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ESCORT 1300E

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148 PAGES BUMPER ISSUE!

November 2021

30

RESTO MODS FOR

UNDER £500

Essential upgrades you can do this weekend!

VOTE FOR YOUR CLASSIC FORD OF THE YEAR SEE p20

PLUS:

MAKINEN MK2 UNIQUE CAPRI MK2 GRANADA GRAHAM ROBSON

RETRO

RA SIEiltRon a Bu budget!

NOVEMBER 2021

KELSEYmedia

IMPROVE IT:

BUY IT:

UPGRADE IT:

ESCORT MK5 TIPS

PINTO DIY CYLINDER MANIFOLDS HEAD MODS

The 1990s Escort comes of age!

Which works best for your tuned 2-litre?

ia

From blueprinting to simple porting: the tricks revealed

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Contents

SEE PAGE 114 100%C MK1 ESCORT TURBO CLASSI STREET ’N’ STRIP FORDS I GT CAPR UIL D .uk RARE g.co rdma DER REB STA FIE HDAY L! BIRTECIA SP

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1960s and appeal

26

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56 08 YOUR PROJECTS: Mk2 Escort Estate

2021

Unique track car build.

20 CAR OF THE YEAR 2021 22 GRAHAM ROBSON Tribute to the world-renowned Ford guru.

26 FIESTA XR2 XR Challenge-powered, Vista Orange Mk2.

20

50 ROKSTOCK CAPRI Overpowered and over there.

56 RETRO RIDES GATHERING Eclectic show of retro Fords and more.

68

68 HERITAGE: Mk2 Granada Super-rare 2.3 Ghia X given new lease of life.

74 SUMMIT RUN Northern Ireland-based classic road run.

122 RESTORED: Escort 1300E

74

Stunning Purple Velvet Mk1 gets noticed.

82

ON THE COVER

08 ON THE COVER

112 84

106 1064TOMMI MÄKINEN’S MK2 ESCORT The four-times World Rally Champion started his career behind the wheel of a Mk2 Escort. Now it’s been rediscovered and is being preserved in unrestored condition.

4

November 2021

112 10 THINGS YOU DIDN’T KNOW ABOUT: M-Sport With links to Ford that go back some five decades, Malcolm Wilson’s M-Sport operation plays a big part in the big blue oval’s impressive rallying history.

122 Subscribe: 01959 543747, www.classicfordmag.co.uk

30 UPGRADES MADE EASY

ESCORT

1300E RE ST OR ED MK 1

FIESTA

XR2 CU LT CL AS SIC www.classi

cfordma

148 PAGES BUMPER ISSUE!

g.co.uk

30 UNDER £500 RESTO MOD S FOR

Essential up grades you ca

November

2021

n do this we ekend!

November 2021

VOTE

FOR YOUR CLASSIC FORD OF THE YEA R

Regulars

SEE p20

12 Built on a budget!

MAKIN PLUS: UNIQU EN MK2 MK2 E CAPRI GRAHAMGRROANADA BSON NOVEMBER 2021

BUY IT:

ESCORT MK5 TI

PS The 1990s Esc ort comes of age !

UPGRAD E IT:

IMPROV PINTO E IT: DIY CYLIND MANI LD ER S Which worFO ks best for HEAD MODS you

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KELSEYmedia

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PRINTED

IN THE UK

NEWS Vote for your Classic Ford Of The Year, 2022 Classic Ford Tour update plus Rusty Corner, The Big Picture and more.

RETRO

SIERRA

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From blueprin porting: the ting to simple tricks revealed

14

WHAT’S ON Where to go in October, November and into the Winter months.

16

NEW PRODUCTS The best new gear for your Ford.

p16 80

MAILBOX Your letters, emails and online comments.

82

YOUR CARS Readers’ classic Fords and projects.

84 NEXT ISSUE 105 BACK ISSUES 144 PARTING SHOT Classic image from the Getty archive.

112 ON THE COVER

23 30 RESTO MODS FOR UNDER £500 Essential Resto Mod-style upgrades you carry out on your classic Ford — this weekend!

CFTech

CFBuying & Restoring ON THE COVER

88 88 KNOW THIS: Pinto manifold test Three exhaust manifolds put through their paces

92 UPGRADE GUIDE: Mk2 Cortina

98 98 OUR CARS Breakdowns and meltdowns: the latest on Ade’s Sierra and Simon’s Mk1 Cortina projects.

102 EXPERT CLINIC Your Ford’s problems solved.

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134 118 HOW TO: Rebuild a 2-litre Pinto New, two-part series starts here.

134 BUYING GUIDE: Mk5 Escort What you need to know when buying the early 1990s classic.

118 128 BEST BOOKS GUIDE Restoring a classic Ford and want to know what’s right? These can help.

140 READERS’ ADS Cars and parts for sale.

November 2021

5

THIS ISSUE Out and about with our band of Blue Oval-loving writers and photographers.

NEXT ISSUE ON SALE FRIDAY, OCTOBER 31!

ADE BRANNAN CONTRIBUTOR This issue Ade reveals the trials and tribulations of getting his Sierra to both Ford Fair and the Retro Rides Gathering (below) on page 92.

CLASSIC FORD THE PERFECT FESTIVE GIFT! SEE PAGE 114

MATT RICHARDSON CONTRIBUTOR Is it time to be kind to the Mk5 Escort?

Matt thinks so, and he photographed James King’s Ghia for our buying guide (page 134).

MIKE RENAUT CONTRIBUTOR A tribute to his first 1300E, Nick Heer’s come up trumps with this superb restoration, as Mike reveals starting on page 122.

How To Contact Us 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

A

lthough life is far from back to pre-pandemic times, it’s been great to see so many show and runs taking place over the summer months. Because while working on your classic Ford is a hugely satisfying experience (except maybe when things goes wrong), getting out and about in your car along with fellow enthusiasts just can’t be beat — even if it’s a relatively lowkey affair like the Summit Run (above and page 74). With winter now ahead of us in the northern hemisphere we’ve got our sight set firmly on the 2022 show season and we’ve already announced details of the Classic Ford Tour (see pages 12 and 78), which, fingers’ crossed’ will see upwards of 80 old Fords heading to Dover to catch the ferry, and you can join us too.

In the meantime though, there’s some spannering to do, and although usually associated with big-budget classics, Resto Mod can be applied to any level of build and this issue we reveal 30 upgrades for £500 and under (if you’ve already got the tools, some of them are even free).

Thanks for reading,

WELCOME TO YOUR ONE STOP SHOP FOR COMPETITION PROVEN QUALITY PARTS AT COMPETITIVE PRICES. LOOKING FOR QUALITY COMPETITION PARTS AT COMPETITIVE PRICES THEN LOOK NO FURTHER. TAKE ADVANTAGE OF FREE ADVICE FROM A VERY EXPERIENCED TEAM CHECK OUT OUR WEB SITE TODAY

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COOLING SYSTEM

.80 ................................................................... £346 .................................................................................... £15.14 TOR ...................................................................... .........................................................................

LARGE HEADER TANK ALLOY RADIA .................................................................................... £76.90 .............. .............. ............. .............. .............. .............. .............. .............. .............. ..............

ALLOY RADIATOR FAN SWITCH .............. ....................................................................................

4 M TO 305MM PRICES FROM .............. ............................................................. £23.9 SPAL ELECTRIC FANS FROM 190M .................................................................................... ................................................... £132.00 .................................................................................... ..............

CAP.... ..............

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TYPE ..............

LEVER STANT .......................................... £71.34 R 12V............................................................ ............................................................................

LIGHTWEIGHT UNIVERSAL HEATE .................................................................................... ........................................... £69.60 HOSE KIT BLACK OR BLUE .............. ....................................................................................

BDA SILICONE TOP AND BOTTOM .............. .............. £35.40 .............. . .............. .............. ..............

BLACK OR BLUE ........................................................

BDA SILICONE HEATER HOSE KIT .................................................................................... ........... £32.13 BLACK OR BLUE .......................................... .................................................................................... .............. .............. ..............

