbox with genuine Ford clutch

Suspension largely RS Turbo based though standard ride height so as not to give the game away.

Superb engine bay houses a 1600 CVH turbo motor built up using Series 1 and Series 2 components.

Suspension

Front: RSTurbo hubs and struts, standard coil springs Rear: RSTurbo dampers and suspension arms, standard springs

Brakes

Front: RSTurbo callipers with drilled and grooved discs and EBC Green Stuff pads.

Rear: RSTurbo Series 2 shoes and drums

Wheel and tyres

Orion Ghia pepperpot alloys 6x14 inch, with Pirelli Verde Cinturato P1 tyres

Interior

Full Orion 1600E leather interior, Orion 1600E door cards, Orion 1600E complete dashboard, 1600E speedo head clocks, RSTurbo steering wheel, Orion Ghia full carpet, Orion Ghia electric windows, RSTurbo lower dash console

Thanks

Paul Best Mobile Mechanic Wakefield (Paul’s own business) for allowing it to happen and his customers,Tony Fascoine, Joel McGowan, Eddie Carter, ART Motor Engineers for setting engine up, Andrew Smith (Ronnie) andTony Banks exhausts, and apologies to Paul’s partner as nothing has been spent on the house...

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CORTINA 1600E

Ford heritage: First spotted by Stephen Branson back in the early 1990s this low-mileage 1600E eluded him until he was finally able to buy it 30 years later. And now he’s made it even better.

Words and Photos Jon Cass

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W

hen it comes to old Fords and full-on restoration projects, normally that means lots of welding, but this stunning silver, late Series One 1600E of longtime Cortina fan, Stephen Branson proved to be an unusual exception to this rule. The welding torch may have remained untouched throughout this involving project, but Stephen still had his work cut out to reach his goal of owning that perfect example of a 1600E. Stephen is happy to admit he’s been a fan of Cortinas since as long ago as 1975 when the

Mk3 was still in production. “My first Ford was a £50 Anglia, but by 1975 I’d bought myself a Mk2 Cortina GT in Saluki Bronze,” Steve remembers, “it was a fantastic car, very reliable, easy to maintain and it looked great.” The GT was followed by a 1600 Super and a Mk1 Lotus Cortina bought just to get him back from the Isle of Wight to Nottingham. “It was using far more oil than petrol and it ended up in my local scrapyard soon after,” Stephen laughs, “if only I knew then what I know now!”

A succession of Mk3 Cortinas came next, but in 1981 when Stephen moved house, he

kept noticing a light blue 1600E regularly passing by. “I’ve always liked the 1600E, but previously I could never afford one. It turned out the gentleman that owned the car lived just down the road,” Stephen explains.

“I knocked on his door, we got talking and he showed me around his car. He told me about a local branch of the 1600E Owners’ Club and mentioned there would be a gathering of Cortinas in our local park — how could I refuse to go?” This chance meeting would turn out to have a lifelong effect on Stephen as soon after that memorable event, he would

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A serious ’bike accident in 2019 helped get Stephen back into Cortinas and he hasn’t looked back.

“SITTING BEHIND THE WHEEL IS SOMETHING STEPHEN WILL NEVER TIRE OF” and I left the club to concentrate on motorbikes instead.”

With all things Cortinarelated put on the back burner,Stephen enjoyed his new hobby on two wheels, but sadly that would come to an end two Less miles “It was back in my earlier Cortina club days I years ago. “I was involved in a major crash on my first saw my current car,” Stephen explains, “it bike where I sustained life threatening injuries,” he tells us, “while I was recovering in hospital, my had made its way from Scotland to my local area, I remember the day I first saw it and I was stepson, Martin passed me an auction catalogue very impressed, it had just 19,000 miles on the and suggested I forget bikes for a while and get clock and was totally unmolested.” A few years back into a Cortina.”

As he left hospital on crutches, Stephen later and that same car was put up for sale, agreed this was good advice, he rejoined the Stephen tried his best to buy it, but sadly it Cortina clubs and began trawling through the wasn’t to be. “I went on to own and restore classifieds looking for a suitable car. “Much to two other concours 1600Es instead, a time my surprise, the same familiar silver 1600E I’d when I was heavily involved with the last seen years ago appeared among the ads, associated clubs,” he recalls. “After some but by now it had made its way to the north enjoyable show years, I decided the competition was becoming a little too intense west coast,” Stephen remembers. “I didn’t become involved in the club, owning numerous examples and even had a Savage in his possession for some time.

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want to miss out this time, so a deal was done over the phone.”

Having known this particular 1600E for 30 years, Stephen was pleased to see the previous owner had carried out a flawless full respray with only a few minor repairs evident.

All the panels remain original while the mileage had only risen to 33,000, too!

“It had certainly led a sheltered life, but therein lies the problem,” Stephen confesses, “with such little use, parts begin to deteriorate as I was about to find out!” Within 2000 miles of ownership, the head gasket had blown, the core plugs began to leak, and the clutch was on its last legs. “I knew that list would expand, so I decided to take the restoration to another level over the winter months,” Stephen smiles, “this was no mean feat as I was still on crutches, but I had help from my family and friends.”

Great expectations

The restoration far exceeded what Stephen originally intended to do, the engine and gearbox along with the full interior were removed from the shell along with the suspension and braking system. “While the engine was removed, I had the bay repainted and replaced all the necessary components,” Stephen informs us, “I renewed the full braking system with the exception of the rear cylinders which had already been replaced, the brake pipes are in the correct steel as they originally came from the factory.” The suspension struts and springs were all stripped down and recoated while the bottom arms, rear dampers, track rods and steering gear were all replaced.

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heritage: cortina 1600e

The 1600E still looks as good as when Stephen first spotted it some three decades ago.

“The door cappings and dashboard wood were beginning to show their age, so I had these refurbished by Chapman & Cliff,” Stephen points out, “the crash pad had split and I had this restored by Aldridge Trimming, this took me over 6 hours to remove from the car!” Meanwhile, the drilled rear parcel shelf and roof lining were due for replacement to bring them up to Stephen’s exceptionally high standard of finish.

Wheel man

Once back on the road, Stephen soon got used to being behind the wheel of a 1600E once again, the 2000E gearbox, lively Kent engine providing a smooth and fairly brisk drive while the standard suspension is more than up to the job. “My only gripe is I wish ford would have fitted rack and pinion steering instead of the Burman steering box as that would have been a huge improvement, especially a low speeds,” Stephen adds.

It’s now been 46 years since Stephen first bought his first Mk2 Cortina and over 30 years since he first came across this one, but sitting behind the wheel of a 1600E is something he’ll will never tire of.

Thanks to: Kathy, Spares Secretaries, John Chapman from the Cortina Mk2 & 1600E Owners’ Club (https://mk2cortina-1600e.co. uk) and Rod Smith from the Mk2 Cortina Owners’ Club (www.fordcortinamk2oc.co.uk) who both do a marvellous job to keep these great cars on the road, Chapman & Cliff (01270 842151, www.chapmanandcliff.co.uk) Martin, Tom and everyone else involved.

With the engine out for a refresh, Stephen took the opportunity to repaint the bay,with great results.

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October 2021

51

EVENT REPORT

BRITISH FORD DAY

BRITISH FORD DAY With a leaning towards ’60s Fords, the British Ford Club’s gathering welcomed some of the Sydney area’s finest ’70s Fords, too.

Mk1 Cortinas are the mainstay of the British Ford Club.

T resoR nehpetS sotohP dna sdroW

he British Ford Club was originally formed as the Cortina Anglia Prefect Club so at their recent show at the Ettamogah Hotel in Sydney it was to be expected that there would be some lovely Cortinas, Anglias and Prefects on show.

Amongst the Cortinas it is the early models that attract the most attention and the host club had plenty of those to show off. Some later models were also present including a TC (Mk3) with the factory fitted 250 cubic inch straight six while a TE (Mk4) had been modded with a 302 Ford Windsor V8.

Other clubs had been invited to attend, such as the Small Ford Club and Ford RS Owners Club (Australia), and their cars broadened the range of desirable Fords on show even further. While checking out the cars it was interesting to see some interesting pairings of cars. A Mk1 Zephyr sat alongside a Mk4, thus displaying the opening and

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October 2021

closing chapters of the Zephyr story. A four-door Aussie-assembled Mk2 Escort RS2000 sat next to one of the 25 German assembled RS2000s that Ford imported in 1976. Elsewhere, an Escort Sundowner van, with its quarter bumpers, unique stripes and porthole window, was parked next to a more mundane but well preserved GL model.

After being cancelled last year due to the pandemic it was very enjoyable to attend this show once again, see a great and varied collection of classic Fords along with some more modern sporting models, catch up with friends from the various clubs, and then enjoy a pub meal for lunch.

CONTACT British FordClub

PO Box 114, Pendle Hill, NSW 2145

Straight-six TC is a sight for sore eyes.

LIKE YOUR CAR!

PETER FULLER ANGLIA DELUXE Peter Fuller’sAnglia Deluxe is a delight to see.It has a very original look on the outside but boasts a number of period mods underneath that produce a far superior car to what originally came out of a Ford assembly plant.Originally Broadmeadow Green with a white roof,Peter had it painted all green when it came time for a respray. Originally wearingsome inappropriate modernwheels Peter managed to track downa set of Dunlop alloys in ruralNew SouthWales.

TheAnglia came out of the factory with a 997cc motor but nowhas a 1500GT pushrod.The

gearboxhas also been upgraded to a Lotus ’box.The rear dampers arestill the lever action units but these have been reconditioned while the front suspension has Cortina GT struts and discs. Local after-market suspension firm Selby’s Suspension provided new springsand reconditioned the front dampers.The interior has been retrimmed and has gained a Motolita steering wheel. It represents what would have been a top specAnglia back in the day and, after 30 years of ownership,Peter has no interest in selling it.

“PETER TRACKED DOWN THE DUNLOP ALLOYS IN RURAL NEW SOUTH WALES” Aussie-built four-door RS2000 joins a German-assembled car.

Twin Cam is simply stunning.

HOMEBUILT HERO

nannarB nairdA sotohP siveB leinaD sdroW

ROLE MODEL

As James Pennington’s Mk3 Capri struts its funky stuff on the catwalk, this fashion-forward Ford is paving the way for a new generation of enthusiasts.

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October 2021

T

he world of high fashion, as you’re no doubt aware, is rather faaabulous, darling. Moët this, Dior that, it’s a whirlwind of sumptuous hedonism — and jostling in the centre of that maelstrom in 2021 is a shiny-white Mk3 Capri.

Funny how tastes evolve, isn’t it? Whereas once fashion shoot sets were dressed with Karmann Ghias and W111 Mercs, today it’s the Dagenham muscle car that’s the sweetheart of Soho. The Capri you see here

has recently enjoyed photoshoots with Pretty Little Thing, ASOS and Ralph Lauren, strutting its stuff with divine retro flair.

All of this is extremely pleasing for its owner, James Pennington, who’d always wanted a Capri as a teenager but hadn’t been able to afford one at that tender age.

Now 36, a series of pivotal events have conspired to allow the dream to finally materialise — and it’s fair to say he’s doing things properly.

“I had a couple of Minis when I was 18,” he recalls. “I’d wanted a Capri since I was 14, but could never find the right one. And then the world of work meant I needed sensible cars for commuting, so I never owned anything classic or modified since.”

So why has the Capri daydream finally crossed the boundary into reality? “The unexpected passing of a friend in September 2019 pushed me to create a bucket list,” James explains. “Owning another classic was

October 2021

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HOMEBUILT to buy a Capri, as this one came up at a decent price.

As bought, the former 2-litre Laser was in rough but basically solid shape, and wearing S stripes.

“WITH SOME GUNMETAL MINILIGHTS FITTED THE CAPRI WAS NOW SITTING PRETTY” on there! And with the pandemic hitting in March 2020, a window of opportunity opened as I no longer had a motorway commute to work.”

Wanting to sort the interior, James sourced some Strobe seats but they weren’t quite the answer.

In trim

Naturally there’s always a snowball effect, and with the chassis, engine and wheels sorted, James was keen to spruce up the interior. “The grey Laser trim didn’t fit my vision — or match the car,” he says. “I did On a budget And thus the search was afoot. With a modest manage to get hold of some Strobe seats that £5000 budget, all the good Capris seemed out had been in someone’s attic for years; it was an improvement, but they were faded and of reach; however, fate intervened in late summer with a 2-litre Laser on eBay — James some of the quotes I’d had on darkening it up were ridiculous. I didn’t want to attempt the won it for £5100, a year to the day after the loss of his friend. It was a bit rough-and-ready, re-dye myself, so I continued to hunt for black seats. I finally found a Ghia interior by but solid and running — the former owner chance on Instagram from Steve ‘Doc’, and had added the S decals, with the Pinto now packing a 32/36 Weber and Sportex exhaust. he dropped it down all the way from Scotland to South Wales!”

“There was a knocking noise from the If you’ve ever sat in a Capri Ghia interior, rear,” says James, “so I took the car to my friend’s brother’s garage to get it on a ramp. you’ll know how the feeling goes hand-in-hand with tail-out mischief, and the basic-spec Pinto We found the mounting point for the leaf just wasn’t cutting the mustard, so James did the spring had rotted away, so this was welded decent thing and went on a quest for more and then we undersealed it.”

Keen to get stuck in, James watched some videos about brake refurbishment and set With the grey Laser trim not cutting it, James sourced about the rear drums. Buoyed by the success, a black Ghia, which has made a massive difference. he then found some vids on tuning. They made it seem easy, although he quickly concluded this was outside his skillset, so the Capri was dropped to JPR Tuning after word-of-mouth yielded positive reviews.

JPR’s Harry Edwards gave the Pinto a tune-up and, with some gunmetal Minilights fitted, the Mk3 was sitting pretty.

Brakes next and James initially refurbished the standard stoppers, then switched to 2.8i discs.

Time for wheels, and with Mk3s wearing 15s particularly well, James opted for Minilights.

Engine tuning time and Harry at JPR set to work on fettling the Pinto, eventually adding a cam and 40s.

October 2021

57

HOMEBUILT HERO

power. Talking it through with Harry, a more aggressive cam and some twin carbs were squarely in the crosshairs: “I found a spare head along with a Piper 270 cam,” James explains, “as well as a set of twin 45 Dell’Orto carbs. Then it was off to JPR Tuning… although despite countless hours of tweaking, there was a fault with the 45s; the previous owner had resprayed them poorly and ruined the functionality of them. But Harry had some spare 40s, so we swapped the trumpets and inlets over onto the 40s and got some great results.”

It’s perhaps the most intriguing element of this build, that James is using it as a dailydriver. Obviously there are maintenance tasks and repairs that present themselves, but that’s just par for the course and the Capri keeps on earning its keep. The brake callipers, for instance, had been a bit sticky for a while, and seized up the day before a fashion shoot — but the cash from said shoot enabled him to buy new callipers and upgrade to vented discs. Symbiosis in action.

In fashion

Fundamentally, the car’s there to be driven, which is just as it should be. Its strutting on the catwalk enables a constant stream of evolutionary upgrades, with the coming tasks including an engine rebuild to 2.1-litres, attention to the dash-top and carpets, a bit of paintwork here and there — it’s an ongoing process. “My first child was born in July 2020, so the plan is to maintain the Capri as his first car to hopefully give him a passion for classics as he grows up,” says James. And what better way to do so than with the automotive equivalent of Ray-Bans and a fedora? Whims come and go, but the Capri is always in fashion.