RS2 SILICONE ANGLED TOP HOSE ..............

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BLACK OR BLUE ............................ ................................................................. £28.2 RS2 SILICONE STRAIGHT TOP HOSE ....................................................................................

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REVOLUTION CLASSIC GP4 WHEELS 8 SPOKE DESIGN REV TIO LASSI REVO UTION C AS IC GP4 RE 4 AV A AI ABLE IN SI I 6 13 I 7 X 13 I 3 I 9 X13 I 7 15 I 8 X 15 I X 15

ER

FROM

£104.40 EACH

REV TIO 4 SP KE W EELS THE ORIGIN L DESIG REVO UTION RE ION 4 S E GP4 RW RWD D WHITE W £108.00 EAC AC X X 13 I X X

FROM

£108.40 EACH

REVOLUTIO 5 SPO E GP4 W EEL REV REVO RE VO UTION WHIT GP4 £133 20 EAC X 5I X1 I8 I X

FROM

£133.20 EACH

NEW

WHE L OWD R

STEERING RACKS, TRACK ROD ENDS ETC BRA D EW LARGE BO Y STEERING RA KS I D OR LH £3 .0 EACH EAC BRA D NEW EW YLO STEERI G R £190.8 90.80 EAC GENUINE GEN INE F RD RS TR RO EN £45.00 £4 .00 EAC GP4 STEERING J £42.60 EAC GP4 LO G STEERIN JO £57.6 EAC EW WEBBE STEERIN RMS GR VEL ARMAC SPE £2 .0 AI EW S ND STEERI G RM £204 AI

TIN SE

E. ALL OR RIC

REAR SUSPENSION CLUBMAN 4 LINK KIT COMPLETE £248.00 ESCORT MK1 GP4 4 LINK BODY KIT £148.08 ESCORT MK1 GP4 SHORT LINK KIT COMPLETE £403.20 ESCORT MK2 2 PIECE 4 LINK BODY KIT £168.60 ESCORT MK2 4 LINK WIDE H/DUTY KIT COMPLETE £354.00 WATTS LINKAGE KIT COMPLETE BDA £324.00 WATTS LINKAGE KIT COMPLETE OHC £324.00 BILSTEIN STEEL COIL OVER SHOCK ABSORBER £216.00 EACH BILSTEIN GP1 REAR SHOCK ABSORBER £126.00 EACH BILSTEIN TURRET REAR SHOCK ABSORBER £115.03 EACH THIS IS A SMALL SELECTION OF SUSPENSION AVAILABLE OFF THE SHELF.

SHELL FABRICATION MK1 ESCORT WORKS STYLE STEEL ARCHES ES SET OF 4 £445.00 ZF BELL HOUSING TUNNEL £31.44 THREE PIECE BULKHEAD PLATE £26.16 FRONT CHASSIS SKIDS £27.54 PAIR SILL SKIDS £21.30 PAIR LARGE GEARBOX TUNNEL WITH ROUND EDGES £49.15 ZF GEARBOX TURRET WITH RAILS £69.54 GP1 SHAPED FIREWALL £51.12 GP4 FIREWALL COMPLETE WITH INFILLS AND SUPPORT PLATES £82.60 GP4 SHAPED CHASSIS GUSSET £19.24 GP4 STRUT TOP PLATES £45.92 PAIR LONG DIFF TUNNEL £20.86 15” STEEL REAR TUBS £234.00 PAIR MK2 ROUND TURRET BOXES £83.28 PAIR WELD IN SEAT MOUNT KIT FIA STD £78.00 EACH ESCORT MK2 STEEL FRONT WING £108.72 EACH ESCORT MK2 FRONT PANEL £78.55 ESCORT MK2 FULL REAR QUARTER PANE MK2 FULL REAR QUARTER PANE ESCORT £621.96 £660.00EACH EACH

MAIL ORDER & EXPORT WELCOME, CARRIAGE ARRANGED. ALL MAJOR CREDIT CARDS WELCOME

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Words and Photos Jon Cass

Name: Danny Jones From: South Yorkshire Age: 39 Job: Mechanic

8

FACE OFF Your projects: When is a Mk2 Escort not quite a Mk2? When it’s got a Mk1 front end, of course. Danny Jones goes for a reverse facelift on his superb Estate track car build.

November 2021

Car: 1975 Mk2 Escort 1.3 estate Start condition: Bare rolling shell with rust and a pan full of nuts and bolts Condition now: Welding and paintwork complete, engine and most of running gear in place Expected time of completion: No completion date as yet

Mk2 Escort estate wouldn’t normally come top of the list when choosing a track car, but 39-year-old mechanic, Danny Jones likes to be different. Bought unseen for a bargain price as a rolling shell, Danny was confident this potentially risky purchase would make the perfect blank canvas for his next project.

Having grown up surrounded by family members working on old Fords from an early age, Danny is certainly no stranger to the blue oval badge and he’s pretty handy with a set of

A

spanners too. “Most of my family owned a Ford back in the day so it was no surprise I’d continue the tradition,” he laughs, “I’ve had loads of Mk1 to Mk3 Fiestas and Mk1 to Mk4 Escorts among others over the years.”

To avoid any confusion, we should point out Danny already had a Mk2 Estate so he’s decided to swap the front end of this one to that of an earlier Mk1. “I’ve also got a Mk1 XL four-door and a Mk1 two-door I’m currently working on, so I must be going through a Mk1 phase at the moment,” he admits. “Progress

has been a bit inconsistent sometimes as I’m focusing on three different projects.”

That said, this Mk2 Estate is now taking shape with the welding and paintwork complete and much of the running gear in place. In contrast to many other current projects we see, Danny has kept things old-school with a carburettor-fed 2.1 Pinto with an impressive specification, while the transmission, brakes and suspension have all been chosen to cope with some serious track action!

November 2021

9

Front end is built to a classic spec based around uprated Escort and Capri parts.

“I DIDN’T EVEN LOOK OVER THE CAR BEFORE BUYING — IT WAS DESTINED FOR THE BANGER TRACK IF NO-ONE TOOK IT” How did you come across this car?

Around seven years ago I was told by a friend that he knew someone with an Escort for sale. If nobody bought it, it was destined for the banger track. I didn’t even go and look at the car before confirming I wanted it. He delivered it to my house a few days later.

What was it like?

It was just a rolling shell with no glass or interior, no engine, gearbox, or propshaft.

Many other bits were also missing such as the lights and wiring. Essentially, I had bought a rusty shell with an axle, two suspension legs and a crossmember along with a pan full of nuts and bolts.

How did you make a start?

Normally I’d make a start by stripping the shell, but there wasn’t much left to strip!

Since obtaining the car, I’ve managed to complete all the necessary welding including inner and outer sills and fitted two floor pans, new front wings and wing rails. I’ve repaired the scuttle panel and fitted new splash panels, bulkhead strengthening gussets and

10

November 2021

both rear wheel arches. To make room for a Type-9 five speed gearbox, I had to alter the transmission tunnel and relocate the brackets for the gearbox crossmember. As I already had a Mk2 Estate, I fancied the idea of swapping the front end on this one to a Mk1 which meant changing the wings, bonnet, and front panel along with the lights and grille.

I already had a pair of Mk1 Mexico front wings lying around from another project which was a bonus.

What’s the intended spec?

I’m hoping to use the car for track days, so I’ve opted for a lairy Pinto as a I love the sound of an old-school carburettor engine.

The Pinto is based around aTransit 205 block, bored out to 2.1 with 2.8 Cologne V6 pistons, a polished and ported big valve head, and a Kent RL31 cam along with double valve springs and Vernier pulley. Fitting 40 mm bike carbs meant I had to use a custom inlet manifold while I’ve also fitted a four-branch exhaust manifold, high pressure oil pump and electronic ignition from a late Sierra.

To improve the handling, I’ve opted for 2-litre

Capri front legs with 2 inch lowering springs and GAZ inserts, while the rear now has Mk2 RS2000 springs and 2 inch lowering blocks, I also have a pair of GAZ rear dampers still to fit. Polybushes are installed all round and brakes are drilled and grooved discs up front with Mintex pads while the rear uses a full RS2000 set up.

I’m a huge fan of RS/Laser four-spoke alloys so these were a no brainer. Luckily, I managed to pick up a set of five Capri wheels from a friend for £40 which I’ve had refurbished by RS Wheels in Sheffield (07917 410651, www.rswheels.co.uk).

What’s the interior going to be like?

Fully stripped out with either alloy or carbon fibre door cards. I’ve managed to source a pair of bucket seats and will fit a six-point roll cage and extra gauges.

Why have you chosen to build it this way?

I didn’t want to spend a vast amount of money on the project, so I decided to keep things relatively cheap and simple. Also, due to owning this car over a few years, I’ve been

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your projects: escort estate

Car was resprayed in stunning Electric Monza Blue

by Danny at home with help from his daughter, Amy.

able to shop around for cheap parts when they appear.

Corbeau buckets were a bargain find. Sixpoint roll cage is next on the shopping list.

What can you tell us about the paintwork?

The original colour of the car was slightly darker than the current shade. It’s now Electric Monza Blue, resprayed by myself and my daughter Amy, she’s helped me out with various other aspects of the build too.

Have you come across any problems so far?

I struggled to find a wiring loom anywhere and ended up buying a rotten car just for its loom!

When do you hope to have it finished?

I’ve not set a deadline because of the other projects on the go.When it’s done, it’s done!

Danny already had a Mk2 Estate and with Mk1 wings ‘in stock’, it made sense to swap fronts.

Rear end will be simple but effective with uprated dampers, single-leaf springs and 9 inch drums.

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Danny’s put together a classic 2.1 Pinto built up from a 205 block, only this one’s now running bike carbs.

November 2021

11

2022 CLASSIC FORD TOUR IS GO Details of the 2022 Classic FordTour have now been confirmed, and we’re off to Bruges in Belgium!

The four-day, three-night 2022 Classic Ford Tour will take place over the long weekend of May 6-9, and will be to the Medieval city of Bruges. Known as the Venice of the north, Bruges, is a well-preserved city where the entire historic centre has been recognised as a UNESCO world heritage site. The

attractions of this magical place include a wide range of museums, churches, historical buildings and canals and streets that can be explored by boat, foot or horse.

This looks to be a great tour including a day at leisure in Bruges to sample the local breweries or chocolatiers, with the option to display your car in the historic city. On the other day, there’s an optional drive into Holland, following the Dutch Coast for some great

VOTE FOR YOUR CLASSIC FORD OF THE YEAR The end of the year is getting closer – it must be Classic Ford Of The Year time!

The nominees for Classic Ford OfTheYear 2021 have just been announced, and you can find out which 12 cars we’ve shortlisted this year on page 20.The winner will be announced in our Classic Ford Awards special in the January 2022 issue of the magazine — in the shops and available to download from November 26.

How to vote Turn to page 20, cast your eyes over the 12 nominees, select your favourite, then go to www.classicfordmag.co.uk and vote away.

12

November 2021

2021

CAR OF THE YEAR

photo opportunities, followed by an afternoon in the charming Dutch town of Sluis.

The hotel has a great indoor/outdoor car park and is only a short drive or 30 minute walk from the centre of Bruges.

The tour costs £399 per person — to reserve your place with tour organisers, Scenic Car Tours, call 01732 879153 or go to www.sceniccartours.com.

SUPER MART NEW MACHINE MART CATALOGUE OUT NOW The new Machine Mart catalogue is packed full of all the tools and equipment you need whether it is for a hobbyist, DIY enthusiast or professional. Featuring over 400 price cuts and new products, the new 500-page Autumn/Winter catalogue is a must have for anyone seeking a huge choice of tools and equipment.

With over 21,000 items of tools and machinery in stores across the country and online, you’ll be sure to find the tools you need.To order your free catalogue simply go online to www.machinemart.co.uk, visit your local store or call 0844 8801265.

THE BIG PICTURE

PIER REVIEW With many of us exploring the far corners of the UK — hopefully behind the wheel of our classic Fords — over the summer months, here’s a Ford PR shot from the late 1970s of a dashing couple in

BACK IN THE DAY

FRANTIC FIESTA 2.4-LITRE RS2000 RS-SPEC 1300 SPORT

From the Classic Ford archives

This time five years ago we were all about the Mk2 Cortina, as the boxy saloon (and estate) celebrated its 50th birthday.

Featuring a trio of unique Aussie examples, it was a great way to mark the occasion.

Elsewhere we featured what is possibly the only Zetec SE-powered Anglia — and a superb conversion it was too!

PINTO’D PERFECTION www.classicfordmag.co.uk

5 YEARS AGO NOVEMBER 2016

classic catalogue model pose — and clobber — exploring the delights of the Lake District in their Mk1 Fiesta. Hope they put the handbrake firmly on.

November 2011

VOTE!

WEEKEND WORKSHOP How to: roll your arches,

For your favourite classic Ford of the year! See p32

Terminally-rotten old Fords

rebuild your brakes, swap your diff over, balance twin carbs plus more!

Inside

ST170 Anglia van!

Corsair 2000E resto WIN NEC Class ic tickets!

Granada project ideas Narrow your back axle Cars & parts for sale Tech Q&A 100 per cent Homebuilt Hero!

CAPRI

RALLY MK2 CAPRI MK2 GP4 ESCORT

V6 GHIA

MS KE NT CA !

TUNING KIT

November 2016

See p24

BARGAIN CLASSIC

BHP BONANZA

YOUR PROJECTS

Bubble-arched garage build running 10 inch wide rims!

ISSUE 179 £4.35

FORD DYNO GRAFTER! SHOOTOUT 16v ESCORT MK1 Escorts vs Capris on the rolling road

NOVEMBER 2011

er! red road rac turbo-powe , Cossie YB Car-inspired ’70s Touring

And the award for most-rotten Mk1 Escort of the year goes to... this unbelievable specimen sent in by Grant Farquharson.

“I just wanted to save it as it was going to completely disappear and there was also talk of it to be bulldozed into a corner and the site cleared of scrap,” reveals Grant, “so we did what we could and turned it into wall art!”

Spotted an unloved Ford on your travels?

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

10 YEARS AGO

YEARS

NOVEMBER 2011

OF THE MK2

GLEIA CORTINA! HO T AN WIT H PEC 105 SWAP E Special 21-page tribute CLA SSIC-S

A decade ago, this Cologne-arched Mk1 Capri was literally bursting out of the front cover. Later repainted in the classic Frami , on looks uth Lond ches Racing livery, it then dropped out of Classic Sodifferent approa with two faster! to going Complete your sight. Also in this issue was Jamie Gough’s 2.4-litre track day Mk2 collection at: VOTE! https://shop.kelsey. Escort, now transformed into a FOR YOUR CLASSIC FORD 1700 ESCORT race car, and we spent a weekend OF THE YEAR! co.uk/issue/CFD See p20 on the spanners with Dave Fisher.

Or call us on PLUS: FORDFEST PHOTO FEATURE + FRANCOIS DELECOUR + COSWORTH CORTINA + PROJECTS AND PARTS FOR SALE 01959 543747 Fab feature cars, history, buying tips, spotter’s guide and more!

ENGIN ZET EC SE

SPICY CROSSFLOW-POWERED MK1 WITH ACRES OF TRICK TOUCHES

SORT IT:

WANT IT:

BUILD IT:

DCOE CARB MK2 CORTINA FIESTA REBUILD BUYER’S GUIDE PROJECT Step-by-step DIY guide inside!

Top tips to bag yourself the classic ’60s saloon

’Ring-bound ST170’d Mk1

November 2021

13

What’s On All the must-attend classic Ford shows and events around the world for October, November and beyond.

OCTOBER Capri Swarm When: October 1-3 Where: Beech Bend Raceway, Bowling Green, Kentucky USA www.capriclub.com Sunday Scramble October 10 Bicester Heritage, Bicester UK http://bicesterheritage.co.uk

Newark Autojumble October 24 Newark and Notts Showground, Newark, UK www.newarkautojumble.co.uk

CHECK BEFORE YOU GO!