“THE CAPRI’S THERE TO BE DRIVEN — WHICH IS JUST HOW IT SHOULD BE” Tech Spec

Body

1986 Mk3 2-litre Laser. Paint:Diamond White with S graphics

Engine

2-litre Pinto, custom rocker cover, red Samco hoses, Piper 270 cam, twin 40 Dell’Orto carburettors, chrome slam panel

Transmission Type-9 five-speed Suspension

Front:standard 2-litre struts and inserts, 1 inchlowering springs Rear: standard leaf springs and dampers, 2 inchlowering blocks

Brakes

Front:new M16 callipers, vented disc upgrade.

Rear:refurbished drums

Wheels

7x15 inch Minilight alloys, gunmetal with polished dishes, 195/50R15Toyo tyres

Interior

Ghia black/chrome interior, custom steering wheel, custom gearknob, Pioneer door speakers, new leather gaiters, new parcel shelf

Thanks Now running a reworked head, cam and twin 40s, the Pinto is healthier than ever.

A 2.1 upgrade is next.

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October 2021

Tomy fiancée, Jade for pushing me to get the car and putting up with the countless hours tinkering on the driveway and spent over at Harry’s workshop, also to Harry Edwards of JPRTuning (07718 289327, www.jprtuning.co.uk) and to his dad, George, and finally to my dad and mum who lent some cash to get the engine blockdone!

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

                                                                               

                                 

     

 

   



 

        

LETTER OF THE MONTH

Our favourite letter, email or social media comment each issue wins a 768 ml bottle of Meguiar’s superb new Hybrid Ceramic Wax worth £20 —ceramic protection that’s so easy to use, you can actually wax your paint as you rinse off your car! For details of the complete Meguiar’s UK range, give them a call on 0870 2416696 or visit www.meguiars.co.uk.

ANY LOVE FOR THE COUGAR?

Photo: Flisher Photography

Married to Ford

As a long time reader of many motoring publications I have seen little if anything about the Ford Cougar. It’s often glossed over or simply dismissed as a failure, or singled out as being unreliable and not very well built — strange when the same journalists wax lyrical about the Mondeo which is basically what a Cougar is underneath.

One does wonder if the car would have been more popular and better thought of if it had been called the Mondeo coupe or had been the subject to a racing program like

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the Mondeo. The model did suffer from lack of options in the UK - only four colours for example - while in the US there were a lot more colour options.

A number of different prototypes were under development but never introduced — a Cougar S with the ST200 engine, a fully bodykitted show car, a 3-litre version and a 4x4 version, almost certainly fitted with a similar set-up as the noble GT twin turbo.

That would have been a fabulous halo model.

Colin Marriott UK

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Here is a recent wedding photo that I thought you might want to use in the magazine.

My husband, Richard, is part of the Bedfordshire RS Owners’ Club and has always wanted to be in your magazine. We were due to get married in May 2020 but sadly had to postpone to May this year. We were due to have 20-25 cars there with the whole of the Bedfordshire RSOC attending but unfortunately we had to settle with a smaller wedding.

My husband had his Fiesta Turbo which he’s had since he was 18, his father had his Escort Turbo which he’s had for over 10 years and his best man had another Escort Turbo that he’s owned for 8 years!

Megan Tiller UK

classic ford letters

YOUR PHOTOS Cars, roadtrips, shows, tattoos... share your images right here.

Email hi-res images to classicford.ed@kelsey.co.uk or post them up on our Facebook page.

Rich Hopkins: Out in the sun at the Kent’s All Ford Show!

Not wired

I could not quite believe the photos four and five on page 77 of the August issue. Those pictures are a fine example of how wire locking should never be carried out and the only thing it will achieve is actually stopping the bolts falling out.

Wire locking when properly installed will prevent the fastener from slackening off and the attached photo shows how to wire lock two bolts. You have to think which direction the bolts will turn to slacken and apply the locking to prevent that rotation. That can never be achieved by the locking wire passing straight through or over the top of the bolt head, there is no anti rotation torque provided by that method.

It is good practice to bend over the twisted ends as shown in the photo as this will help prevent you drawing blood from your hands or worse a fellow mechanics when you are working in that area. Wire locking ends are very sharp and have a magnetic attraction to skin!

Otherwise another fine issue of Classic Ford.

John Dowson UK

Gordon Murray: Lews Castle, Stornoway on the Isle of Lewis. The car in front is my Mk1 Focus RS.

Gerhard Högner: Marco Heiden with Tamara Zenz in the Mk1 Escort in front of his father, Franz Josef Heiden in the Mk2 RS2000 at Hatzenbach on the Pure Nordschleife event.

Shannon Stevenson: A Mk4 Cortina given the off-road treatment in Thailand.

Tim Harrison: Mailman has delivered the goods from the UK – the August edition of Classic Ford with my 20 year old plate, OBE 001 staring back at me on the cover.

Hot Fords

Here’s a photo of my Mk1 Capri 1.6 auto at the Old Ford Rally at Gaydon back in July — it was one of 15 or more Mk1s. There was a very good representation of all blue ovals particularly Consul Capris and Cortinas. Sadly, we left earlier than planed as it was so hot.

Russell White UK

Scott Gillespie: Rally Design has just been buzzed by the Goodyear Blimp!

Wayne Courtenay: My 200 bhp sleeper — in more ways than one — next to Ian Walley’s infamous Cortina.

October 2021

63

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October 2021/issue 307 www.classicfordmag.co.uk Kelsey Publishing Ltd The Granary, Downs Court, Yalding Hill, Yalding ME18 6AL, UK Telephone: 01959 541444 Email: classicford.ed@kelsey.co.uk

Instagram: www.instagram.com/classicfordmagazine Twitter: https://twitter.com/classicfordmag Facebook: www.facebook.com/classicfordmag Editor: Simon Woolley, 07971 970867, simon.woolley@kelsey.co.uk Art Editor: Andy Saunders, andy@asdesign.uk.com CONTRIBUTORS Words: Jamie Arkle, Graham Bahr, Daniel Bevis, Jeannot Boesen, Jon Cass, Rob Hawkins, Simon Holmes, Stephen Roser, Christian Tilbury, Paul Wager, Dan Williamson Photography: Graham Bahr, Jeannot Boesen, Adrian Brannan, Jon Cass, John Colley, Rob Hawkins, Magic Car Pics, Stephen Roser, Rob Schaverien, Paul Wager ADVERTISING SALES Tandem Media Ltd Advertising Manager: Laura Crawte Telephone: 01233 228754 Email: laura@tandemmedia.co.uk Managing Director: Catherine Rowe, catherine.rowe@tandemmedia.co.uk Production Manager: Andy Welch, andy@tandemmedia.co.uk MANAGEMENT Chief Executive: Steve Wright Chief Operating Officer: Phil Weeden Subscription Marketing Director: Gill Lambert Retail Director: Steve Brown Print Production Manager: Georgina Harris Print Production Controllers: Kelly Orriss, Hayley Brown Subscription Marketing Executives: Dave Sage, Claire Aspinall Affiliate Marketing: Kate Chamberlin Events Manager: Katherine Chappell SUBSCRIPTIONS 13 issues of Classic Ford are published per annum UK annual subscription price: £71.50 Europe annual subscription price: £84.00 USA annual subscription price: £84.00 Rest Of World annual subscription price: £89.00 CONTACT US UK subscription and back issue orderline: 0845 2415159 Overseas subscription orderline: 0044 1959 543747 Toll-free USA subscription orderline: 1-888-777-0275 UK customer service team: 01959 543747 For customer service support visit: https://help.kelsey.co.uk Customer service and subscription postal address: Classic Ford Customer Service Team Kelsey Publishing Ltd, The Granary, Downs Court, Yalding Hill, Yalding, Kent ME18 6AL WEBSITE Find current subscription offers on our website: shop.kelsey.co.uk/CFD ALREADY A SUBSCRIBER? Manage your subscription online: shop.kelsey.co.uk/myaccount CLASSIFIEDS Telephone: 0906 802 0279 (Premium rate line operated by Talk Media Sales on behalf of Kelsey Publishing Ltd. Calls cost 65p per minute from a BT landline; other networks and mobiles may vary. Lines open Monday-Friday, 10 am-4 pm.

For all motoring titles: cars@kelseyclassifieds.co.uk You can also view and upload ads via: www.motorfreeads.co.uk Classic Ford Classifieds, Kelsey Media, PO Box 13, Cudham, Westerham, Kent, TN16 3WT DISTRIBUTION IN GREAT BRITAIN Marketforce (UK) Ltd, 3rd Floor, 161 Marsh Wall, London, E14 9AP. Telephone: 0330 3906555, www.marketforce.co.uk DISTRIBUTION IN NORTHERN IRELAND AND THE REPUBLIC OF IRELAND Newspread Telephone: +353 23 886 3850 PRINTING William Gibbons & Sons Ltd, Willenhall. Contact: James Cook THIS ISSUE WOULDN’T HAVE BEEN POSSIBLE WITHOUT Our loyal advertisers — please support those who support the scene Kelsey Media 2021 © All rights reserved. Kelsey Media is a trading name of Kelsey Publishing Ltd. Reproduction in whole or in part is forbidden except with permission in writing from the publishers. Note to contributors: articles submitted for consideration by the editor must be the original work of the author and not previously published. Where photographs are included, which are not the property of the contributor, permission to reproduce them must have been obtained from the owner of the copyright. The editor cannot guarantee a personal response to all letters and emails received. The views expressed in the magazine are not necessarily those of the Editor or the Publisher. Kelsey Publishing Ltd accepts no liability for products and services offered by third parties. Kelsey Media takes your personal data very seriously. For more information of our privacy policy, please visit https:// www.kelsey.co.uk/privacy-policy. If at any point you have any queries regarding Kelsey’s data policy you can email our Data Protection Officer at dpo@kelsey. co.uk. ISSN: 1367-8809 Part of the Classics World Family www.classicsworld.co.uk

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WORKBENCH WITH PEGBOARD

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.00 359EXC.VAT

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CHOICE OF 5 COLOURS Simple fast assembly RED, BLUE, GREY, in minutes only a SILVER & GALVANISED using hammer STEEL Strong Strong 12 mm 9mm fibreboard fibreboard KG KG shelves shelves

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Dual action combines rotary & orbital motions to produce an excellent polished finish CP150

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IMPROVING YOUR CLASSIC FORD JUST GOT EASIER

Know this

PINTO CARB TEST

Last issue it was a standard Pinto, this time Graham bolts a downdraught and sidedraughts to a modified head. But which works best?

I lliH noJ ,rhaB maharG sotohP rhaB maharG sdroW

68

in last month’s dyno test we back-to-back tested a twin-choke Weber 32/36 alongside a pair of DCOE40s and DCOE45s on a bog-standard Pinto.The test found that up to about 5000 rpm the 32/36 was sufficient, but after that bigger is definitely better. After that test it made sense to repeat the test — but this time with a better head and cam.

The head I used was one I repaired for a customer and at the same time fitted a Newman PH4 cam. Not belonging to me there was a limit to how long I could run it — after all I was supposed to be testing the head for my client, not wearing it out!The head itself was an injection casting fully ported with big valves, though I do not know who ported it, but it looked nice, if nothing special.

Fitted to the standard 2-litre bottom end of our dyno dog mule engine it gave a healthy 10.9:1 compression ratio (CR). As per the previous carb test the ignition timing was optimised with a non-vacuum distributor and left alone — the required ignition timing being more a function of combustion chamber design and compression ratio than carb size. I did swing the cam timing on a vernier pulley and choose to leave it where it gave a good balance of mid-range and top-end power

October 2021

— there was certainly more top end power to be hadbut I didn’t want to push the revs to 7000-plus.

The test

Fitted with the twin-choke 32/36 we saw peaks of 134 lb.ft and a healthy 140 bhp @ 6200rpm. Just out of interest I did try loading the engine up full throttle at 2000 rpm to see if the 32/36 would work down at such low speed and it did without any fuss, although clearly it was 2500rpm when the engine came up on cam, so this was used as the starting point for the tests with the bigger carbs.

Up next were the 40s with 32 mm chokes. Right from the start of the run you could see they had a torque advantage over the 32/36, and at 2500the 40s were a couple of bhp up, and never looked back,going on to record 148 lb.ft @ 4700rpm and 154 bhp @ 6200rpm.

Looking at it we can see that from around 3000 rpm the 32/36 was no longer up to the job of supplying the airflow needs of the uprated head and cam.What I will point out at this stage is all the manifolds used in this test were as cast, with both the DCOE and standard Ford downdraught inlet manifolds being a similar poor match to the head.

This does prove you can get a good power gain up

None of the inlet manifolds had been portmatched to the head, but with the DCOEs it would have made little difference.

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TECH FEATURES INSIDE THIS ISSUE: Getting technical with the best in the business. Here’s everything you need!

72 OUR PROJECTS Project XR3i gets in trim, — and a whole host of little jobs sorted

32/36DGV

40 DCOE

45 DCOE

32/36DGV

40 DCOE

45 DCOE

upgrading the intake and it’s not essential to open out the DCOE manifold to matchthe head.

I was now excited to see what the 45s would do. Still fitted with 34 mm chokes from the previous test, the first pull gave a promising 159 bhp and a nasty dip in the torque curve around 3500 rpm.The wideband sensor soon pointed the finger — at those revs the mixture was going very rich. Rather than try to jet the rich spot out I opted for a choke change and installed a set of 36 mm chokes instead — the bigger chokes with the same size mains should run leaner, well that was the theory. In practise it only made the richspot a bit better,but what was noticeable was that power was up everywhere right through the rev range.

Top graph: The power run. I didn’t realise at the time but when I looked at the graph and reviewed video footage on the blue run the engine briefly misfired right at the top of the rev range hence the downward spike @6700 rpm. These are real world test results, not something fudged over or made to look neat.

Bottom graph: Torque this time. I started the power run earlier with the 32/36 to see what it would do low down.

EXPERT 74 CLINIC Problem with your classic Ford? We can help

“THE FIRST RUN GAVE 159 BHP — BUT A NASTY DIP IN THE TORQUE CURVE”

About Graham

I’ve been in and around tuning, modifying andracing cars since the 1980s and was reading about them long before that. As a schoolboyI couldn’t wait togetthe next issue of Cars & Car Conversions (CCC) and read about the latest hot modification, or whatjetsto put in a Weber DCD fitted to aMoggyMinor or Escort.

Back in thosedays, long before the internet and a rolling road inevery town, youjusttook everyone’sword that a certain carb or modification would addat least 10 bhp.

For a while in the late 1980s I worked on the retail sideselling cams, manifolds, carbs and soon. It was a bit of an eye opener when I realised a lot of figures given out were just that, figures, oftenmade up just to sell stuff. Car mags were still the beall and end off information, and DavidVizard was busy pulling at the throttles of engine dynos and writing something every week. His stuffreally fascinatedme. Then the legend that is Dave Walker appeared on the scene and wrote actual factual stuffand gave us real, sometimes controversial results. Oh how I was envious of those guys!

October 2021

69

Pintos love big inlet valves at any state of tune.

This lot helped give 166 bhp. For what’s supposed to be a hightorque cam the Newman PH4 really did want to rev well.

I continued to play with the jetting for a while, and even tried several different emulsion tubes to no avail. By now it was very late I was out of time and fuel so called it a day.

Fine tuning

“AT THE START OF THE RUN THE 40s AND 45s TRADED PLACES”

I think might have been able of improve the power from the 45s a bit with some more setting up, but a few points to note here. Firstly, we now live in a world of tuning with ECUs where you can dial in the AFR (Air Fuel Ratio) where you want at any point in the rev range — you simply can’t do that to anything like the same degree with carbs. That said, from a full power perspective the AFR isn’t that critical — around 12.5:1 (12.5 parts air to one partfuel) will likely give maximum power — but you can go a whole ratio either side of that and find little if any difference. I could of played with jetting all night and never got much of a gain or cured the rich spot for that matter. In any case to go back to a point I made at the beginning, I was evaluating a head and cam combo for a client not trying to wear it out!

Looking at some video footage of the engine running and how the AFR had wobbled around, it was a case of fuel stand-off making a rich spot really rich and causing a dip in the torque curve. It looks big on a graph but in the real world out on road or track you would never feel it. Even so the carb comparison remains valid.

The results

So what were the final results? From the start of the power run @2500rpm to 5200rpm the 40s and 45s traded places — neither had a clear advantage. From 5200rpm the 45s pulled well ahead going on to record the same 148 lb.ft that the 40s gave but a more impressive 166.6 bhp @ 6600rpm whichis getting on for 13 bhp more than the 40s — not far from the 15 bhp gain the old-timers from when I was young used to predict by upgrading from 40s to 45s. So maybe some of them actually knew something and they didn’t make everything up!

Over the years a lot of people have said that 40s are not a worthwhile upgrade over a 32/36 and you will get stuck at around a similar 140 bhp, but clearly they are and will pass the 150 bhp mark with ease, In our previous test on the stock engine the 45s gave a small power increase and raised the useful rev range of the engine, again the bigger carbs increased the useful rev range plus we gained a healthy chunk of power too. I’ve got some 48s I could test them too, but I think I will need to find another test mule first, as 6800 rpm is plenty enough rpm on an old, standard bottom end.

I don’t fancy trying to pick bits of conrod out the dyno cell walls while mopping up oily water from the floor.

70

October 2021

Fuel stand-off Fuel stand-off usually occurs only

at — or near —full throttle or just before an engine comes properly on cam. It is a point where air going into the engine is actually bounced back up the intake and out through the carb again.

On the way back out, the air picks up a second dose of fuel from the carburettor’smain jet circuits, so you seefuelbeing sprayed back out of the openintakes, before being sucked back into theengineand picking up even morefuel. This createsa narrow rpm band of really rich mixture which

is impossible to simply jetout — this is one area where fuel injection has a massive advantage over carbs. It doesn’t stop air being bounced back up the intakesbut with injection the air isn’t picking up extra fuel on its way up anddown the intakes.

Changes to induction length, camshaft, carb size, even exhaust can all effect it effect fuel stand-off, but itsmostly downthe cam being too hot for a largethrottle opening at that particular point in the revrange.

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DEDICATING OUR EXPERTISE & EXPERIENCE TO THE RESTORATION OF CLASSIC FORDS

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Unit 52, Rothersthorpe Crescent, Northampton NN4 8JD

northamptonmotorsport@btconnect.com October 2021

71

Tatty parcel shelf was letting the interior down and also rattled constantly on the move.

Side supports were beyond repair... even with a cable tie.

Most of them will include the hole for the rear seatbelts which our car doesn’t have. A blanking plate was knocked up with the 3D printer.

interior, binned off the mudflaps

Next on the to-do list:

Fix thatsticky lifter

Thanks to: Lancaster Insurance 01480 484860 www.lancaster insurance.co.uk

72

ProjectXR3i The Escort gets a long-overdue interior tidy-up, spurring Paul on to sorta while host of other small jobs he’sbeen putting off.

L ast time saw us sign off having fitted most of a new ignition system to the Lancaster Insurance XR3i. Having tickedoff the misfire as being fixed, we were able to turn our attention to the inside.

Ford’s woeful lack of interest in its older models means that trim for the 1980s Escorts is hard to source, especially for the Mk3 cars, and good used parts are generally your only hope.

In fact, probably the worst part of the interior on this car was the boot area, with the parcel shelf no longer supported properly and half falling into the boot.The size of the shelf meant it was visible prominently through the glass and really was letting the side down.

Investigation soon revealed why: the shelf is supposed to clip into the plastic supports fixed to the side of the boot area, but the nearside one had disintegrated in the crucial area, meaning the shelf would no longer stay

October 2021

put, popping out of place every time the hatch was slammed. Adding to this, the supporting cable on the offside had disappeared, presumably snapped.You might think that repair would be a five-minute job with a length of black cord, but since the eyelets in the shelf itself were long gone, more effort was required to create a neat job.

Wanting to make it look as factory as possible, the solution was to fire up the 3D printer and, after measuring up the original part on the other side, a two-part piece was designed and printed in black PLA.This then enabled us to cut a new support from a length of black nylon cord, which was crimped to make the upper loop with an electrical terminal.The finished job looks pretty close to the factory original on the other side, and cost just pennies.

I did consider 3D printing a repair section for the broken trim support, but on reflection decided it would be

impossible to graft it into the original neatly, and so a used part was sourced online. A reminder of the Escort’s origins as a cheaply made car came when I discovered that the part is riveted rather than screwed to the bodyshell, so it was a question of drilling out the original rivets and trying to catch them as they fell inside the panel. Luckily I had some suitable pop rivets on hand, and after giving them a quick coat of satin black to match the factory rivets, the part could be replaced.

Spurred on

It might seem like a minor job, but sorting out the parcel shelf has improved the general appearance of the car no end. Fired with enthusiasm, I then found time to remove the old-school mud flaps which were hanging at a drunken angle, with the nearside one catching the wheel on full lock.These were known to be

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classic ford’s project cars

Win this XR3i!

This Escort XR3i will be given away byLancaster Insurance and it’s easy to enter the free competition: simply visit www.lancasterinsurance.co.uk, click the ‘competitions’link and complete the form. Closing dates andT&CS apply.

IN THE WORKSHOP The Classic Ford fleet: our

projects and rolling restorations

Mike Johnson Mk1 Fiesta

Surprisingly,good used replacements are plentiful.

Mike is now doing as many shows as he can with the Mk1 — update next issue

The side supports are fitted with rivets which need drilling out.

In the interests of doing a good job, we painted the aluminium rivets to match the black factory ones on the other side.

something a mud trap back in the day and the car does look much better without them.

The sense of satisfaction didn’t last long though, since driving the car far enough to get the engine properly warm saw a return of the misfire we thought we’d cured.This time I took the car to the professionals where the diagnosis by all involved was a stuck lifter – a common CVH problem and no doubt a legacy of the car standing idle from May to August. Luckily, the hydraulic tappets on the CVH engine are easy to change and the parts were available next day from Burton Power.

Find out next time whether it has solved the problem.

Ben Szanto Mk1 Cortina

Mike Johnson Mk1 Sierra

Paul Wager Escort XR3i

Gavin Hutton Mk1 Cortina

Gavin Hutton Mk1 Cortina Estate

JJ Gallagher Mk2 Escort

Adrian Brannan Mk3 Escort

Adrian Brannan Mk2 Granada

Mike Johnson Anglia 105E

Simon Woolley Mk1 Cortina

While we had the trim apart, it seemed a good idea to secure the washer bottle which the body shop had left unsecured. Luckily they’d also left the screws under the carpet.

New eyelets for the parcel shelf support were 3D printed and a new nylon cord fashioned.

Replacing the rubber buffer has quietened down the cabin usefully.

An attempt to straighten the warped parcel shelf by weighting it and heating it up proved fruitless.

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October 2021

73

Contact

QUERY OF THE MONTH

Old Ford Auto Services 01344 422731 www.oldfordautos.com

Laser into Escort

MODERN 100E ENGINE

Q I’m looking to replace the tired sidevalve engine in my 100E with something better able to cope with motorway speeds. What engine and gearbox would the team suggest as a modest upgrade to something more modern but economical?

Goeff Travers UK

A Keeping it Ford, the obvious answer to fit the 1600 or 2-litre Pinto, or 1800 or 2-litre Zetec — both with theType-9 five-speed gearbox.These engines are reliable and will soak up the miles with ease, though arguably the Zetec will be better on fuel economy — especially if you retain the standard Ford fuel-injection set-up.

Either way, both will require some serious work and parts — the Pop’s engine bay and transmission tunnel are too small to accommodate the new engine and gearbox and will need refabricating.You will also need to upgrade the front suspension, brakes and steering updating, too — most use the Anglia 105E unit.

On the plus side, it’s a modifi common for these cars, so there’s plenty of advice and information out there to mak the job as smooth as possible.

74

October 2021

Q I would like to know if I can fit a 1990 Ford LaserTX3 engine into my Mk2 Escort. Can you advise what problems I may encounter regarding the distributor coming off the back of the camshaft? I have aType-9 gearbox already in the car.

Nigel Freath New Zealand

A This is not a swap we’re familiar with, the engine not being available in the UK. However, if the issue is the distributor clouting the bulkhead, then this is a problem common when fitting Vauxhall XE engines into Escorts.There are two ways

Pop Visor

Q Can you tell me where I can get a sunvisor for my Pop 100E from?

And do you know if one can be shipped to South Africa?

Doug Nyman South Africa

A New ones are available in glassfibre through Old Ford Auto Services, and very good they are too.The repro visors are priced at £121 each, and obviously you’ll need to paint them.You’ll also need the fitting kit which is £85.

Yes, they can be shipped to South Africa, though sadly the size and shape means it won’t be cheap.

around this — either notch the bulkhead to clear the distributor, or convert the engine to distributorless ignition, and run a crank sensor instead.

Help!

Tech problem? Email your querytoclassicford.ed @kelsey.co.uk

Faster Fiesta

Q I currently own a Mk1 Fiesta that I plan to restore when I’ve got the time, space and money. I’m only 17 so a show car isn’t on my list of priorities, but a lot of people say that the 950cc which I’ve got is difficult to live with, as it is slow and doesn’t hit more than 50-55 mph. Is this true, and is there anything I can do to the engine to get it to 70 mph?

Jake Chapman UK

A Ford claimed a top speed of 79 mph for the 950 engine, which for 40 bhp is none too shabby, so yours should hit the magic 70 with ease.

If it doesn’t then there’s something amiss, but it’s nothing a decent service and getting your local garage to check the timing and carb settings are spot-on, would sort out — assuming the engine is in basically sound condition.

The 950 is not a popular engine to tune, but porting the head and fitting the carb from the 1300 would give some good results. However, it’s far easier (and cheaper) to fit the 1300 engine instead — assuming your insurance can stand it.

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All Pre-Cross-flow All Cross flow CVH XR2 XR3 etc CVH Escort /Fiesta Turbo Zetec E1.6 1.8 2.0 Zetec S1.25/1.4/1.6 2.0 DOHC 16V OHC 1.6 2.0 Pinto V4 Essex 1.7/2.0 V6 Essex 2.5/3.0 2.8 Cologne 2.9 Cologne

Stage 1 £2,095 £2,095 £2,195 £2,395 £2,195 £2,195 £2,395 £2,095 £2,150 £2,295 £2,295 £2,495

Stage 2 £2,295 £2,295 £2,395 £2,695 £2,395 £2,395 £2,650 £2,325 £2,450 £2,550 £2,595 £2,795

Stage 3 £2,475 £2,475 £2,795 £3,050 £2,995 £2,995 £3,195 £2,695 £2,750 £2,895 £2,895 £3,195

Stage 4 £2,695 £2,695 £2,995 £3,295 £3,295 £3,295 £2,995 £3,050 £3,195 -

MODIFIED HEADS

Stage 1 £695 £695 £695 £695 £875 £995 £995 £695 £795 £995 £995 £995

Stage 2 £795 £795 £795 £795 £1,095 £1,095 £1,250 £795 £895 £1,095 £1,095 £1,095

Stage 3 £895 £895 £1,195 £1195 £1,495 £1,695 £1,795 £1,195 £995 £1,195 £1,195 £1,195

Stage 4 £995 £1,295 £1,295 £2,450 £1,295 £1,150 £1,295 -

We can do all the work on you original engine if you wish to retain the original engine number, and we can do a full digital photographic rebuild on any of the engines, all at no extra charge. All machine work done on in our own factory. We sell a full range of pistons and bearings and gaskets, valves all engine parts. Fitting from £350.00 all plus V.A.T

ALSO 3.0+, & 3.1 + CONVERSIONS FOR 2.8 SIERRA, CAPRI ETC FROM £2750.00.

1.9 + For all the C.V.H. Escort, Fiesta, Orion, Ginetta, Morgan, Panther, Quantum, Scimitar S.S.1 + any Kit Cars, Based on the American 1900 Engine. BORED WITHIN FORD TOLERANCES. NOT a massively over bored 1600 as all other conversions are. It is the strongest, and most reliable on the market. FROM £2,150.00 + VAT ALL THE ABOVE ARE COMPLETE ENGINES INCLUDING: CYLINDER HEAD, SUMP, OIL PUMP ETC. WE PREFER YOU TO SEE THE ENGINE BUILT UP. All our modified and big engines for small are for normal fast road use. To give added B.H.P. whilst retaining reasonable economy and tractability, these Engines can include as Flowed Cylinder Heads. Larger Valves. Modified Cams, ARP Bolts, Balanced and Over bored etc.

1.9+ TURBO BLOCK ASSEMBLIES, INCLUDES CRANK, RODS, PISTONS OIL PUMP: £1795.00

MACHINING: REBORING, REGRINDING, BEADBLASTING, EX. CRANKS, HEADS, PIPER AND KENT CAMS, CARBS ETC. Please email for engine brochure or details

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At Car Cave we always carry a stock of around 25 Classic Cars and have many more on the way. We specialise in Classic Fords. If we do not have what you want in stock we may be able to source it so please feel free to ask.

We also have a small selection of modern vehicles that have been hand picked to ensure quality.

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MOTORSPORT CLASSIC FORDS FLAT-OUT ON THE STAGE, STRIP AND TRACK

GANG OF FOUR

Classic Ford gets up close and personal with some of the most important Escorts ever to wear the badge — all built by Boreham in period, and all with a remarkable story to tell. nannarB nairdA sotohP elkrA eimaJ sdroW

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I

t speaks to the sheer number of works Escorts built by Boreham that even now, well over 40 years on from the model’s replacement and withdrawal from works service, we’re still finding out more about their competitive careers. Ford Motorsport’s Boreham site has been shuttered for almost 20 years now, and yet the flow of tantalising information concerning the cars that did more than any other to cement Ford’s rallying reputation continues to dribble out.

That our understanding of these storied, sometimes famous rally cars continues to

October 2021

grow is almost down to dedicated individuals like Billy Burns, until recently the owner of the Escorts you see here: ETW 881G, ETW 882G, VHX 958L and MTW 200P. Billy made the decision to sell them on recently, a move that while doubtless gut-wrenching in the extreme, allowed Alan Potts of The Car Cave to inspect and advertise them. Unwilling to let the chance to see a four of the most important rallying Escorts in once place slip through our fingers, Classic Ford shone a spotlight on a quartet of Boreham icons.

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MOTORSPORT ETW 881G MIKKOLA’S FINNISH FLYER Competing in just one rally, this Twin Cam CLASSIC FORDS FLAT-OUT ON THE STAGE, STRIP AND TRACK

went on to become a star of rallycross.

Perhaps the most successful car here, ETW 881G was driven in anger just the once, its competition career effectively over after a handful of days of flat-out, ruthlessly committed driving in the depths of the Finnish pines. For it was in this very Escort that Hannu Mikkola clinched his second of a staggering seven outright victories on the 1969 1000 Lakes, arguably rallying’s spiritual home and an undeniably top tier sporting achievement.

Even when viewed through the prism of near unmatched home success at this level Mikkola’s performance in 1969 was a remarkable performance, one in which he stamped his authority on the event from the outset by winning the very first special stage,

then proceeded to pummel the opposition.

His eventual winning margin over countryman, Simo Lampinen’s Saab 96 was just over 5 minutes.

ETW 881G’s rallying career was over but its competition days were only just beginning, and Boreham wasted no time in offloading it to one Rod Chapman, one of the founding members of the burgeoning rallycross scene and effectively one of the discipline’s first true stars. As known for his exuberant, sideways driving style as Mikkola was for being neat and measured, Chapman at the wheel of an invariably sideways ETW 881G is easily one of the standout images from the early years of rallycross.