December 2021 issue on sale October 31 https://shop.kelsey.co.uk/issue/CFD

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

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

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!

COMING UP INSIDE YOUR DECEMBER 2021 ISSUE We all love a fresh project, but actually seeing one through to completion can be incredibly difficult.

In the December issue, out October 31, the pros and amateur experts reveal their essential tips on how to get yours finished on time and in budget while still retaining your sanity.

Plus Mk4 Cortina buyer’s guide, Corsair tuning tips, and this unique Consul Estate.

The December 2021 issue hits the newsstands on Friday, October 31 — why not subscribe to make sure you don’t miss it? See page 114 for money-saving offers.

Suscr ibe save £ and Turn to £s! pa for the ge 114 lates offers t

BE SURE TO RATE & REVIEW US

★★★★★

GET IT ON THE MOVE Download the digital edition today! http://bit.ly/digitalclassicford

Is your event not included?

Email the details to classicford.ed@ kelsey.co.uk

Newark Autojumble November 21 Newark and Notts Showground, Newark, UK www.newarkautojumble.co.uk

2022 Classic FordTour May 6-9 Starts Dover UK, runs to Bruges, Belgium 01732 879153 www.sceniccartours.com

WHERE TO GO THIS MONTH Sunday Scramble When: Sunday, October 10 Where: Bicester Heritage, UK What’s going on: Founded in 2014, the hugely-popular Sunday Scramble returns to Bicester Heritage for the final time in 2021. Expect this one to be well attended, with a vast spread of vintage and modern classic cars nestled amongst the historic buildings and workshops of the former RAF airfield. Having been off limits to the public for the best part of 100 years in the hands of the RAF and MOD, historic vehicle owners and enthusiasts can now drive through the gates to this once hidden location and spend a Sunday exploring the Technical Site, specialists businesses based here and bring their own classics to add to the diverse machinery that makes this event.

Find out more: http://bicesterheritage. co.uk

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RS TURBO SLOT CAR KIT From £40 Pendle Slot Racing How cool is this? Pendle Slot Racing can now supply this 1/32-scale Series One RS Turbo, ready to assemble and suitable for Scalextricstyle tracks. The standard kit features the unpainted shell, interior, driver and decal sheet, while the complete kit (£70) also includes the chassis, wheels and tyres, gear and pinion, motor and axles.

Contact: www.pendleslotracing.co.uk

RETRONICS INDICATOR HAZARD MODULE £99.99 Retronics Want hazard warning lights on your classic Ford? This simple to install module replaces existing canister-type relays and allows classic Ford owners to have reliable, electronically controlled indicators and hazard lights — even if the brake lights double up as rear indicators.

The module comes with a retro-style illuminating hazard light pull switch, full instructions and assorted connectors.

Contact: www.retronicsonline.com

CLARKE 18V IMPACT WRENCH £107.98 Machine Mart Clarke’s CCIW160 cordless impact wrench is an essential lightweight, compact, yet powerful tool.

Protected with a rubber design and a soft grip ergonomic handle, this impact wrench will ensure maximum control. The impact wrench is controlled with a variable speed control trigger with electronic brake up to 2200 rpm, the fan cooled motor offering forward and reverse rotation. For improved visibility this tool benefits from a bright LED work light and can conveniently be transported and stored using the belt clip and hanging loop. This model also includes two 2 Ah 18 volt batteries, including charge level indicator, a fast battery charger and a convenient moulded carry case.

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

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November 2021

RS2000 ALLOY SUMP PAN KIT £279.95 Burton Power Burton has made the task of fitting a Pinto into a Mk1 or Mk2 Escort easier through creating a an improved reproduction of the Escort RS2000 Mk1/2 aluminium sump. The Burton sump provides suitable clearance around the crossmember and steering rack and also incorporates amendments to the sump baffle so that more protection from oil surge is provided than the original version. The modified baffles will also fit original sumps with bolt in baffles and are available separately.

Contact: 020 8518 9127, www.burtonpower.com

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ZAKSPEED ZETEC CAM COVER £364.40 Retro Ford Cast from LM25 heat-treated aluminium, Retro Ford’s superb new cam cover for Silver Top and Black Top Zetec engines apes the legendary Zakspeed items found on their BDA, BDG and BDT race engines. A direct replacement for your original (including the oil cap) it includes the baffle plate and breather and requires Retro Ford’s BDA-style HT leads. A Retro Ford version is also available.

Contact: 01536 204823, www.retroford.co.uk

STAINLESS-STEEL HEAT SHIELD PADS AUTOGLYM REFLOW £30 Autoglym Bird poo on your precious paintwork is always something we try to avoid, but it’s not always possible. Contrary to popular belief, it’s not acid in bird droppings that cause damage, but repeated thermal cycles. These gradually force the clear coat to mould itself around the deposit and therefore create an impression of that shape within the paint surface, often in the form of a faded or dull patch.

Autoglym’s development team realised that while thermal cycles cause the problem, they can also provide the solution. Each of the Reflow thermal transfer packs has been designed to treat an area of paintwork by creating an optimal environment for the clear coat to reverse the damage. Once the area has been thoroughly cleaned, an exothermic reaction is started that brings the Reflow pack to a precise temperature for a specific length of time, enough for the paint to soften and reflow. As the pack cools, the clear coat resets itself, effectively healing the affected area within just 30 minutes. Pretty neat, huh? For more details, head to the website.

Contact: www.autoglym.com

From £57.96 DEI With performance tuning a classic Ford comes extra, unwanted heat. And managing this heat because vital to performance and reliability. But sometimes, you only need to protect a certain area; things like shielding hot turbos, or protecting vulnerable components. That’s where these new stainless steel heat shield pads from DEI come in very handy. The pads are made from double-sided, high-grade, stainlesssteel with a high temperature insulation layer.

The welded seams seal the insulation between the stainless-steel outers making for a durable,

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long-lasting shield. Grommet holes are provided at the corners for easy mounting, and DEI say they can withstand a direct heat of 2000 degrees F (approximately 1090 degrees C).

The pads are light, and they block heat better than factory items, and can be hand formed to fit bends and curves. They are offered two sizes: 10x20cm (£57.96) and 30x30com (£92.61) – costs are subject to import taxes and shipping costs from USA, or you can check out UK-based DEI dealers for prices, too.

Contact: www.designengineering.com

WATERLESS WASH £16.99 Shift Car Care Bringing with it a new approach to the concept of environmentally friendly and economical alternatives to traditional car wash methods, Shift Car Care is introducing a range of waterless wash solutions. The flagship product, Shift Waterless Wash, is an advanced formula, infused with polymer technology to ensure that cleaning paintwork, vinyl, glass, trim and wheels is completely safe and scratch-free. Shift Waterless Wash offers a simple ‘spray-on and wipe-off’ application and, in addition to fully cleansing surfaces, immediately installs a quartz-based ceramic coating to stop water and road grime from sticking. One 500ml bottle of Shift Waterless Wash contains enough solution to complete up to 20 cars. Shift Car Care also supplies a full range of accessories to aid the waterless wash process, a selection of bundles, and supporting finishing products such as their MicrFibre towel, Glass Cleaner and Tyre Dressing.

Contact: 020 8191 9491, www.shiftcarcare.com

November 2021

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GAZ GOLD COIL-OVERS FOR 4X4 COSWORTHS £1229.16 GAZ Shocks GAZ Shocks is now offering a Gold fully adjustable suspension kit that is suitable for both the Sierra Cosworth 4x4 and the Escort Cosworth 4x4 models. Ride height is adjustable through 60 mm of adjustment. The damper units are plated with black zinc and fitted with anodised adjusters for long life.

The height adjusters have a coarse acme form thread for ease of adjustment and to ensure that they remain in good order even after considerable service. Damper rates are also variable by means of an adjuster knob on the damper body. The GAZ Gold range comes with a gas cell in the reservoir filled with a high viscosity index multi grade oil to prevent cavitation and reduce fade under racing and track day conditions.