The Mk1 wears the classic livery of the early works cars.

After a successful rallycross career, ETW 881G was reprepared as a rally car.

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works escorts

“ETW 881G’S RALLYING CAREER WAS OVER, BUT ITS COMPETITION DAYS WERE ONLY JUST BEGINNING” Subscribe: 01959 543747, www.classicfordmag.co.uk

October 2021

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MOTORSPORT ETW 882G COLOGNE RANGER Built as a testbed for Ford’s World Cup Rally CLASSIC FORDS FLAT-OUT ON THE STAGE, STRIP AND TRACK

entry, this Twin Cam is now back in classic spec.

This car represents a fascinating cul-de-sac of early Escort development, one by no means made any less interesting for turning out poorly. The development in question, if you can call it that, was the installation of a V6, a Cologne unit from Ford of Germany originally residing where the twin-cam was intended to be.

The reason why Boreham experimented with such a relatively out-there choice of engine, at least by rallying standards, was in deference to the upcoming World Cup rally, with a course that threaded through some of the most remote and automotive-ly hostile environments anywhere on the planet. A ready and reliable supply of decent octane, twin cam-pleasing fuel was therefore by no means guaranteed, and thus Boreham sort to head-off any potential fuel-related reliability issues by trialling a V6.

Such a radical drivetrain upheaval was always going to lead to a few reliability niggles, Boreham knew it. They therefore fitted the car with a mildly tweaked 2.3-litre V6 Cologne intended for a Taunus, then set about convincing Roger Clark to use the resultant Group 6 machine in the prototype class of the 1969 French-Alpine Rally. This proved to be a traumatic affair for involved as the car had been built and shipped with no time for testing, and therefore exhibited a near constant desire to cook itself.

In addition to boiling over at the merest site of an incline (something the Alps aren’t exactly short of) the Cologne-equipped Escort also proved peaky and lacking in outright power, and most everyone involved was quietly (Clark reportedly not so quietly)

pleased when a combination of a cooked engine and slipping clutch put ETW 882G out of its misery.

ETW 882G then fell victim to the internal churn present within Boreham at the time, and it’s only thanks to the ever-brilliant Graham Robson that we’re able to trace its convoluted history. Stripped and rebuilt with a special heavy-duty, full-triangulated roll-cage seemingly intended for use in the World Cup Rally, but in the end its World Cup career never progressed beyond extensive testing. It was then shipped to Greece for the Acropolis where its Mexicospecific specification prevented it from even entering, much less winning.

ETW 882G’S professional works career therefore ended in South Africa with future Dealer Team Opel principal Tony Fall, who used it to contest the Total and Ethiopian Highland Rallies. Fall would ultimately retire from the lead from both events, after which the car was sold on in South Africa where it would spend much of the remainder of the century, presumably embarrassing overlykeen taxi drivers in W123 Mercs!

Impressive as all of the above is, what’s most striking about ETW 882G in 2021 is that it’s now in almost perfect period condition, approximating the spec it sported for the Alpine Rally (minus the Cologne of course) back in 1969. That this should be the case is down to the efforts of Escort guru, Dave Watkins and his encyclopaedic knowledge of period Boreham Escorts and the bits that made them, and a task doubtless made that much tricker by ETW 882G’s prolonged spell in the wilds of Ethiopia.

Interior is fully -trimmed right down to a carpet.

Right: Built with a Cologne V6 for endurance testing, a twin-cam is thankfully back in the bay.

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“ETW 882G’S PRO WORKS CAREER ENDED IN SOUTH AFRCA”

Dogleg first of ZF ’box needs a reminder.

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Maplight makes handy engine bay lamp.

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MOTORSPORT VVX 958L SCLATER’S STEER Prepped by Ford to use by Chris Sclater, this RS CLASSIC FORDS FLAT-OUT ON THE STAGE, STRIP AND TRACK

ended up in the hands of legend, Billy Coleman.

Resplendent in the white-and-red of Embassy tobacco, the first thing you notice about VVX 958L is how well suited to the fag packet treatment rear-wheel drive Escorts always were, and that by no means did such liveries begin and end with Rothmans. To judge this particular RS1600 by its scheme alone would be to do it a hefty misjustice however, as a quick delve into its period history demonstrates.

VVX 958L was began life as a brand-new build for Hannu Mikkola in 1972, and it was in this car that the Finnish superstar tackled the RAC later that year. It proved a frustrating event for Mikkola and co-driver John Davenport (though not, of course, for anyone who desired a British driver to win the RAC for the first time in decades) and they were eventually side-lined by a cooked head gasket.

As Alan Potts explains, VVX 958L was then converted from left-hand drive to right-hand drive, before being given away to one Chris Sclater in the Kleber TyresWheelbase Rally Scholarship. Hardly a household name in the manner of a Clark, a Brookes or even a Kaby, Sclater was nonetheless an immensely talented rally driver and he would go onto achieve a great deal at the wheel of Escorts — VVX 958L included.

If nothing else the very fact that this car exists is proof positive of just how large a profile rallying had in the UK in the early 1970s, large enough for Ford to be willing to

offer up a car — at the time a cutting-edge machine — to an unknown driver still very much finding his feet.

Sclater wasted no time in putting the car to good use, using it to contest a handful of events in 1973 including the season-opening Monte Carlo and the gruelling Acropolis, an event in which he finished a fine seventh overall. Sclater’s most notable score in VVX 958L was an outright win on the Sherry Rally in Spain, after which it was sold to one of the giants of Irish motorsport, Billy Coleman.

Coleman used it to win the 1974 British Rally Championship in a season partially overshadowed by the repercussions from the fuel crises of the year before, becoming the first non-Brit to win the championship.

After this VVX 958L was placed into storage by a private owner for an extended period, before being sold Peter Jager in Germany some years ago. The enforced hibernation meant that the car was in a remarkably original condition come this point, a situation only enhanced by Jager’s decision to re-reconvert it to its original left-hand drive layout in 2015 — phew!

Billy’s ownership of VVX 958L began back in 2018 and the car soon formed a cornerstone of his Boreham Escort collection, resplendent in a spec hardly altered from that it sported all those years ago: the all-steel dry-sumped BDA, the ZF five-speed and four-linked big Atlas back-end; all are signifiers of the archetypal Boreham Mk1 Escort.

“VVX BEGAN LIFE AS A BRANDNEW BUILD FOR HANNU MIKKOLA IN 1972”

Embassy livery is instantly recognisable.

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works escorts

Left: Braced Atlas axle a stalwart of works Escorts.

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October 2021

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MOTORSPORT MTW 200P FINNISH FRIEND After rallying around the world, this RS1800 CLASSIC FORDS FLAT-OUT ON THE STAGE, STRIP AND TRACK

is back in classic 1979 Motorcraft livery.

If there’s one thing you swiftly begin to realise when studying Boreham-built Escorts, it’s that the cars themselves seldom lived a quiet (let alone easy) life, and MTW 200P is a superb example of that.

Built as a rough road car in early 1975 and intended to contest the East African Safari the following year, it was instead sent on something of a world tour, beginning with the Firestone Rally in Spain. A minor event in the scheme of things, the Firestone was notable for seeing Timo Makinen beaten by a locally entered SEAT, an event so unlikely that it prompted dark mutterings about local bias — hardly an unknown set of circumstances in regional rallying at the time.

Or in the case of the French and the Monte Carlo, international rallying!

The car was next dispatched north of the border so that Pentti Airrkkala could contest the Jim Clark, but this came to a shuddering halt — literally — when brake problems prevented the Finnish anglophile from bringing the RS to heel, and an off-stage excursion was the end result.

Such a high energy smash must have caused a degree of consternation at Boreham, if only because it necessitated the mother of all manic rebuilds in order to get MTW 200P ready for the South African Rally less than a week later.

This was achieved and Timo Makinen would go onto reward the team with a fine victory, but that week remains among the most frenetic in Boreham’s long and storied history.

MTW 200P was then entrusted to Björn Waldegård to make his Escort debut, effectively marking the start of a relationship which would go on to yield multiple WRC wins and the inaugural World Championship for drivers in 1979. The event chosen was the RAC and Waldegård drove to form, bringing the car, one he’d never driven in anger prior to this event, home in once piece in third overall. Fittingly, it’s this livery that MTW 200P now wears so well.

The next outing for this particular RS1800 saw it entrusted to another Finn, albeit one not as well known for bringing cars back in one piece, Ari Vatanen. Boreham converted the car to Tarmac spec for him (though its leaf springs remained in situ) to use on the 1977 Sanremo Rally. Vatanen was still firmly in his indecently fast yet infernally crashprone phase however, and with little to no sealed surface experience on which to draw upon he went off the road early on, before the rally had even reached the gravel sections where he would doubtless have been faster.

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Vatanen’s time with MTW 200P would continue into the following year though, with the Finn using it to take a convincing win in the Arctic Rally. The score did lose a degree of lustre some weeks later, however, when Vatanen challenged a tree to a spot of automotive jousting midway through the Hankiralli and lost spectacularly.

MTW 200P’s career wasn’t quite yet over though, as it was then dispatched to Portugal and placed in the care of Jean-Pierre Nicolas for the 1979 running of Rally Portugal. One of the great unsung Frenchmen of Group 4 rallying and the sort of larger than life (literally) character who wouldn’t get within spitting distance of a WRC seat in 2021, Nicolas — Jumbo to his friends — was expected to put in a quiet performance befitting of a driver much nearer the end of his career than the beginning.

No-one told Jumbo this however and the Frenchman was one of the stars of the rally, seldom out of the top three fastest times for any given stage and challenging for victory until a three-minute time penalty blunted his charge, forcing him to settle for third overall.

Professional career done and dusted MTW 200P spent a period in Belgium before returning to Portugal, where it stayed for a prolonged period of time before finally returning home five years ago. While it has clearly been treated to an extensive rebuild at some point in the last 40-odd years it’s remains an incredibly original car, right down to its bodyshell. This is believed to be the same one first equipped for competition by Boreham all those years ago, and no small feat given the length of its career and how many drivers used it over that same period.

Together, these four cars represent the apex of Ford’s power in rallying’s Group 4 era, for many the golden age of rallying, and undeniably the case from a blue oval perspective. They demonstrate not just the willingness of the company to dig deep in order to be successful on the world stage, but also the skills of those men and woman at Boreham that made it all possible.

Some these cars won events and challenged for titles while some were blighted by maddeningly poor reliability and rotten luck, but all played a role in the transformation of the general public’s perception of the Ford Escort, from a humble shopping car to special stage icon. As such they’re nothing less than motorsport royalty; the foundation stones on which all subsequent Ford-funded, RSbadged off-road success was based. Icon really is too small a word.

Boreham’s star drivers have sat here including Waldegard, Makinen and Vatanen.

Clocks were reliable and effective, even in 1975.

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“THESE FOUR CARS TRULY REPRESENT THE APEX OF FORD’S POWER IN RALLYING’S GROUP 4 ERA”

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MOTORSPORT CLASSIC FORDS FLAT-OUT ON THE STAGE, STRIP AND TRACK

CONTACT Spa Summer Classic

https://spasummerclassic.com

SPA SUMMER CLASSIC

Even with restrictions in place this year’s Spa Summer Classic still captured the magic of the heyday of circuit racing. Here’s why.

D neseoB tonnaeJ sotohP dna sdroW

ue to the pandemic the Spa Summer Classic 2021 was held under very severe conditions which meant no spectators and no additional activities were allowed. Even the photographers suffered from the high restriction in terms of reduced photographers windows and forbidden areas on the circuit. But the positive thing was that the event was held and a lot of classic Fords participants were able to see and smell the whole weekend back in June.

All the grids in the race categories were filled with GT40s, Cortinas, Escorts, Capris, Mustangs, Sierras and Falcons and as it was all those years ago, they were leading their categories on the 13th edition of this super event. The single seaters from the 1960s and 1970s revealed a gaggle of Formula Ford 1600s as well as the 2-litre Zetec versions.

Enjoy the photos.

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Below: Fox Body Mustang from the 1983 24 hour race at Spa — with Jean Michel Martin and Vince Woodman.

Jan van Elderen in a Texaco-liveried Sierra RS500.

Mücke Motorsport’s Zakspeed Capri never fails to raise a smile.

Above: cool numberplate on this Dutch Mk1.

Below: Raphael de Boreman in an RS1600.

Info

Tools: Hog ring pliers, long nosed pliers, masking tape, screwdriver, small hammer, staple gun, thin drift, trim tools Contacts: Aldridge 01902 710805 www.aldridge.co.uk East Kent Trim 01233 500280 www.eastkent trimsupplies.com

1

Common seat cover problems Seat bolsters are the first to wear thin, especially the driver’s outer bolsters. Repairs are possible if the damage is minimal.

2

How to

Refurbish seats Discover how to rescue a tatty or worn seat with this step-by-step guide.

S

snikwaH boR sotohP dna sdroW

cuffed and worn seats with saggy covers and torn stitching can make a car’s interior look a mess, but many of these problems can be fixed with a new set of covers or some repairs to the seat frame. The work involved is often time-consuming, but it can usually be completed using a few basic tools, although there is however a skill in achieving a neat finish.

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There is a vast range of different seats found in classic Fords, but most of them consist of a metal frame, some webbing, springs and wires, and either cloth, vinyl or leather covers fitted over the base and back. The following step-bystep guides provide information on dismantling seats, removing and refitting seat covers and identifying common problems.

The material for the seat can wear thin, especially where people sit. Leather can be filled and painted, but cloth should be renewed.

3

If a bolster is damaged and sunken, the foam may also be damaged, which means a new or repaired seat cover won’t completely fix the problem. A new seat foam is the best solution here.

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GUIDES AND RESTO FEATURES INSIDE: Expert tips and advice whether you’re

READER’S RESTORATION In the same family from

looking to buy or restore a classic

new, this Sierra Cosworth is now back fighting fit.

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5

If the seat’s head restraint won’t sit inside the top of the seat, or it moves around, then the mounts may be broken.They may be fitted into the seat’s framework, so the seat will need to be stripped down to repair them.

1

Dismantling a seat

There are several parts to remove before the covers can be taken off. Start with the seatbelt stalk if fitted.

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Removing the old covers

Strips of plastic are often used to secure the edge of a cover to the seat’s framework.This may be clipped onto the metal framework.

Carefully prise it off with a screwdriver.

4

If the seat cover is falling apart, or you don’t need to preserve it, then you may find it easier to tear or remove parts of it to be able to see how it’s secured in position.This may make it easier to access any fixings.

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If the seat feels soggy to sit on and seems to have collapsed, the webbing underneath may have torn or its springs broken.Turn the seat upside down to inspect the webbing — you may need to strip the seat to inspect it.

104 CLASSIC

CAPRI GUIDE hat you need to know

when buying the stylish 1960s cruiser.

6

If the seat back has a similar lack of support to the base, inspect the springs and wires inside it, whichmay have broken.These can usually be replaced to help restore the seat and make it feel firmer.

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3

Plastic trim, side covers and adjusters can be carefully levered off using a trim tool.This will often reveal how the seat covers are fitted and how the seat back and base can be separated.

The seat base and back are usually held together with a series of bolts, fitted at the sides where the two halves meet. Separating the two halves makes it easier to remove the covers.

2

Some seats use small retaining clips to secure the seat cover to the seat frame.These can be hard to find and may be the essential ingredients for ensuring the seat cover achieves a tight fit.

5

Metal hog rings are used in many seats to secure the seat cover to the framework and the foam.These can be removed with a pair of pliers, a trim tool or hog ring pliers. Hog rings are sharp, so watch your fingers.

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3

If you can look inside the seat cover, you may find there are some springs and wires holding it to the seat frame. Carefully unhook these with a pair of long nosed pliers – the springs and wires may need to be reused.

6

Most seat covers are removed by turning them inside out.This allows you to see where it’s attached and whether you’ve missed any fixings. Whilst it’s tempting to cut the cover off, you won’t know how it’s fitted.

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7

Some prefer to remove the seat covers before dismantling and separating the seat base from the seat back.You may also prefer to not separate the two parts of the seat, especially if it’s possible to renew the seat covers.

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After removing the seat covers, any framework inside can be retrieved and inspected to see if it needs repairing.The seat back for instance, may have aframework that includes the mounts for the headrest.

If you are happy to reuse the seat’s foam, clean it thoroughly with a vacuum cleaner to remove all the years of dirt and dust. Some upholstery specialists can clean the foam more thoroughly, and repair it if required.

2

Fitting a cover

3

If tensioners or wires are fitted inside the seat The framework may need to be fed into the cover to keep it taut, check they are correctly foam before the cover is fitted, or the foam may positioned so that they can be fed through the need to be fitted onto the framework. foam and the ends hooked into position.

The seat cover usually has to be turned inside out to be able to feed it over the seat foam. Start at the top of the seat back, or the front of the seat base.You may need someone to help here.

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If the seat cover is secured to the foam with hog rings, these may need to be fitted before the cover is fully fitted over the foam.This also applies to any cables and wires that are fitted through the foam and seat cover.

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Once the seat cover has been stretched and fitted over the seat foam, it can be secured to the seat framework. If plastic edging is sewn into the ends of the cover, this can be clipped into position.

Use your hands to move and massage the seat cover into position, making sure there are no saggy sections.This can take a long time to do, but the results will look far better, so don’t rush this part.

8

Back seat stripdown Some seat covers can be fitted in sections, allowing access to any clips and hog rings to secure the fabric to the foam or seat frame.

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Once the new covers have been fitted, reassemble the seat (if it was dismantled to remove the covers). Check all the controls and adjusters work for reclining, tilting and lumbar support.

Back seats are often trimmed in a similar manner to a front seat, with a cover that pulls over the seat base or back,which is secured with hog rings, wires and plastic clips. It’s worthwhile separating the two halves of the rear seat to make them less bulky to work with.

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October 2021

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THE FAMILY CAR Reader’s restoration: Chris Yates’ 1986 Sierra RS Cosworth was bought new by his dad and will in turn be passed on to Chris’ son — who has just helped him restore it.

Words Mike Renaut Photos Andy Saunders

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October 2021

classic fords restored: sierra cosworth

P

erhaps you’ve already spotted this Sierra Cosworth has an RS500 boot spoiler, but doesn’t appear to be an RS500. “Dad bought that spoiler and fitted it in 1987 when the car was a year old,” says Chris Yates. “It cost him £71.87 with the VAT. Of course they’re about £1500 or more now…”

Yes, Chris’ father Trevor walked into Thomas Motors, an RS dealership in Blackpool, in 1986 and bought this Moonstone Blue Cosworth straight out of the showroom — so that spoiler is very much a period addition.

“Dad was always a Ford man, he had a Zephyr 4, Cortinas, a couple of Orions, but never an RS. He drove in with his Granada 2.8 Ghia X and a salesman asked if he was selling the Granada,” explains Chris, “apparently that salesman had a buyer for one and, following a test drive, dad ended up with the Cosworth.” It was love at first sight for Chris. “I always followed Touring Cars and introduced my dad to the racing and the cars.

I went to a lot of the events between 1988-90 so I had my eye on his Cosworth from the beginning. I would wash the Sierra then drive it swiftly around the block to ‘dry it off.’

“Dad put 36,000 miles on it since it was his second car and always kept in the garage whenever it wasn’t being driven. I got the Sierra in 1992 when dad gave it to me and I used the Cosworth to commute to my job at Sainsbury’s, so it got a few dents and scratches from being left in the car park all day. Then buying a house and having a family took over. When I took it off the road there were 91,000 miles on the clock.”

The car was out of sight but not forgotten.

“Many of my colleagues and friends were asking if I still had the Cosworth. But it wasn’t until 15 years later in 2016 that my son

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“WE WERE CAREFUL TO ONLY REPLACE WHAT WE COULDN’T REBUILD”

Newton Abbot, before they polished the body. “The bodywork on top is still all the original paint though,” stresses Chris, “we were extremely careful across the car to only replace anything we couldn’t rebuild or refurbish. Keeping the originality was key.”

That’s refreshing The engine work was done in 2020, “The car had sat outside but I’d kept it clean “Philspeed balanced the crank and flywheel and polished so it needed a refresh rather while Matthew handled everything, even than a full restoration,” continues Chris.

“Dean from Dentcure removed all those car sending away every nut, bolt and washer to be recoated. We vapour-blasted the alloy park marks and remarked how much he parts of the engine, added a new coil, fuel enjoyed working on a car with proper paint pressure regulator and put a new sensor in the and decent thick metal. Then we rented a four-poster ramp in a garage and removed all distributor. Auto Dynamics built the engine and fan loom, then live mapped the car on the plastic parts of the bodykit and stripped their rolling road. We had the injectors out the interior.” Naturally there was some rust, so Matthew and his friend Brian Loram reconditioned, the turbo was done by Turbo Performance and we put on a new fuel rail fabricated panels to replace the rot in the footwells and around the wheelarches while hose. Other than seals and gaskets everything else including the pistons was still in good the rear chassis legs were also repaired.

Once solid again the Sierra was undersealed enough condition to be cleaned and reused.”

It was much the same story underneath: beneath and then painted. Careful, subtle “The suspension had previously been touch ups across the repair sections were polybushed so just needed a good clean. performed by Robbie’s Paint Shop in Matthew, a motorcycle mechanic and trials rider who runs Motorcycle Co. Southwest, was looking for a project and suggested we get the Cosworth back on the road.”

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The brake hoses, discs and pads were changed, but the original callipers also just needed a thorough clean.” New clips for the brake pipes and fuel rail were found over the counter at the local Ford dealer, while Sierras R Us in Manchester supplied a few parts bits including replacement headlights since the originals had silvered. The alternator and starter motor were rebuilt and a replacement electric aerial sourced, “when that replacement one didn’t work either rather than get a refund Matthew rebuilt it — he enjoys a challenge like that.”

Inside story

The interior is completely standard even down to the radio-cassette and required nothing beyond a clean, “I’ll redo the bolster in the driver’s seat at some point and the headlining is getting a little flappy,” admits Chris. “When we stripped the interior we even found the long-lost screw that holds the jack cover in place; which was handy because we couldn’t find a replacement one.”

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classic custom fordsload-lugrestored: sierra cosworth a RESTO LOG In the Yates family since new, in 2016 Chris decided

Original paintwork has been carefully preserved.

to give the Sierra Cosworth the rebuild it deserved.

First owned by Chris dad, Trevor, the RS has been worked on by various family members...

First job of the rebuild was to remove the engine so that the bodywork could commence.

The YB was taken over to Philspeed for a careful rebuild with many of the alloy components being vapour-blasted.

Interior nicely worn — and original.

Engine was carefully rebuilt and still runs standard boost.

Meanwhile the running gear, including the rear end, was powdercoated ready to install.

With the underside restored and painted in body colour, the refit could begin — using a rented ramp made the job a whole lot easier.

Son Matt (left) was big help with the rebuild of Chris’ Cosworth.

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October 2020

97

VELVET FIST THE ORIGINAL COSSIE

RS500 spoiler was fitted from new — a bargain at just over £70.

The gearbox and differential were repainted, while the cradle that holds the fuel filter was powdercoated by Spectrum Coatings in Devon. The exhaust is now a stainless-steel Mongoose 3 inch diameter system from Burton Power and Chris intends to get the wheels polished at some point, “they’re diamond cut finish so when that’s been done I’ll put on some decent Dunlop tyres too; they’re just cheap ones on there now because I wanted to get the car out and driving.

“The rebuild was finished for my 60th birthday, January 29 this year and, since the local Ford dealer didn’t have space, we had it MoTd at the local Porsche garage — who made a huge fuss of the car. The whole office and workshop emptied out to have a look at it.

“Of course, Cosworth is Latin for ‘steal me,’” laughs Chris, “so this is no longer a car I can leave in public car parks, but I’ve still done about 2000 miles since the rebuild. It

was never intended to be a concours restoration, it’s got a few small scratches that I try to ignore and a little bit of rust on one A-pillar, but that’s all part of the car’s history.

I love the car; it drives like a dream and it’s like no other car I’ve ever owned. Of course it will never be for sale since Matthew will have it after me. My dad has seen photos but ill health has prevented him seeing the finished car in person so far.

“It’s got me back into the old Ford scene too, I’ve a friend in the next village who also owns a Sierra Cosworth so we’ll be going for drives with both cars. It’s a weekend car but it’s been out in the rain, I cracked one of the fogs lights the other day but despite the rarity and value it’s still a car I’ll use. I am precious of it — the Cosworth lives on a tiled floor in a double garage while my wife’s brand-new Fiesta sits outside — but it’s not so precious that I won’t drive it as intended just like dad did.”

The Sierra RS Cosworth was built for homologation purposes, Ford wanted to be competitive in the Group ATouring Car Racing events but 5000 examples of the equivalent road car had to be built to keep things legal.Following in the footsteps of their XR4i model the three-door body was selected for being stifferand lighter than the five-door shell .Anew version of the 2-litre Pinto was developed by Cosworth with a 16-valve twin-cam head and a GarrettT3 turbochargeroffering 9 psi of boost. Despite its race car breeding the RS Cosworth proved reliable enough to use on the road.In total 6021 were built between 1986-1987.

TECH SPEC

1986 SIERRA COSWORTH

Engine: 1994cc/four-cylinder/DOHC Transmission:5-speed Suspension: IFS McPherson struts, IRS semi-trailing arms, coil springs Brakes: discs all round Wheels and tyres:7x15 inch alloys, 205/50VR15 tyres Top speed: 150 mph 0-60 mph:6.8 seconds Pricewhen new: £15,950

RESTO CONTACTS EXPERT HELP

Auto Dynamix 01626 362692, www.autodynamix.co.uk Burton Power 020 8518 9127,www.burtonpower.com Dentcure 07852 300378, www.dentcure.com The Motorcycle Co.SW 01626 366155, www.themotorcycleco. co.uk Philspeed Engineering 07521 715108, www.philspeed.co.uk Robbies PaintShop 01626 333868 Sierras R Us 07989 186471, www.sierrasrus.co.uk Spectrum Coatings 01803 813677,www.spectrumcoatingssw. co.uk Turbo Performance 01425 543303, www.turboperformanceltd. com

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CONSUL CAPRI BUYER’S GUIDE

Super-stylish and with rock-solid underpinnings, the original Capri has a lot going for it. Here’s what you need to know.

Words ChristianTilbury Photos John Colley/Magic Car Pics

A

lthough originally destined for export, the Ford of Britain-designed Consul Capri officially made its way into the manufacturer’s UK showrooms in January 1962.

With the European launch having taken place in September 1961, car buyers had already had a bit of time to become accustomed to the swoopy styling and its transatlanticinfluenced pillarless design, but its distinctive sloping roofline still came as a shock to many.

The new Consul Capri was far removed from the conservative-

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looking models that UK drivers were familiar with and, for those with families, its sweeping rear lines did little to meet their need for rear passenger space. Being based on the Classic, it didn’t quite have the performance to justify its sporty appearance either, but for those who wanted something that stood out – and had the funds to pay the considerable price tag – it was an attractive option in every sense.

With the Classic’s proven mechanicals and huge rear load area, which was even bigger than that of its four-door counterpart

due to the lack of a conventional rear seat, it did offer some level of usability, while a decent specification complemented its glamorous looks. This included front disc brakes were standard, the availability of the Deluxe trim and a choice of 12 solid body colours and seven two-tone shades.

Early 109E cars were powered by the 1340cc engine, but the Consul Capri got a welcome power boost with the July 1962 arrival of the revised 116E model with its 1498cc five-bearing motor. On top of that, a performance-focused GT version

was launched in February 1963.

The larger engine and the addition of an all-synchromesh gearbox did wonders for the Consul Capri, but with the more profitable Cortina around the corner and the need to free up manufacturing space, Ford pulled the plug on production in summer 1964.

Of the 19,421 produced, survivors are in short supply and while it might not be the obvious choice when considering a Ford coupé, it’s certainly one of the rarest and arguably the most stylish models to wear the Capri badge.

buyer’s guide: consul capri

BODY

It’s an old Ford so obviously it can rust anywhere and everywhere, but the essential areas to check are the suspension towers, underneath the inner wings, inner sills, floor including the boot and around the axle subframe mounts. What’s less terminal, but still costly to rectify professionally, is rust that’s commonly found in the rear arches, door bottoms, the front panel and the

lower rear quarters. Despite the Mk4’s rarity, a good number of remanufactured panels and repair sections are available, but be aware that quality parts don’t come cheap, with new inner wings costing circa £700 apiece and a replacement for a frilly front valance over £400.

Likewise, don’t ignore damaged chrome or trim as replacements can only be sourced second-hand.

ELECTRICS

The mainly Lucas system is reliable and simple, any faults usually being a result of corroded components and dirty connections. Watch for sidelight issues on cars with rust around the lights, as disturbing the unit to complete a fix has been known to cause any weakened metal in the surrounding structure to finally collapse.

GEARBOX

Expect the synchromesh of the four-speed floor shift ‘box to be a bit delicate, but make sure there are no issues with jumping out of gear as this points to a worn linkage.

Gearboxes can be interchanged between earlier and later cars, although the matching propshaft is also required. Rare column change can be very troublesome.

Thoroughly check the engagement of gears as hard-to-replace rubber linkage components between the ‘box and the column stick often harden and collapse, making it very difficult to select gears.

INTERIOR

Leather and cloth were available as options, but the majority of Capris feature two-tone PVC trim, the only exception being the GT which has cheaper-to-replace monochrome shades.The main issue is that the seat foam crumbles, causing tension in the PVC and eventually ripping it. As with a lot of the interior trim, the covers can be replaced with quality reproduction items, but reviving a tired cabin doesn’t come

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cheap – a set of front seat covers typically costing circa £500 and doorcards in the region of £200per pair. Swapping seats with a Classic isn’t an option either, as the seats differ between the two models. Look for cracksin the steering wheel, although they are more unsightly than dangerous due to the wheel having a steel liner, and essentially check the horn ring – it breaks easily and replacements are scarce.

“AT THE LAUNCH THE DISTINCTIVE ROOFLINE CAME AS A SHOCK TO MANY BUYERS” October 2021

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www.fccoc.org.uk 60 Anniversary th

2021

Consul Classic 315 @fccoc.org.uk Magazines & Shows

DVLA & FBHVC

Mid BedsVehicle Restoration

Capri

1961-1964

MBVR

Mid BedsVehicle Restoration

. cts. ate.

.mb r.c 106

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buyer’s guide: consul capri BRAKES

Simple Girling disc and drum set-up gives little cause for concern other than agerelated wear and that arising from inactivity. Look for the likes of rusty, scored discs, sticky callipers and leaking rear wheel cylinders, but replacing components isn’t usually an issue. If you’ve got the skills though, it can be more cost-effective to refurbish certain parts. For example, members of the Ford Classic & Capri Owners’ Club can purchase a master cylinder rebuild kit for a mere £8.50 and a calliper repair kit for only £17.50.

SUSPENSION

Struts are hard to source but those of early cars are refillable, so can be topped up with oil.