Contact: 01268 724585, www.gazshocks.com

SOLAR LIGHTING KIT £54.90 Rally Design This Blackline solar-powered four-lamp LED kit is a useful lighting source to illuminate remote garages, inspection pits, fine work on the bench or inside a service tent on a night rally.

The kit includes four 2 watt LED lights, a 7.4-volt x 5200 mah lithium battery, 8 watt crystalline solar panel plus all connectors. Easily fully charged using the 240 volt AC adaptor in 6 hours or average solar in 10 hours it will operate all four lights for 5 hours or one light for 21 hours.

Contact: 01227 792792, www.rallydesign.co.uk

HYDRAULIC CLUTCH CYLINDER NOSE £103.50 Burton Power

ROD TO CABLE LEVER FOR DCOEs £21.54 Webcon For many years, connecting a Weber DCOE rod linkage system to a throttle cable has been difficult, with no easy way of attaching the cable to a rod operating arm, however Webcon has now solved that problem with its new FK0005 Rod to Cable Lever kit. The kit has been designed to work with a 5/16 inch cross rod. The lever from FK0005 kit is simply installed in the most convenient location and the yoke and pin then allow easy connection to a throttle cable. The installer then simply needs to fabricate a suitable cable outer anchor bracket and the installation is complete.

Contact: 01932 787100, www.webcon.co.uk

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Burton Power now offers this hydraulic clutch slave cylinder that mounts centrally against the gearbox and provides the most efficient method of operating all push release type clutches. It’s ideal for many forms of motorsport, road conversions and engine transplants. This hydraulic clutch cylinder is manufactured for Burton Power in the UK by Titan Motorsport to the tolerances expected in high level motorsport. For a complete system a release bearing, mount and hydraulic feed line will be required — Burton Power can supply these items for the Type 9 five-speed, Type E, Type 3 and three-rail gearboxes.

Contact: 020 8518 9127, www.burtonpower.com

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2021

FOR YOUR FAVOURITE

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CAR OF THE YEAR

We’ve featured some stunning Fords in the last 12 months, now vote for your favourite!

A. Mk1 Escort Owner: Chris Spooner Featured: January 2021 With his dad an ex-Boreham engineer, Chris had no choice but to build this works RS1600 recreation. Perfect in every way.

B. Mk1 Capri Owner: Dean Goodman Featured: October 2021 Not ‘just’ a Mk1 Capri, but a genuine Superspeed conversion at that. Dean tracked this car for years and was finally able to give it the rebuild it deserves.

C. Mk1 Transit Owner: Nigel Preston Featured: August 2021 Largely completed by the late previous owner. Nigel’s dropside is a treat for the eyes and perfect for his milk-round, too.

D. Mk2 Escort Builder: Escort Tec Featured: September 2021 EscortTec’s Darran and Mark don’t build many cars, but when they do, you know they’re going to be special. A YB-powered Mk2 that seriously impresses.

E. Mk1 Fiesta Owner: Steve Harris Featured: January 2021

20 20 classicford DECEMBER November 2021 2007

As head of Fiesta specialists, Outlaw Motorsport,Steve had to be something special and this doesn’t disappoint. Superb.

F. Mk1 Sierra Owner: Tom Jackson Featured: August 2021 The patina’d exterior hides on-point running gear, with a hot-spec ST170 motor, and proper suspension and brakes. Family wagon and street racer in one.

G. Mk1 Cortina Owner: Tim Harrison Featured: August 2021 Using parts from a written-off Tesla,Tim’s created a groundbreaking electric Cortina — and a true bolt-in conversion.

H. Mk3 Escort Owner: Mark Taylor Featured: October 2021 Originally started by his late brother, Mark did the right thing and finished this early XR3’s rebuild as a tribute — RS2000 engine, RS1600i interior and all.

I. Anglia 105E Owner: Mick Dobson Featured: November 2020 Lockdown gave Mick and brother Steve the opportunity to build the Anglia they always wanted.

J. Mk5 Cortina Owners: Richard Barker, Graham Ellis Featured: August 2021 Bought to use for spares for another project, Richard and Graham had a change of heart and carried out one of our favourite restorations of the year.

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K. Consul GT Owner: Mk S Featured: November 2020 It took 16 years to restore butThe Sweeney Consul finally returned to the road in 2020 — never have we been so pleased to see an ex-TV star back in the metal.

L. Mk2 Orion Owner: Paul Best Featured: October 2020 One of the stars of our Sleeper issue, Paul’s stealth Orion is a peach — RSTurbo running gear, 1600E extras and a subtle exterior.

HOW TO VOTE Choose the classic Ford you want to vote for from the selection above, then head online to our website at: www.classicfordmag.co.uk.

Voting closes November 9.

The winning car or van will be revealed in the January 2022 issue, on sale November 26.

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November September2021 2008

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Testing for Autocar in 1966.

Graham’s in the Broadspeed Anglia, naturally.

Words Simon Woolley Photos Bryn Musselwhite, Robson archive

Robson’s Choice Classic Ford’s longest-serving contributor, Graham Robson passed away in August. Here are just some of the highlights from an incredible career that revolved around Fords, which he revealed in an interview with the magazine in 2014. o Ford fans he was an institution. As Classic Ford’s longest-serving and most-prolific contributor, when it comes to the Blue Oval, Graham Robson had been there, done that and then sat down at a typewriter and written about it. Scan the Ford books on your shelves, and the chances are high that Graham wrote the majority of them.

Graham’s connection with Ford goes back over 50 years, and as with many motoring writers of the period, came about through rallying — or co-driving to be exact.

“I studied engineering at Oxford, joined the motor club,” he recalled, “and while there started navigating on club rallies.” The navigating continued after university, when

T

With over 170 books to his name, you could say that Graham knew his onions when it came to Fords.

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Graham was working at Jaguar in Coventry as a graduate trainee and latterly chassis design engineer. Thanks to the very active Godiva Car Club, the co-driving became serious, Graham competing in rallies all over the UK, often in Fords driven by Phil Simister and usually against rival and future employer, Stuart Turner, he began writing rally reports for Motoring News — now Motorsport News — even after he left Jaguar to run Triumph’s motorsport department in Coventry.

The links with Ford’s motorsport department really kicked off in 1965. “I was working for Autocar by then, and running a brand-new Cortina GT as a staff car. Ford suggested I did an event with Roger Clark, who had only

In the late 1970s Graham organised the Fiesta Ladies Championship, using almosr-standard 1300S models.

recently been signed by Ford, which was the Welsh International in a Lotus Cortina. We won, and Roger and I, who I already knew through the rallying scene, got on great guns.”

Taking a chance Graham stayed with Autocar for four years before going back into the motor industry, working for Chrysler in Coventry, all the while carrying on his motorsport writing career in his spare time. Then in 1972 he took the jump and went freelance full-time.

“My first big job for Ford was to ghost-write Roger Clark’s autobiography, Sideways To Victory. Several people wanted to do it, but as we knew each other very well, he trusted me to get on with the job. After that I said to Ford, why not do a book on the works Escorts? And from then on I was in and out of Boreham for years.”

The Works Escorts has become the bible for Ford’s race and rally car efforts with the Mk1-onwards, and he updated it numerous

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“I SAID TO FORD, WHY NOT DO A BOOK ON THE WORKS ESCORTS?, AND FROM THEN ON I WAS IN AND OUT OF BOREHAM FOR YEARS”

The workshop door was always open to Graham at Ford Motorsport’s Boreham base. This is from the days of the Sierra Rally Challenge.

Graham ran many promotional tours for Ford. This was around the time of the Sierra Cosworth’s debut in 1986.

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November 2021

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GRAHAM ROBSON

With Jackie Stewart on an RS dealer day in the mid 1980s.

“I COULD WRITE 4000 WORDS A DAY AND IF I WASN’T WRITING I WOULD LOOK AT MY JOB SHEET AND GET TWITCHY” THE COMPANY CAR ROBSON AND THE RS200

times over the years, right up to the model’s last gasp as the Escort WRC in 1996.