Rear springs can sag and while replacements are available, it’s essential to get decent items as the wrong ones can make the Capri sit too high – as a rule there should be a gap of six inches from the sill to the ground. Don’t immediately write-off oil-soaked rear dampers, as they are aligned with the often leaky rear diff seal. Check the steering for tight spots and play, but the main cause of concern is wear to the steering linkage’s drag link on the 116E – which unlike previously is now available on exchange from the Club – and the idler arm on the 109E. If this is not greased, like other parts of the 109E steering also require, then it rapidly wears and replacements are unavailable. Both systems are interchangeable but they must be swapped as a whole.

“THE CAPRI GOT A WELCOME POWER BOOST WITH THE ARRIVAL OF THE 1498cc FIVE-BEARING MOTOR” ENGINE

The original 1340cc engine drew criticism for premature crankshaft wear, but both it and the later 1498cc motor are durable enough if well maintained. High oil consumption, heavy breathing and blue exhaust smoke are signs that either engine is well past its prime.The rockers can be slightly troublesome, while it’s

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not unusual for a neglected cooling system to cause the head gasket to fail.The usual symptoms are hot running and white sludge on the oil filler cap, although on the 1500 it’s also worth looking underneath the exhaust manifold on the number four cylinder as this is where it’s most likely to blow and leak coolant.

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TO BUY

Price: £14,995 On sale at:classified advert Pros:Runs well, looks solid Cons: Needs work This 1963-registered 116E was bought by the current owner 20 yearsago. Having been stored in a dry, heated garage, it’s said to appear as very solid with the bodywork only requiring a decent respray.The Consul Capri drives well with the vendor saying it starts on the button.The engine is described as quiet, although the brakes need attention due to inactivity.While the owner has always had plans to restore the car and it’s exempt from the MoT, it was tested and on the road as recent as 2015.

TECH SPEC

Body Two-door coupe, steel monocoque Engine

1498cc, four cylinders, in line, 9.0:1 compression ratio, pushrod overheard valve, chain driven camshaft, cast iron cylinder head and block, five-bearing crankshaft, GT Weber 28/36 DCD22 twin choke compound downdraught carburettor, centrifugal and vacuum ignition, four-branch manifold Power: 78 bhp @ 5200 rpm, 91 lbf.ft torque

Gearbox Four-speed manual, all synchro Suspension

Front: independent by MacPherson struts, anti-roll bar Rear: live rear axle with half-elliptic springs, lever arm dampers

NEED TO KNOW Specialists

AldridgeTrimming 01902 710805 www.aldridge.co.uk Burton Power 020 8518 9127 www.burtonpower.com East KentTrim 01233 50028 www.eastkenttrim supplies.com Ex-Pressed Steel Panels 01535 632721 www.steelpanels.co.uk

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October 2021

Steering Recirculating ball Brakes

Old FordAuto Services Ltd 01344 422731 www.oldfordautos.co.uk

Clubs & Forums Ford Classic & Capri Owners’ Club www.fccoc.org.uk

Old Skool Ford www.oldskoolford.co.uk Pre 67 Ford Owners’ Club www.pre67ford.com/ forum

VALUES

£10,000-15,000 Tidy, MoT’d examples.

£15,000-20,000 Good to very nice cars.

£20,000+

Excellent Consul Capris..

Servo-assisted Girling hydraulic system, 240 mm front solid discs, 229 mm rear drums

Wheels and tyres

4Jx13 inch steel rims, 5.60x13 inch tubeless tyres

Performance

Max speed:93 mph 0-60 mph:14.1seconds

Price when launched £900 15s 5d Thanks

StephenWickham

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MOTORFREE ADS TO ADVERTISE VISIT

WWW.MOTORFREEADS.CO.UK CURRENT LISTINGS FORD ANGLIA

FORD CORTINA

FORD CORTINA

1964, £14,995. Maroon with grey trim. Only 3 owners from new covering just over 42k miles. In fantastic condition. Restored 5 years ago by ourselves. Bare metal respray/rebuild costing £24k! Very little use since. Please call 01636812700, East Midlands.

POA. Ford Cortina 1600E in need of restoration.

Current owner has had this car since 1983 when he bought it as his first car. It was used till 2004 when it was parked up. It Will need restored but definitely not beyond repair and a good project for someone. We have the current V5 , the old V5 and some paperwork from when it was on the road.

Please call 01875 820527, Scotland. (T)

£8,750. Ford Cortina MK3 Pickup. Genuine Ford built truck from South Africa which has only had one owner from new in SA. Its a very very solid truck, which apart from a couple of bits of paint that have been done its totally original. Great car.

Please call 01875 820527, Scotland. (T)

FORD CAPRI

FORD CORTINA

83000 miles, £8,750. Capri 2.0 Ghia with 7 Previous Keepers. This is a tidy example, its not concourse but is a nice useable example. There are receipt for in excess of £4000 spent in 2017.

Car starts runs and drives and is MOTD till March 2022. Please call 01875 820527, Scotland. (T)

£7,500. Cortina P100 3.0 V6 Manual Pickup. This is a RHD import from South Africa with all tax and duty paid. The NOVA declaration is done and we will complete the registration paperwork in the new owners name. It will need MOTD prior to registration. Its a very solid straight truck which starts runs and drives and was in use prior to export. Please call 01875 820527, Scotland. (T)

109443

109916

09919

109922

109923

FORD CORTINA

1965, £10,995. Ford Cortina Mk1 1500. RHD Import from South Africa with all tax and duty paid. Nova declaration has been done and we will complete all UK registration paperwork for the new owner. Very solid old car which is fitted with lots of GT bits and also has a set of twin 40s on it.Will need a bit tinkering but very good old car. Call for more information. Please call 01875 820527, Scotland. (T) 109924

FEATURE YOUR MOTOR IN YOUR FAVOURITE MAGS!

OR FIND YOUR NEXT!

Specialist insurance, from adrianflux.co.uk 0800 085 5000 FORD ESCORT

FORD FIESTA

£3,250. Ford Escort Estate rolling shell. It comes with a current V5 but no keys. What you see in the pics is what you get. There is no engine or gearbox. Both rear lights are there, headlights are with it. There are bits of back seat but no fronts.

Please call 01875 820527, Scotland. (T)

1990, 28000 miles, £12,995. An unmodified XR2i with just 28,000 miles and just one owner since 8 months old. Please call 07711645465, South East. (T)

109915

109789

FORD FIESTA

FORD ESCORT

FORD GRANADA

1985, 93000 miles, POA. Granada/ColemanMilne Minster 6” Stretch Limo, 2.8 Auto. ExSaudi Royal Family, original car-phone, walnut door cappings and picnic tables, all handbooks/ brochure etc. Only 3 owners from new. Unused for 18 years so will need restoration but still runs and drives. Please call 07961 066648, South East.

109903

FORD MUSTANG

1971, £84,995. Escort RS1600. From 2006 to 2016 this rare Fast Ford sat in a renowned collection and in 2018 sold to the most recent owner who has done some touring with the car, and some events in Scotland. The RS1600 has covered around 2000 miles since completion of the restoration and is mechanically in exceptional condition. Please call 01944 758000, Yorkshire and the Humber.

109430

FORD ESCORT

124000 miles, £14,995. Ford Fiesta MK1 XR2.

Superb example which was restored between 2009 and 2011 and was used until 2016 when it was dry stored until now. Really nice looking car with a few additions / upgrades. We have the original service book, handbooks and some old MOTS. 8 previous owners. Everything was either new or refurbished at the time of restoration.

Current owner has owned the car since 2008.

Please call 01875 820527, Scotland. (T) 109920

1968, £69,995. Mustang GT Fastback J-Code.

Manual, left hand drive, red leather interior, excellent condition. Please call 01765 609798, Yorkshire and the Humber. (T) 109913

FORD SIERRA

FORD LTD

£8,750. MK2 Van fitted with a 4AGE 16V Toyota Engine on 40s and a 5 speed box. This is a RHD Import from South Africa. All tax and duty has been paid and we will complete all the registration paperwork for the new owner. It starts runs and drives is fairly solid underneath but it will need a bit tidying up. Please call 01875 820527, Scotland. (T) 109918

TO ADVERTISE VISIT:

1976, £8,500. V8 auto. Good, strong engine.

Everything works. Reliable, nice looking car.

Regularly used. Please call 02082 082409, Greater London.

109885

OR EMAIL:

1989, £59,995. Sierra Sapphire Cosworth. The Cosworth has arrived with us in exceptional, showroom condition. We’d go as far to say the car is immaculate with exceptional paintwork, perfect clean wheel arches, beautiful straight body panels, absolutely no major blemishes or defects. It’s hard to fault the body, it appears incredibly original and its clear the car has led a very sheltered garaged life. Please call 01944 758000, Yorkshire and the Humber.

109432

WWW.MOTORFREEADS.CO.UK CARS@KELSEYCLASSIFIEDS.CO.UK

LOOKING TO THE PAST ONE CLASSIC IMAGE AT ATIME

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FINE TUNING

Sadly, background information on this image is scant — all we know is that it was taken in 1972 — but it clearly shows a 1970 Mk2 Cortina GT and 1971 Mk3 Cortina GT being tuned at a typical garage of the era — complete with the then high-tech Sun testing equipment. Ford’s GT models were always about stealth performance rather than being overly flash — something the owner of the Mk3 clearly disagreed with, adding period Cosmic wheels and go-faster stripes to the flanks of his or her two-door.

Photo Getty

October 2021

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NEW FABRICATION AND SUSPENSION PARTS MK1 AND 2 ESCORT OVER 30 YEARS IN MOTORSPORT” WE HAVE MANAGED TO BRING TOGETHER THE FINEST SELECTION OF HIGH QUALITY FABRICATED COMPONENTS, CLUBMANS OR WORKS SPEC. ALL PARTS HAVE BEEN DEVELOPED, TRIED & TESTED REPRESENTING TRUE VALUE FOR MONEY. BODYSHELL, GRP4 CLUB SPEC 4 LINK KIT REINFORCED BODYBOXES 5/8 RODS, JOINTS, BUSHES, BRACKETS ............. COMPLETE - £275 4 LINK KIT HEAVY DUTY, BIG BUSHES 5/8 JOINTS, MI4 BOLTS, SUIT ESCORT RUNNING COIL OVERS COMPLETE ................................................................. £324 4 LINK TO CHASSIS SKIDS ..................................PAIR £16 PANHARD ROD KIT 5/8 ADJ ................COMPLETE £90 PANHARD ROD KIT 5/8 FIXED TOWER ....................£81 ANTI TRAMP BAR KIT MK1 ........................................£120 ANTI TRAMP BAR KIT MK1 ........................................£114 TURRET, ANTI TRAMP, PHR AXLE BRACKET ................ £5 CLUB LARGE GEARBOX TUNNEL .............................£45 SMALL GEARBOX TOWER WITH GAITOR PLATE.....£25 ALLOY SURROUND GAITOR PLATE ..........................£17 4 LINK CROSS BRACES ......................................PAIR £19 FUEL TANK PLATFORM SUIT SHAPED TANK C/W STRAPS ...........................................................................£94 FUEL TANK PLATFORM SUIT INJECTION TANK .........£98 DRY SUMP TANK PLATFORM .....................................£25 GRP4 FIREWALL KIT, FITS WITH TURRETS INC BOOT INFILLS ............................................................................£81 MK1+2 NON TURRET ALLOY FIREWALL ...................£49 SPRING HANGER SKIDS ..............................................£10 BOTTOM RAD CUT OUT .............................................£13 TOP RAD CUT OUT GUSSET PANNEL ........................£28 BODYSHELL GROUP 4 WORKS SPEC 4 LINK BODYSHELL KIT 3/8 INC BRACKETS COVERS SKIDS LONG LINK BOLTS + TUBES AND CROSS BRACES ..................................................................................£190 4 LINK BODYSHELL KIT ½ HEAVY DUTY INC BRACKETS, COVERS, SKIDS, LONG LINK BOLTS, TUBES AND CROSS BRACES .........................................................£200 MK1 GRP4 SHORT 4 LINK BOX KIT...........................£158 GRP4 PANHARD ROD KIT L/H OR R/H TOWER COMPLETE ............................................................................£160 GRP4 MULTI PIECE PANHARD ROD TOWER ..........£60 GRP4 ROUND REAR TURRETS ....................................£80 BULKHEAD PLATE 1 PIECE ..........................................£16 BULKHEAD PLATE 3 PIECE...........................................£24 ATLAS LONG DIFF TUNNEL .........................................£20 BULKHEAD GUSSETS 1XSHAPED................................£32 FRONT CHASSIS SKIDS.................................................£24 CHASSIS TO SILL SKIDS ................................................£24 GRP4 STRUT TOP PLATES .............................................£48 REAR INNER MK2 ARCH INFILLS ...............................£19 FIA 35MM SEAT MT KITS BOLD IN WELD IN FRONT.£58 CROSSMEMBER TUBE + BOLT INSERT KIT..................£24 15” REAR TUBS WITH OR WITHOUT TURRET CUT OUT....

PAIR ..............................................................................£258 MK1 STEEL WORKS BUBBLE ARCHES .....................£400 ROLL CAGE TUBE 2M .................................................£30 JACKING POINT KIT (SILL STAND)........................SET £28 GRP4 WATTS TOWERS MULTIPIECE ................PAIR £125 GRP4 WATTS BARS BUSHED ..............................PAIR £90 GRP4 4 LINK ROD BUSHED 1/2............................EA £45 GRP4 4 LINK ROB BUSHED 5/8 ...........................EA £55 GRP4 PANHARD ROD BAR 5/8 BUSHED ................£64 STRUT BRACES GRP4 STRUT BRACE KIT WITH WELD ON BRACKETS AND STEEL BAR.............................................................£48 WITH ALLOY BAR..........................................................£70 WITH OVAL STEEL POWDER COATED BAR .............£80 WITH CARBON LIGHTWEIGHT BAR ........................£165 MK1 WORKS FLAT TYPE “BOLD ON” STRUT BRACE KIT ............................................................................£48

SUSPENSION TO BODYSHELL WORLD CUP X-MEMBER FULL GRP4 SPEC ..........£435 WCXM CLUB STD OR LRM .......................................£250 WCXM BASE GRP4 ...................................................£360 WCXM BASE CLUB STD OR LRM.............................£170 WCXM MOUNTS BDA/PINTO INC BOLTS ...............£70 ANTI DIVE KIT ................................................................£55 DOUBLE WIDTH KIT ......................................................£55 GRP4 TENSION STRUT KIT TARMAC ........................£350 GRP4 TENSION STRUT KIT GRAVEL .........................£425 T/S ANTI ROLL BAR KIT ...............5/8 £130 ........3/4 £160 T/S ANTI ROLL BAR KIT 25MM .................................£178 COMPRESSION STRUT KIT FIXED BAR .....................£150 COMPRESSION STRUT KIT IN-SITU ADJ....................£170 COMPRESSION STRUT 16MM ANTI ROLL BAR KIT £162 CHASSIS MT ENGINE KITS VAUXALL FORD OHC/XF DURATEC ......................................................................£80 TWIN CAM ANTI ROLL BAR .....................................£150 TRACK CONTROL ARM’S (TCA’S) IN-SITU ADJ TCA’S INNER RUBBER BUSHED ..PAIR £220 IN-SITU ADJ TCA’S 3/8 R/JOINTS INC FITTING KIT .......... ..............................................................................PAIR £220 HISTORIC FIXED ADJ TCA’S RUBBER BUSHED OR R/ JOINTED .............................................................PAIR £220 IN-SITU FABRICATED TCA’S FOR COMPRESSION OR TENSION STRUT............................................................£510 WATTS LINKAGE KIT ATLAS ........................................£300 WATTS LINKAGE KIT ENGLISH ...................................£250 PTFE SLIPPER KIT ...........................................................£55 SHORT REAR SPRING SHACKLES...............................£48 U BOLT PLATES......................................................PAIR £35 GRP4 AXLE BUMP STOPS X 2 .....................................£65 MULTI LEAF FOREST 5 LEAF SLIPPER SPRINGS TAPER THICKER MAIN LEAF ............................................PR £300 MULTI LEAF FOREST 5 LEAF SLIPPER SPRING TAPER SOFT RIDE .............................................................PR £250 SINGLE LEAF SLIPPER SPRINGS ..........................PR £250 CD6 MK1 4 LEAF TWIN EYE SPRINGS ....................£250 MK2 SINGLE TWIN EYE 146 .................................PR £230 2 LEAP SLIPPER SPRINGS.....................................PR £160 BIAS PEDAL BOXES AND BRAKES PEDAL BOXES HAVE GENUINE GIRLING CYLINDERS MK2 BIAS ADJ PEDAL BOX CABLE ........................£390 MK2 BIAS ADJ PEDAL BOX HYD .............................£450 MK1 BIAS ADJ PEDAL BOX CABLE .........................£390 MK1 BIAS ADJ PEDAL BOX HYD .............................£450 GRP4 THROTTLE PEDAL...............................................£40 TUBE DASH ADJ MK2 ..................................................£33 FLEXIBLE CLICK DASH ADJ.........................................£33 GIRLING RESERVOIR THREADED...............................£20 AP RESERVOIR + BRACKET PUSH ON.......................£25 GENUINE AP DISC & CALIPER MONTE ESCORT 4 POT CALIPER ............................£800 MONTE AP OR ALCON DISC .................................£195 FOREST ESCORT 4 POT CALIPER .............................£740 FOREST AP DISC.........................................................£190 GRP4 REAR 2382-2383 CALIPER ............................£600 GRP4 SOLID FF REAR DISC ......................................£150 AP 2377 REAR TWIN POT CALIPER WITH HANDBRAKE MECH FITTED ..............................................................£375 13” FRONT AP DISC BELL............................................£22 DISC BELL BOLT KIT X 12 ..............................................£20 NEW AP RADIAL 13” FRONT BRAKE KIT FORD ESCORT MK2 COMPLETE WITH VENTED DISCS, ALLOY BELLS, MOUNTING BRACKETS PADS + PIPES .......£1150 WITH GENUINE AP DISCS KIT .........................................£1400 AP 15” RADIAL FRONT ESCORT BRAKE KIT 5040 CALLIPERS AP 304X28 DISCS MOUNT PADS + PIPES COMPLETE ..............................................................£2150 AP MONTE CARLO GPR4 ESCORT HISTORIC BRAKE KIT COMPLETE ........................................................£2250 AP FOREST GPR4 ESCORT HISTORIC FRONT BRAKE KIT COMPETE .........................................................£1950 RS2000 GEN FORD TRACK ROD END .....................£58 GRP4 CAST STEERING JOINT SHORT .......................£44 2.8 CAPRI GRP1 VENTED DISC .................................£65 ELECTRIC POWER STEERING KIT USING VAUXHALL CORSA MOTOR + ECU ALL BRACKET WORK MK1 & MK2 ESCORT RHD & LHD ........................................£850

GEN FORD MK2 ESCORT BRONZE BUSHED 2.4 QUICKRACK ..............................................................£350 .................WITH NEW LONG ARMS FITTED ..............£400 ALL NEW H/D MK2 ESCORT QUICKRACK 2.4 OR 2.2 RHD OR LHD K/C ......................................................£360 SIERRA REAR DISC BRAKE KIT WITH WELD ON BRACKETS + PADS ....................................................£300 SIERRA CONVERSION H/B CABLE ...........................£30 SUSPENSION AND MOUNTINGS ALLOY 2 1/4 SPRING SEATS 1” TALL .........................£13 ALLOY 2 1/4 SPRING SEATS 3” TALL .........................£17 ALLOY 2 ¼ LOCK RINGS ............................................£10 ALLOY 2 ¼ D SHAPE TOP CAPS ................................£13 ALLOY 4” WIDE SPRING SEATS .................................£32 STEEL SPRING TOP CAPS RS ......................................£15 RS200 BILSTEIN STRUT CASINGS GRP4 THREADED ADJUSTABLE LONG, SHORT OR FIXED PLATFORM £225 EACH HEAVY DUTY BILSTEIN STRUT BODIES WITH SPECIAL FORGED STUB AXLES £475 EACH BILSTEIN FRONT INSERTS 260/60 – 300/70 LONG ............................................£130 300/70 SHORT ............................................................£135 300/100 LONG ..........................................................£130 BILSTEIN REAR DAMPERS GRP1 MK2 ESCORT STD FIT ...............................PR £240 GRP4 ESCORT REAR TURRET .............................PR £240 GRP4 REAR COIL OVER ....................................PR £435 ESCORT FRONT TOP MOUNTS RUBBER ROLLER BEARING TOP MOUNTS ...............£80 GRP4 2 PIECE CONCENTRIC ALLOY BLACK ........£88 ECCENTRIC OFFSET ALLOY TOP MOUNTS .............£70 ALLOY BLACK RBTM TYPE .........................................£88 ESCORT ADJ SLIDING TOP MOUNT ......................£126 HIGH ANGLE TOP MT NUT + WASHER ..................£6.50 PLASTIC DUSTCOVER RB TM .....................................£12 FRONT HUB STUDS PLUS NUTS GR P4 FRONT ALLOY HUBS .......................................£68 GRP4 FRONT WHEEL STUD .....................................£5.50 GRP4 FRONT WHEEL NUT .......................................£3.25 GRP4 WHEEL INSERT ................................................£2.75 ALLOY HUB CAPS STD/ BB .......................................... £8 GRP4 MACHINED WHEEL SPACER ............................ £9 LONG M12 FORD WHEEL STUD ............................£1.25 OPEN END M12 STUD WHEEL NUT ............................. £1 GR P4 TO STD M12 WHEEL NUT .................................. £2 COIL SPRINGS TOP QUALITY FRONT BILSTEIN WELD ON STRUT ADJUSTER KIT 2 1/4 CAR SET PR ...................................................................£70 REAR BILSTEIN 2 1/4 SLIP OVER KIT C/W SPRING SEAT STOP CAPS PR .............................................................£80 RS2000 FRONT COIL SPRINGS FROM ......................£50 RS2000 FRONT FLAT GROUND FROM .....................£50 2 1/4 ALL LENGTHS AND RATES FROM ...................£50 2 1/4 PROGRESSIVE 12”, 14” DUEL RATE FROM ....£65 2 1/4 BLUE HELPER SPRING .......................................£35 LOWERING BLOCK KITS 1”-2” KIT..............................£30 ALLOY PRODUCTS ESCORT SHAPED PETROL TANK BAFFLED WITH TWIN TAKE OFFS SIGHT GAUGE C/W FILLER NECK & SPLASH TRAY ..............................................................£240 ESCORT SHAPED INJECTION TANK WITH LH OR RH SUMP C/W FILLER NECK PLUS SPLASH TRAY ........£315 TARMAC ALLOY ARCHES SET .................................£375 FOREST ALLOY ARCHES SET ....................................£360 WIDE TARMAC REAR ARCHES ...............................£235 ALLOY FRONT SPOILER GRP4 ...................................£85 ALLOY FRONT SPOILER TALL .....................................£95 DRY SUMP TANK RECIRCULATION TYPE ...............£240 DRY SUMP TANK RECIRCULATION TYPE WITH SHAPED CATCH TANK FITTED ..................................................£300 ALLOY CRANKCASE BREATHER BOX ......................£49 ENGINE BLOCK PINTO/X-F UNION ............................ £8 REAR MK2 ALLOY LAMP PROTECTORS ..................£19 ALLOY BATTERY TRAY (240X175) ..............................£42 MK2 CENTRE INSTRUMENT PANEL ...........................£40 ALLOY SWIRL POT FUEL 1 LTR ..................................£115 MK2 DASH BINACLE INSERT ......................................£40 1 LITRE CATCH TANK 2X ½ FITTINGS .........................£58

1 LITRE CATCH TANK WITH BREATHER .....................£73 RT30 BATTERY TRAY FLAT BLACK ...............................£80 RT30 BATTERY TRAY VERTICAL BLACK .....................£90 REAR MK2 ALLOY SPOILER ........................................£90 CO-DRIVER ALLOY FOOTREST .................................£40 DRIVERS PUNCHED HEEL PLATE ...............................£26 FACET PUMP + FILTER KING BRACKET .....................£30 NAVIGATOR TRIP DASH POD ...................................£50 GEARBOX’S 5 SPEED ZF DIRECT TOP FULL SPEC GEARBOX C/W TOWER + LEVER ......................................................£7,800 5 SPEED TYPE 9 TRACKSPORT STRAIGHT CUT 2.2 1ST .. ...................................................................................£2,375 OR WITH HEAVY DUTY MAIN SHAFT ...................£2,800 5 SPEED TYPE 9 TRACK SPORTS ME HELICAL 2.48 1ST ...................................................................................£2,375 5 SPEED TYPE 9 HELICAL SPORT 2.752 1ST ..........£2200 4 SPEED TRACKSPORT H/D STRAIGHT CUT 2.2 OR 2.04 FIRST ALLOY MAIN CASE H/ D MAIN SHAFT + LAYSHAFT PIN ..........................................................£3,500 NEW ATLAS AXLE CASINGS GRP4 FULLY FLOATING THICK TUBE DOUBLE PINNED FULL GRP4 SPEC BRACKETS PREPARED TO THE HIGHEST STANDARD HISTORIC AND MODERN SPEC ANY LENGTH FROM .................................................£800 GRP1 THICK TUBE WITH STANDARD ENDS (BABY 48 1/2“, NARROW 49 7/8”, WIDE 50”) ALL GR P4 BRACKET WORK............................................ FROM £470 DRIVE SHAFTS AND FLANGES TOP QUALITY FULLY FLOATING AND GR1 HALF SHAFTS 740- 770 INC NUT ...................................................... £155 790- 820 INC NUT ...................................................... £168 740- 770 SPECIALS INC NUT ....................................£260 770- 810 SPECIALS INC NUT ...................................£280 FULLY FLOATING FLANGE ..........................................£75 GRP1 2 PIECE SHAFT BABY NARROW OR WIDE 18 TOOTH .........................................................................£170 GRP1 FLANGE STD/GRP4 STUD ...............................£75 HALFSHAFT RETAINER PLATE ...................................£6.50 DRUM SPACER PLATE ..............................................£5.50 18 TOOTH ZF SIDE GEAR.............................................£70 GRP1 SHAFT 16 SPLINE ENGLISH/ ESCORT ...........£170 QUAIFE BIG BEARING HUB KITS BOLTS ON TO ENGLISH/ATLAS C/W 16 SPLINE, 18 SPLINE SHAFTS £890 FULLY FLOATING T/T ATLAS REAR HUB .....................£65 GRP4 F/F RACE STUD INC BOLT ..........................£11.50 METRIC F/F HUB BEARING .........................................£25 STEEL O RING CARRIER ..............................................£12 STEEL SPLIT F/F LOCK RINGS LH/ RH ........................£16 F/F AXLE SEAL KIT ........................................................£15 REAR F/F ALLOY DISC BELL .......................................£30 ZF 18 SPLINE MOTOR SPORT LSD .........................£1350 GRIPPER 18 SPLINE ATLAS LSD ................................£950 ZF WAVY PLATES ..........................................................£25 ZF DIFF PLATE KIT X6 ...................................................£155 ZF DIFF FRICTION PLATE ONLY .................................. £30 ZF ATLAS STEEL ENDPLATE ........................................£140 ZF ATLAS STEEL HOUSING ........................................ £300 ZF DIFF END THRUST WASHER ....................................£16 5.3, 4.9 ATLAS C.W.P ..................................................£400 4.1, 4.4, 5.8 ATLAS C.W.P ..........................................£460 4.6 ATLAS C.W.P ........................................................£300 3.44, 3.77 AT THE C.W.P ............................................ £300 5.1 ATLAS C.W.P (BEST AVAILABLE) ........................ £320 ENGLISH SALISBURY 22 SPLINE LSD ........................£570 ENGLISH SALISBURY 16 SPLINE LSD ........................£580 ENGLISH 18 SPLINE PLATE LSD ................................£715 SALISBURY ENGLISH STEEL ENDPLATE ....................£125 16 SPLINE SALISBURY ENGLISH SIDE GEAR ............. £85 5.1, 4.9, 4.7, 4.4 ENGLISH C.W.P ..............................£250 3.9, 3.7, 3.54 ENGLISH C.W.P ...................................£250 NEW ALLOY BELL HOUSINGS RS2000 TWIN STARTER ...............................................£187 16 ASTRA-FORD STRAIGHT ......................................£187 RS AND TYPE 9 HYD ..................................................£255 SIERRA TYPE 9 CABLE SINGLE STARTER .................£235 2000E HYD ..................................................................£220 2000E CABLE .............................................................£265 ZF/BDA HYD WORKS TYPE .......................................£265 ZF/PINTO HYD LH STARTER .......................................£275 BORG WARNER TO PINTO ......................................£260 DURATEC TO TYPE 9 CABLE ....................................£285 DURATEC TO TYPE 9 HYD ........................................£325 TOYOTA 4AG TO TYPE 9 ..........................................£295 ROCKET/T9 HYD RH STARTER ..................................£275

HONDA K20/24 TYPE 9 ............................................£420 MILLINGTON TYPE 9 SPECIAL ..................................£500 INLET MANIFOLD TWIN CARB PINTO 2 X 48 SPECIAL ..............................................£150 N/A COSWORTH ......................................................£155 COMPETITION CLUTCH 7 1/4 LUG PADDLE CLUTCH ...................................£590 7 1/4 A-RING PADDLE CLUTCH ..............................£500 7 1/4 3 BLADE PADDLE PLATE .................................£150 7 1/4 4 BLADE PADDLE PLATE .................................£175 RS2000 8 1/2 EXEDY H/D CLUTCH KIT ...................£205 RS2000 8 1/2 EXEDY PADDLE CLUTCH KIT ............£310 QUARTERMASTER 7 1/4 PADDLE CLUTCH KIT .....£680 COMPOSITION EXHAUST MANIFOLD RS2000 3 PIECE 2 1/4 AND 2 1/2 ............................£190 N/A COSWORTH THREE PIECE 2 1/4 AND 2 1/2 £235 16 V ASTRA INTO MK2 ESCORT ..............................£245 X-F 4 INTO 1 RALLY ....................................................£175 DURATEC INTO MK2 ESCORT .................................£235 16 V ZETEC RWD INTO ESCORT ..............................£195 FAST ROAD COMPETITION 2” MANIFOLD RS2000 4-2-1 OHC ....................................................£175 1300/ 1600 X- FLOW 4-2-1 .......................................£150 ASHLEY MANIFOLD’S IN STOCK OTHER MODELS TO ORDER COMPETITION EXHAUST MANIFOLDS PINTO 2 1/2 RIGHT HAND SINGLE BOX ................£175 PINTO 2 1/2 RIGHT HAND TWIN BOX ....................£190 PINTO 2 1/4 RIGHT HAND SINGLE BOX ................£150 PINTO 2 1/4 HAND TWIN BOX ................................£160 IF L/ H CROSSOVER SYSTEM ADD ...........................£20 RS2000 RH 2 1/2 REAR BOX ONLY .........................£130 FAST ROAD COMPETITION 2” SYSTEMS RS2000 MK2 SINGLE BOX ........................................£125 RS2000 MK2 TWIN BOX ............................................£135 ESCORT MK2 X- F SINGLE BOX ...............................£115 ESCORT MK2 X- F TWIN BOX ...................................£125 ESCORT MK1 TWIN BOX SYSTEM 3 PIECE .............£135 ABOVE ASHLEY EXHAUST SYSTEMS IN STOCK MANY MORE MAKES AND MODELS AVAILABLE BOLTON SAFETY AND SERVICE PARTS 5-SPEED R/JOINED QUICKSHAFT .............................£60 4-SPEED R/JOINED QUICK SHAFT ............................£60 ROCKET/ATLAS H/D PROP SHAFT ..........................£220 ZF ATLAS H/D PROPSHAFT........................................£240 2 PIECE H/D PROPS (SUIT DOG BOX) .......FROM £400 ATLAS AXLE 10MM ALLOY BRACE KIT ...................£120 WIDE STEEL DIFF SKID ..................................................£65 BACK COVER HALF MOON SPREADER PLATES ...£16 ALLOY BRACE CANISTER BRACKETS X2 .................£21 NEW MK2 ESCORT TWIN WIPER KIT .......................£300 FIRE EXTINGUISHER SKITS SPA 4.0 LTR MECHANICAL KIT WITH 2.4 HANDHELD FIA COMPLETE .................................................................£330 4.0 LTR ELECTRIC KIT WITH 2.4 HANDHELD FIA COMPLETE ............................................................................£600 3.0 KG GAS ELECTRIC NOVEL SYSTEM + 2.0 LTR GAS HANDHELD FIA COMPLETE ..................................£1060 MK2 ALLOY Q/R LAMP BRACKETS...........................£50 MK1 ALLOY Q/R LAMP BRACKETS...........................£65 3 WAY LAMP BRACKET ADAPTORS..........................£36 BILSTEIN TALL QUICKLIFT JACK ................................£150 GRP4 CHASSIS MOUNT SUMPGUARDS WITH ¼ 6MM PLATE TARMAC ...............................£178 WITH 5/16 8MM PLATE ...........................................£195 WITH 3/8 10 MM PLATE FOREST ............................£210 NEW LONG GRP4 CURVED CHASSIS MT GUARD WITH SKIDS ...............................................................£295 ZP GEARBOX ALLOY GUARD.................................£65 NEWMAN CAMSHAFTS PROVEN RESULTS FORD PINTO CAMSHAFT .........................................£165 X-FLOW CAMSHAFT .................................................£160 PINTO CAM FOLLOWERS X8 ............................... .....£60 ALL PROFILES FAST ROAD, ROAD AND RACE RS2000 ALLOY SUMP PAN RHD/LHD ......................£325 RS2000 PICK UP PIPE ..................................................£65 GEN FORD RS200 CLUTCH FORK ............................£90 MK2 FRONT PLASTIC GRILL OVAL ..........................£135