Back in 1976 though, the Escort was still the top dog in international rallying, and when Roger Clark and Stuart Pegg won the RAC rally in the RS1800, POO 505R, Graham was able to borrow it for a week for an Autocar test.

“They wanted to get some performance figures at the MIRA test facility, so who was the best person to drive it? Roger, of course. For some reason, he wasn’t allowed to by MIRA, so every time management turned up, he would leap into the passenger seat, grinning!”

Get organised From the late 1970s, Graham became the go-to person for organising motorsport promotional events and tours, organising the Escort 1300 Rally Championship, and infamous Fabergé Fiesta Ladies’ Championship, which discovered Louise Aitken-Walker.

In the 1980s the relationship continued with Graham being actively involved the birth of the

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RS200 (see right) before setting up the Securicor Sierra Rally Challenge in 1986 (and using an XR4x4 as a chase car), followed by running RS Motorsport dealer evenings.

It was around this time that his prolific book writing career really took off, and with the cars he first wrote about when new now regarded as classics, he began writing for classic car magazines, too including for Ford Heritage — the precursor to Classic Ford.

“I could write about 4000 words a day at that point, and when I wasn’t writing I would look at my job sheet and get twitchy.”

Graham was still writing, and commentating at events (he was the commentator at Ford Fair for many years) here and in the USA right up until his death, and until recently was travelling up to Ford once a week. Had he ever thought about retiring, we asked him back in 2014?

“I probably should have stopped years ago, but then what would I do? Go mad with boredom and run out of money, probably!”

When we asked Graham what the highlight of his time working with Ford was, and he declared the RS200 launch without hesitation.

“When the RS200 came along, I was in on the ground floor from the start and was involved totally with that car for the next three years. I ended up writing the driver’s manual and running the factory-supported RS200 Club — we knew all the cars by their VIN numbers rather than numberplates. Both Bob Howe (the product manager at the time) and I ran four as road cars, covering 20,000 miles in each of them.They were hard work in traffic, but wonderful, a proper poseur’s car and no-one else had one.The red one I ran (below) even had electric windows, proper Recaros and a mobile phone. Hot, though — you didn’t need the heater.The first time I brought one home, I was asked, what have you got that funny little toy car for?

“It was a great time — the car was launched at theTurin motor show, and we were flown in by Ford Air. I remember thinking, It can’t get better than this.”

Graham Robson, 1936-2021

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DSWF registered Charity No:1106893

Product of the environment When polar ice melts, it harms habitats as far away as Asia and Africa. In 2022, conservationist (and Christopher Ward Challenger) Tom Hicks will lead an expedition to the North Pole to measure ice melt rates for the David Shepherd Wildlife Foundation (DSWF). On his wrist will be the C60 Anthropocene GMT. Able to monitor two time zones at once, waterproof to 600m and with a sapphire dial that recalls polar ice, it can withstand whatever the Arctic throws at it. And with five percent from the sale of each watch going to DSWF, it’s playing its own part in the fight against climate change.

christopherward.com

TANGERINE DREAM Having owned XR2s in his youth, Doug Scheller had long fantasised about owning another. And then one day, at the age of 45, a fruity citrus hit turned the dream into reality. wasn’t really looking for an orange car,” says Doug Scheller, “but something about this one really caught my eye.” Yes, that’d probably be the outrageous jaffa-tinged juiciness of it. It’s impressive what a difference the addition of a disco-retro paintjob can make to such a recognisable classic form, isn’t it?

It’s a silhouette that’s always been close to Doug’s heart too, having been a die-hard Ford fan from the get-go. “My family always had Fords,” he recalls. “I remember being taken to school in my mum’s white XR3i in 1984; we also had a Mk5 Cortina, Mk3-Mk5 Escorts, Mk2 Fiestas, and my dad had a Mk2 Transit for work, so it was inevitable that I would follow the path.” Indeed, his first car was a Mk2 Fiesta 1.1 — followed

Words Daniel Bevis Photos Adrian Brannan

“I

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November 2021

by a 1988 XR2 when he reached 19 and insurance allowed.

This was in 1994, so it was only six years old at the time; before long, Doug and his best mate Nick were upgrading the cam, dampers, exhaust, audio, all those teenage dreams. Then he crashed it into an oak tree, so that was that.

“Not to be put off, I went out and picked up a white 1988 XR2 and we managed to transplant nearly everything from the old one,” Doug grins, “and again my mate Nick built everything with me passing him spanners.” He enjoyed this pocket-rocket until the turn of the millennium, at which point life began to get in the way; a company car, a variety of German dailies, and Doug found himself out of the Ford scene entirely.

Happy memories of youth, nothing more.

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MK2 FIESTA

“I SOLD ALL THE RACING BITS AND SET ABOUT BRINGING THE XR2 CLOSER TO STANDARD”

Burning bright But in 2019, he had an epiphany. “I still held a torch for XR2s,” he says, “and kept thinking one day I’d get another. I’d turned 45 and could pass it off as a midlife crisis!

Prices had started to really shoot up though, so I began to think I wouldn’t be able to fulfil the dream… until I saw this bright orange 1988 XR2 pop up online. It caught my eye, not just the colour but the price, which seemed very reasonable.”

The car was being sold locally to Doug in West Sussex, by a chap who’d bought it from Scotland with the aim of rallying it but had a change of heart. As is so often the case, the Fiesta looked a lot better in pictures than real life, but with buddy Nick in tow (who is by now a Ford Master Mechanic), Doug wasn’t overly daunted by the rotted-out passenger floor and frilly sills; besides, it was largely solid, and there was a set of naughty 40s hiding under the bonnet…

“I later found out about Iain Cowie of ICR Motorsport when I was searching for a new rear beam and came across his online store,” Doug continues. “I asked him about the ICR sticker on my rocker cover, and learned more about his old racing teams at Knockhill. He said that it could just be a rocker cover, but if the sump was gloss black and the block was painted blue it was one of his! It turned out that the engine was one of his old XR Challenge builds — small world.”

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November 2021

The XR2 looks superb in Vista Orange — shame Ford didn’t keep it on their colour charts at the time.

XR2 rear window decal de rigueur in the late 1980s, still looks good now.

Original cloth interior remains factory-fresh.

There were further racy treats in the mix when Doug brought the car home too, including some Avo coil-overs, Hi-Spec four-pot brakes, and 15 inch Borbet wheels.

It made for quite a head-turner while he smoked about in it for a few months, having sorted the essential welding, but before long he was keen to really put his own stamp on the build. And someone else’s half-roadhalf-race creation was never going to cut it.

Standard-ish “Fortunately the car also came with a full set of standard suspension, plus the pepperpots,

so I sold all of the old racing bits and set about getting the car back to nearerstandard,” he explains. “All the work was carried out with my good friends, Nick Kent and Jeremy Eldridge, which saw us replace pretty much all of the running gear including the rear beam, brakes, brake lines, suspension, hubs, driveshafts, and then a respray in the same Vista Orange by Jaime at Auto Colourworx in Cowfold. The great thing about the XR2 is that you can still pick up a lot of parts, and dedicated people like Shane Baker (SB Parts) are fabricating pretty much everything you could need — and with clubs like the XROC you can find most of what you require.”

Having friends who are handy at slinging spanners is a definite plus as well, and there’s something of the old-timey adventure about the process of stalking through the to-do list; finding someone able to balance carbs isn’t as easy as it used to be, so this requires a little lateral thinking. And for the big stuff, Doug jumped in with both feet by buying a terminally rotten XR2, which can live on by donating all of its hard-to-find interior parts to the orange ’88.

MEMORY LANE THE XR2’S COLOURFUL LIFE Doug’s efforts to trace the XR2’s history yielded some interesting results. “It seems that it started life in Germany in 1988,” he says. “I assume it was owned by a member of the Forces, as a lot of 1980s cars were exported and re-imported at this time and enjoyed some good savings. It was then first registered back in the UK in 1989.The original paint was white, but it’s undergone three colour changes according to the online history I could find: from white it was painted grey, then black, and finally orange.The car spent most of its life in Scotland, and I found out where it was first restored and painted orange about 10 years ago. I’d love to know more, but it’s very hard to track old owners down these days — and this car has had 18 of them!”