MK2 FRONT PLASTIC GRILL LETTERS ......................£135 GEN FORD OVAL GRILL BADGE ..............................£35 GEAR REDUCTION STARTER MOTORS RS2000 (135 TOOTH RING GEAR) HITACHI ..........£225 BDA/X-FLOW (110 OR 135) HITACHI .....................£225 BDA SPECIAL DENZO 110/135 ...............................£320 PINTO/BDA 90 AMP ALTERNATOR ........................£245 PINTO ALTERNATOR KIT, C/W BRACKET POLY VEE PULLEYS + BELT ...........................................................£390 MK1 & MK2 CLEAR H4 WIPAC HEADLIGHT KIT MK1 £85 MK2 KIT ................................................................£125 MK2 PIAA HEADLIGHT CONVERSION INC BULBS £360 PIAA PA80 SPOTLIGHT INC BULB ............................£140 MK1 & 2 MOULDED MUDFLAPS SET ......................£160 MK2 WIDE MOULDED MUDFLAPS TARMAC SET .£170 MUDFLAP MATERIAL 4MM X2 ..................................£12 ALLOY MUDFLAP BRACKET ......£2.00 BLACK .....£4.50 ALLOY BONNET HINGES PAR ...................................£35 MK2 ALLOY BOOT HINGES PAIR ..............................£45 MK2 ESCORT ALLOY GRP4 RADIATOR C/W SENDER BOSS AND FAN BRACKET SUIT PINTO X-FLOW BDA ASTRA ..........................................................................£315 12” BLOWER FAN WITH BIS MOTOR ..........................£98 FAN SENDER SWITCH ..................................................£15 CLASSIC BLACK ALLOY RADIATOR ........................£460 BDA SILICON RAD HOSES PR ...................................£70 BDA SILICON HEATER HOSES PR ..............................£70 PINTO SILICON RAD HOSES PR ................................£80 PINTO SILICON HEATER HOSES (SUIT 2X45) .......PR £45 VAUXHALL 16V RAD HOSES PR ................................£90 FACET RED TOP PUMP KIT .........................................£95 FACET RED TOP PUMP ONLY ....................................£85 ALLOY FILTER KING LARGE BOWL ...........................£58 FILTER KING GAUGE ...................................................£14 ALLOY FILTER KING BLACK-6 ....................................£74 FACET SOLID STATE FUEL PUMP KIT ..........................£48 FUEL INJECTION PYRAMID TWIN PUMP + TWIN FILTER KIT .................................................................................£370 BONNET PINS SILVER .....................................................£9 BONNET PINS ALLOY ..................................................£10 BOOT SPRINGS SET .......................................................£9 MK2 ALLOY BONNET STAY KIT ...................................£31 HARNESS EYES ..........................................................£1.50 HARNESS EYE BACK PLATE .....................................£1.00 ALLOY PEDAL PLATES SET ..........................................£12 ALLOY INNER DOOR HANDLES PR............................ £8 LIGHTWEIGHT 19MM “RALLOY” WHEEL BRACE ON BRACKET WITH SPIN HANDLE ...................................£72 ALLOY SPARE WHEEL POLE SINGLE .........................£20 ALLOY SPARE WHEEL POLE DOUBLE ......................£33 Q/R CONE CLAMP ....................................................£33 TRS Q/R REMOVABLE WHEEL STRAP .......................£39 SPOT LAMP STEADY BARS PR ................................... £10 BATTERY CUT OFF SWITCH FIA ..................................£28 SAFETY STICKER SHEET ..................................................£2 TRS HELMET HAMMOCK MESH ................................£32 NAVIGATOR NET MAP POCKET SMALL ..................£10 NAVIGATOR NET MAP POCKET LARGE ................. £12 TRS FIA HARNESS MAGNUM 6 POINT ...............................................£180 MAGNUM 6 POINT ULTRALITE .............................£250 MAGNUM 6 POINT SUPERLITE .............................£220 MAGNUM 6 POINT ULTRALITE HANS ..................£250 ALL COLOURS AVAILABLE (STOCK BLUE + BLACK) FIA COBRA BUCKET SEATS APPROVED IMOLA PRO LOW SIDE STD BLACK .......................£485 IMOLA PRO LOW SIDE LARGE ...............................£535 SUZUKA PRO HIGH SIDE STD ...................................£555 SUZUKA PRO HIGH SIDE LARGE .............................£600 MONACO PRO STEEL FRAME ................................£200 ALLOW SIDE MT SEAT FRAME KITS ............................£50 CABLES & LINKAGES WEBER ALLOY TWIN CABLE LINKAGE KIT ...............£60 BLUE THROTTLE CABLES 1 METER ...............................£6 BLUE THROTTLE CABLES 3 METER ...............................£7 RS2000 HEATSHIELD CLUTCH CABLE .......................£24 RED PULL CABLE 6FT ...................................................£10 RED PULL CABLE 12FT ................................................£14 RACETEC 8,000 RPM TACHO .................................£130

RACETEC 12,000 RPM TACHO ...............................£240 STACK TACHO ST200 10,500 ...................................£295 FULL RANGE RACETEC GAUGES FROM ................ £42 FULL RANGE STACK 52MM GAUGES FROM ......... £50 MONIT TRIPSMETERS G100 G200 FROM ...............£440 STILO INTERCOMS FROM ........................................£190 AVANTI MAP LIGHTS ...................................................£35 WARNING TRIANGLE ...................................................£8 RALLY CAR TOW ROPE ..............................................£10 ODYSSEY SEALED HIGH OUTPUT BATTERIES EXTREME 30 PC950 250X97X156 ............................£185 EXTREME 50 PC1100 250X97X206 .........................£200 CTEK SMART BATTERY CONDITIONER .....................£50

NEW CARBON PRODUCTS MK2 ESCORT BONNET .............................................£525 MK2 ESCORT BOOT LID WITH SPOILER .................£525 MK2 FRONT QUARTER BUMPERS PR .....................£100 MK2 REAR BUMPER ..................................................£100 MK2 REAR RS2000 BOOT SPOILER .........................£125 MK2 TOP PARCEL SHELF REAR ...............................£160 MK2 REAR FIREWALL PLATE .....................................£200 MK2 DOOR CARDS (VACUUM FLAT) .............PR £250 MK2 RALLY SHAPED BOOT LINER ...........................£130 MK2 RALLY DOOR MIRRORS ............................PR £135 ATLAS REAR DIFF COVER ..........................................£70 CORNER ARCH GUARDS .........................................£50 ALLOY ARCH AND QUARTER GUARDS PR .........£122 CARBON ROOF VENT ..............................................£175 REAR MK2 LAMP PROTECTORS ..........................PR £32 NAVIGATORS FOOT REST TRS ..................................£135 DRIVER FOOT HEAL PLATE .........................................£85 TRS NAVIGATOR + DRIVER FOOT PLATE SET .........£200 15” SPARE WHEEL TRAY “ANY CAR” .....................£170 CARBON MK1 FRONT QUARTER BUMPERS ...PR £170

WINDSCREENS MK1 ESCORT LAMINATED .........................................£75 MK2 ESCORT LAMINATED .........................................£75 MK1 ESCORT HEATED ..............................................£225 MK2 ESCORT HEATED .............................................. £225 POLYCARB WINDOW KITS CLEAR OR BRONZE MK2 ESCORT 7 PIECE ...............................................£210 MK2 ESCORT 5 PIECE WITH SLIDERS ......................£235 NEW FIBREGLASS PRODUCTS MK1 ESCORT 7 PIECE ...............................................£310 MK1 ESCORT 5 PIECE WITH SLIDERS ......................£350 FORD ESCORT MK1 & BONNET .............................£135 MK1 & 2 CARBON LAYER BONNET .......................£225 MAGNUM BODY PANELS ESCORT MK1 & 2 MK1 & 2 PLAIN BOOT LID ........................................£100 OVER “100” ITEMS STOCKED, HUGE PARTS LIST, BOOT LID WITH RS2000 SPOILER MK2 ...................£150 MK2 FRONT QUARTER BUMPERS PR .....................£150 BOOT LID WITH RS1800 SPOILER MK2 ....................£160 MK2 REAR BUMPER ..................................................£200 BOOT LID CARBON LAYER RS2000 SPOILER ........£215 MK1 QUARTER BUMPERS CHROME PR ................£155 BOOT LID CARBON LAYER RS1800 SPOILER ........£245 MK1 REAR BUMBER ..................................................£320 MK1 BUBBLE ARCHES SET OF FOUR ......................£110 MK2 DOOR MIRRORS EACH ....................................£28 MK2 FOREST ARCHES 76 SPEC ........................ SET £140 MK2 FRONT INDICATORS EACH ..............................£36 MK2 RS2000 BOOT SPOILER ......................................£48 MK1 FRONT INDICATORS + LENS EACH ..................£50 MK2 RS1800 BOOT SPOILER ......................................£55 MK2 REAR LIGHTS ........£42 + .......................... LENS £23 MK2 MEXICO FRONT SPOILER .................................£49 MK1 ALLOY FRONT GRILL PLAIN ............................£230 MK2 REAR BUMPER ....................................................£40 MK2 REAR NUMBER PLATE LIGHTS X2 .....................£28 MK2 FRONT QUARTER BUMPERS ............................. £50 MK2 FRONT QUARTER BUMPERS CARBON LAYER £65 MK1 & MK2 SAFETY DEVICES ROLL CAGE MK1 REAR BUMPER ....................................................£46 FORD ESCORT MK1 & 2 6 POINT ARCH MT WITH MK1 FRONT QUARTER BUMPERS .............................£50 DIAGONAL AND HARNESS BAR ............................£650 MK1 TWIN COWEL DASH TOP.................................£125 SINGLE SHAPED DOOR BARS X2 .....................PR £140 MK1 TWIN COWEL DASH TOP FLOCKED .............£165 MK2 ESCORT TURRET MOUNT MULTI POINT WITH MK1 6 DIAL DASH TOP RHD & LHD ....................... £100 DIAGONAL AND HARNESS BAR ............................£760 MK1 6 DIAL DASH TOP FLOCKED ..........................£130 SINGLE SHAPES DOOR BARS X2 ......................PR £140 MK 1 WORKS CENTRE CONSOLE ............................£80 MK1 & 2 ESCORT FULL SPEC BOLT IN MULTIPOINT MK1 DIAL DASH BINICLE ...........................................£40 WITH CROSS DIAGONAL AND HARNESS BAR, CROSS MK2 DASH TOP RHD FLOCKED ..............................£150 DOOR BARS, TUNNEL BAR AND DASH BAR ......£1250 MK2 DASH TOP WITH MOULDED DASH BINICLE £120 MK1 ESCORT WELD IN CDS ROLL CAGE WITH ALL MK1 ESCORT CHIN FRONT SPOILER ........................£60 EXTRAS ........................................................................£795 MK1 & 2 FULL SIZE KEVLAR UNDER FLOOR GUARDS ...£465 MK2 ESCORT WELD IN CDS ROLL CAGE WITH ALL EXTRAS ........................................................................£910 BLACK PLASTIC DOOR CARDS FORD ESCORT MK1 + 2 DOOR AND INNER QUARTER SIMPSON EXHAUST MANIFOLDS CARDS WITH ORIGINAL PATTERN ..........SET OF 4 £100 3 BOLT BDA 4-2-1 2½ ................................................£750 MK2 DOOR CARDS ONLY PR ...................................£64 5 BOLT BDA 4-2-1 2½ ................................................£750 PLASTIC UNIVERSAL ROOF VENT KIT WHITE .........£105 PINTO 4-2-1 2½ ...........................................................£750 PLASTIC UNIVERSAL ROOF VENT KIT CARBON FINISH ...£125 VAUXHALL XE 2.0 LTR/2.3 LTR ..................................£750 COSWORTH N/A YB .................................................£850 COMPOMOTIVE WHEELS FORD ML GRP4 + STD FIT DURATEC ....................................................................£750 6X13 ML ET18 .............................................................£130 OMP CORSICA SUEDE STEERING WHEEL ............£180 7X13 ML ET0 ...............................................................£135 MK1 & MK2 ALLOW S/W BOSS ................................ £40 8X13 ML ET-12 ............................................................£140 NEW MK2 ESCORT STEERING COLUMN ..............£180 7X15 ML ET10 .............................................................£160 QUICK RELEASE S/W BOSS KIT ................................£125 8X15 ML ET0 ............................................................... £165 9X15 ML ET-12 ............................................................£190 BRAKE PADS (100’S IN STOCK) SILVER OR GOLD IN STOCK MINTEX 1144 1155 ETC ...............................FROM £45 PIRELLI & HANKOOK COMPETITION FERODO 2500 300 ETC ...............................FROM £95 FOREST AND TARMAC TYRES PAGID RS14 ETC ........................................FROM £195 ZF DIRECT TOP GEARBOX PARTS FORKS, RINGS, GEARLEVERS LARGE STOCK

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CallFREE:08009978359 Terms and conditions: Classic Ford Insurance Services is used by us Grove & Dean Ltd, under the licence from Kelsey publishing. Performance Direct is an independent insurance intermediary, authorised and regulated by the FCA (Financial Conduct Authority) registration number 307002. We arrange and administer your insurance which will be underwritten by selected insurers. Grove & Dean and your insurers encourage you to drive safely and in accordance with all laws.