November 2021

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MK2 FIESTA

The chassis specs today are a lot closer to the way Ford intended, although it’s been upgraded where it counts to cope with the snorting fury of that old-school race motor; KYB dampers and lowering springs get the pepperpots tucked in snug, while an Orbital Motorsport adjustable Panhard rod keeps it honest. The XR2 gearbox has been rebuilt and treated to a Puma gear linkage and short-shift, and the engine was recently set up on the rolling road at Road & Race of Horley, yielding 120 bhp thanks to its Kent CVH22 cam, big-bore exhaust system and twin Weber 40 DCNFs. “I really just want to drive it as much as possible now,” Doug enthuses. “It does live in the garage but I don’t believe in SORN for the winter, I like to drive the car all year round. I’ve been at shows at Goodwood, and I’m a member of the XROC so I’ll be attending as many local meets as possible.

To be honest, with a bright orange XR2 every fill-up at the petrol station is a mini car show! People always stop and talk about it.

And I wasn’t planning on keeping it orange, but it’s really grown on me.”

It’s interesting how the XR2’s most visible characteristic has become its defining feature, and wrapped Doug up in its charms.

He didn’t plan to buy an orange car, and then he didn’t intend to keep it that way, but the citrus hue is such an important part of the Fiesta’s personality. Its ultra-bright nature really helps it to stand out, and Doug’s been making all sorts of friends and contacts, both through the XROC and via Instagram (where he can be found at @orange_xr2). After all these years away from XR2s he’s jumped back in with both feet – his own interpretation of what the ultimate Fiesta should be. His teenage self would be very impressed.

Tech Spec Body 1988 XR2, restored with new sills, passenger floor and battery tray.

Paint: Vista Orange

Engine 1.6-litre CVH, blueprinted XR Challenge engine, twin Weber 40 DCNF carburettors, Kent CVH22 cam with new Ford followers, Facet solid-state fuel pump, four-branch manifold, big-bore exhaust system, new fuel tank and lines. Power: 120 bhp

Twin downdraught DCNFs now feed the 1600 CVH.

Transmission Rebuilt XR2 gearbox by ICR Motorsport, Puma gear linkage with Shane Baker custom mount / short-shift, new Shane Baker hubs and driveshafts

Suspension Front: KYB uprated dampers, 35 mm lowering springs.

Rear: KYB dampers, 35 mm lowering springs, Orbital Motorsport adjustable Panhard rod, new rear beam

Brakes New callipers, discs, pads, and lines, Mk1 Mondeo servo

Wheels and tyres 6x13 inch XR2 pepperpots, 185/60R13 Toyo Proxes CF2 tyres

Interior XR2 spec painted black, Ford 3000 radiocassette, boot-mounted Alpine powered subwoofer

Thanks

Ex-XR Challenge engine was originally rebuilt by Iain Cowie and really looks the part thanks to some careful detailing.

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November 2021

To Nick Kent, a friend of 42 years and still fixing my XR2s! J Eldridge Vehicle Services, Iain Cowie Racing, Shane Baker at SB Parts (www.facebook.com/ sbpartsuk), and the XR Owners’ Club (www.xroc.co.uk)

Subscribe: 01959 543747, www.classicfordmag.co.uk

All welcome, incl. Fiesta Supersport mk3 Escort 1.6i Cabriolet & non-UK models XR6 XR8 and Merkur XR4Ti

Technical echnical help Quarterly colour magazine Websit ebsite, online forum & social media ebsite, Regional / national shows, social events & meets Exclusive regalia, merchandise, discounts & benefits From £22 per year (plus 1st year enrolment fee)

WWW.XROC.CO.UK Tel: 0207 937 7595 / media@xroc.co.uk B U Y • D R I V E • M A I N TA I N • S H O W

www.gazshocks.com

Here’s some we built earlier... ...can we build a set for you?

Escort MkII GAZ Gold Coilovers for Escort MkII now come with the option of Brand New Steel Stub Axles already welded into position. No need to supply donor stubs!

NEW! GAZ Camber Adjusters Provides camber adjustment for tarmac motorsport and the serious track day enthusiast.

(Not suitable for road use).

Easy adjustment

FEATURES:• On-car adjustment • Anodised billet alloy components

Anodised Billet Aluminium

• Integral Top Bearing • Can be combined with GAZ specially shortened coilover units for maximum adjustment.

Coilover kits available for Lotus Cortina Mk1 & Mk2, Cortina 1600E & GT, Popular & Anglia Conversions, RS Cosworths, Escort Turbos, Escort Mexico, RS 1600i, XR2 Fiesta and most other classic Fords

Nickel coated steel outer tube

Easy height adjustment

TÜV and IS9000 Certification

Bump and rebound adjustable

GAZ GT Shock Absorbers

Zinc Plated Body

Spring rates can be altered on request.

Silicone Chrome springs available

GAZ GHA kits

Self lubricating spherical bearings

GAZ Gold Coilover Kits

A very extensive range of telescopic dampers for both modern and classic car applications.

Gaz GHA height adjustable kits are primarily made for the modified road car market.

Premium height adjustable kits for tarmac motorsport and the serious track day enthusiast.

• These units can be built in various open and closed lengths.

FEATURES:• On car damping adjustment • Shortened body and stroke lengths to allow a -25 to -65mm ride height adjustment • Coarse acme form thread for ease of adjustment • Zinc plated to minimise corrosion • Includes high quality coil springs in various rates and diameters.

• Spring rates can be altered on request.

• When a coilover is unable to be installed a separate damper and rear coil spring with a variable spring platform is used so the kit retains full height adjustment all round.

FEATURES:• On car damping adjustment • 62mm bodies for increased oil capacity.

• Induction hardened piston rods • Multi lip sealing.

• Gas cell in the outer reservoir to prevent cavitation and reduce fade in motor racing conditions.

• Lightweight billet alloy bases, end fittings, seats, lockrings, rod guides and gland nuts.

• Nickel coated steel outer tube to provide the best anti corrosive finish possible.

• Anodised outer alloy components

• Bump and rebound is adjustable by means of a a single control knob.

All units in all our ranges can be purchased individually or repaired, by return, in the event of an accident. Leda rebuild service also available.

A full range of springs are stocked at the factory for road and motorsport use.

www.gazshocks.com enquiries@gazshocks.com

Gaz Shocks Ltd Rayridge House, Swinborne Road Burnt Mills Industrial Estate Basildon, Essex, SS13 1EH

Telephone:

01268 724585

30

RESTO MODS FOR

UNDER £500 Essential Resto Mod-style upgrades you can do to your classic Ford — this weekend!

ADE’S

WHAT IS RESTO MOD? Resto Mod is a term that you’ll probably have heard from US auto shows and the odd standout, internet-melting project (Singer 911s and Eagle E-Types being two obvious ones), but not one that’s been especially popular in the UK — until relatively recently.

At the high end, it’s dedicated specialists creating exquisitely-engineered, utterly bespoke cars, but Resto Mod can be applied to more down-to-earth projects like ours, too. In essence, a Resto Mod consists of two distinct components: restoration and

modification.The vehicle’s body is usually restored so it appears to be in a standard state. Looking at it solely from an exterior standpoint, it shouldn’t be obvious that the car didn’t just roll off the assembly line a few moments before.The second part of the Resto Mod concept is where the vehicle is modified.This centres on improvements made in the name of handling, braking, performance, and other elements. Since the vehicle has been both restored and modified, it’s now a Resto Mod. Simple!

A SIEmRorR e on

See page 98!

November 2021

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30 RESTO MODS

UPRATED DISTRIBUTOR

1

Once you start tuning an engine, the standard distributor’s ignition advance curve is no longer correct and you risk throwing away power and drivability. A distributor with a matched curve is the answer — available off-the-shelf with typical tuned profiles, or you can have a custom one created to match your engine spec, and they can include electronic ignition too so you don’t have to run a separate module (see 16).

How much: £173.50 (new, Fast Road-spec Pinto, Burton Power)

MODERN TYRES Increased grip and braking — what’s not to like?

Difficulty: Time to fit: 1 hours We take tyres for granted, yet they’re probably the most important aspect of a classic Ford’s suspension and braking ability. Modern tyre patterns and formations are a world away from the crossplies originally found on most classic Fords up until the 1970s, and they’re available in the most popular sizes. Even better, a lot of the classic performance radial designs of the 1970s and 1980s are now being reproduced by the likes of Longstone and Blockley, but with better materials and tolerances to match the modern designs — so don’t scrimp on tyre choice if you want your Ford to handle to the best of its capabilities.

How much: £269.47 (new, set four 185/60R13, Midland Wheels)

2

DIGITAL/ ANALOGUE GAUGES

3

Stay informed — and classic Difficulty: Time to fit: 1 hour Modern, digital gauges are great, but the problem is, they rarely look the part in a classic Ford’s interior. Modern-classic digital/analogue gauges buck the trend with stainless-steel bezels and black faces with backlit illumination.The speedometers usually feature an analogue and digital display, while the rev counters often include a built in shiftlight and maximum recorded rpm warning light.

How much £154.95 (new, 85 mm digital/ analogue speedo, Digital Speedos)

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PERFORMANCE EXHAUST MANIFOLDS

4

The classic route to more power, designed with modern know-how Difficulty: Time to fit: 2 hours Almost all of the classic Ford engines benefit from a freeflowing exhaust manifold, which can not only increase power over the standard item, but torque as well. For mild states of tune, opt for a GT-spec manifold, but for something wilder go aftermarket As a general rule, 4-2-1 configurations are best for road use.

Turn to page 88 for our dyno test on exhaust manifolds.

How much: £204 (new, 4-2-1 for Mk1 Fiesta XR2, Burton Power)

PERFORMANCE AIR FILTER Gain power — and looks Difficulty: Time to fit: 1 hour Classic-style uprated air filters give more power, improve the look of the engine bay, and the elements are cleanable. What’s not to like?

How much: £65.15 (new, single Weber DGAV, Webcon)

BETTER BRAKES Because standard Ford stoppers are marginal at best...

Difficulty: Time to fit: 2 hours A decent, bolt-on brake kit gives you the confidence to drive your classic properly.There’s been a lot of development in parts to make building cars easier although plenty represent a large investment — however, one that’s cost effective is fitting Capri 2.8i vented discs and corresponding widened M16 callipers.They are actually marginal on a Capri, but on a lighter car, this set-up is a simple, bolt-on solution if you’re adding a modest amount of horsepower increase to something like a Mk1 Cortina or an Escort.The best bit though is, because they’re basically M16s, they simply bolt straight on virtually any strut, while they’re easily obtainable through suppliers such as Rally Design.You may need to look at master cylinder size but again, these are mostly a bolt-on fitment.

How much: £150 (new spaced M16 callipers and vented discs, Rally Design)

5 6

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30 RESTO MODS

EXHAUST WRAP Hide that rusty manifold and gain a few extra bhp Difficulty: Time to fit: 1 hour Exhaust wrap will give you more than just an awesome looking manifold — you’ll also see a reduction in temperatures around the exhaust as well as more horsepower.These benefits are the result of increased engine efficiency.You’ll get more horsepower because the wrap will keep exhaust heat in the headers instead of dissipating to other areas of your engine.When heat is contained within the exhaust system it will improve the flow of exhaust gasses throughout the entire system.The faster exhaust gasses move, the more power you’ll receive.

How much: £30 (new, 10 metre, 52 mm wide kit, Burton Power)

7 HYDRAULIC CLUTCH KITS For a lighter pedal and more feel Difficulty: Time to fit: 3 hours A hydraulic clutch uses the same clutch assembly as the standard cable-activated clutch found on 1970s-onwards classic Fords — the difference is in the system that disengages the clutch plates. When the clutch lever is pulled in on a hydraulic clutch, fluid is compressed down through a line to separate the clutch. With a standard cable clutch, the lever pulls on a cable that is connected to an arm that is used to separate the clutch plates and if you’ve upgraded your clutch this can be result in a heavier pedal.

Hydraulic clutch kits retain the lighter pedal and also provide a more consistent feel than cable-actuated clutches. Various hydraulic clutch release bearing kits are

8

available for theType-9,Type E andT5 gearboxes, and include a boss to replace the original gearbox nose.

RELOCATE THE BATTERY/FIT A KILL-SWITCH Be safe and get better weight distribution Difficulty: Time to fit: 3 hours Fit twin sidedraughts and the battery generally gets in the way. Not only that, the battery represents a whole load of weight and in this case, it’s hanging over the front wheels, which can only contribute to understeer. So, into the boot it goes. One of the most sensible things you can fit to your car is a kill switch, and for several reasons. First off, in the event of a severe electrical moment, you can shut the power off and avoid a bad one.Then there’s the security issue too: hide it out the way and it might just slow a thief down.There are two types of kill-switch — the ordinary type that literally just shuts the power off, that’s it. Or, there’s the FIA approved version, which is the one we’re going to fit.This has an extra terminal block between the two main power poles that controls the power to the alternator and prevents the car running on. Otherwise, the former type could allow the engine — if still running — to carry on doing so because it’s still self-generating power.

How much: £21.02 (new, battery box, Vehicle Wiring Products)

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How much: £189.56 (new,Type-9, Retro Ford)

“HYDRAULIC CLUTCHES GIVE MORE FEEL THAN CABLE-ACTUATED ONES” 36

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QUICKSHIFTS Swap those cogs quicker

10

Difficulty: Time to fit: 1 hour The quickshift gearlever enables gears to be selected with the same precision as us classic Ford owners have become accustomed to but with increased speed of change.This is an advantage in competition, track, or simply for road driving allowing you to select gears quicker. Most aftermarket gearlevers are finished to a high quality and simply bolt into position in place of a standard gearlever, or there are much cheaper kits out there to convert your existing one.

How much: £119.95 (new, forType-9, Burton Power)

RAMPIPES Hidden behind air filters, these help power add power and torque

11 REV LIMITERS/LAUNCH CONTROL A little box of magic tricks Difficulty: Time to fit: 1 hour The beating heart of any classic Ford is its engine, and if you’ve spent a fair few quid either buying one, or having one built, then you’re going to want to do your best not to damage it — especially by over-revving it when getting a move on. One of the ways to prevent this happening is to fit a rev limiter. Modern cars have rev limiters built into their ECUs, and classic Fords running aftermarket ECUs have this luxury too, but if you’re running a distributor-based ignition system then you can still set a rev limit by fitting a standalone unit.These take their readings from the coil (much more accurate than a rev counter), and once the engine revs reach the set limit, will interrupt the signal to the coil, slowing the firing sequence, and preventing the engine from increasing its rpm.

There are various rev limiters on the market and most are compact so they can be tucked under the dash. Fitting is straightforward — just three wires, two of which can connect directly to the coil, and setting it up is a simple case of pressing buttons. And you can specify a hard or soft cut of the revs — on soft cut, the limiter will gradually limit engine power 200 rpm before the set limit, which is less harsh than the hard cut.The more serious ones include launch control, too.

Difficulty: Time to fit: 1 hour Also called velocity stacks or trumpets, rampipes are little trumpet-shaped air intakes for your engine.The trumpet shape smooths the flow of air into the intake, allowing the most air possible to flow through the given volume of the intake. Put simply, when correctly set up, more air means more power for an engine.

How much: £30.75 (new, 16 mm high for DCOE, Webcon)

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How much: £105.60 (new, Clubman limiter, West Wales Rally Spares)

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November 2021

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30 RESTO MODS

SILICONE HOSES The classic cooling system upgrade

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Difficulty: Time to fit: 1 hour There’s nothing worse than being stranded by the side of the road with a perished or split rubber coolant hose.

Modern silicone versions are far stronger and oil resistant, and you no longer have to put up with garish colours, as they’re now widely available in the original-style with a matt black finish.

How much: £232.90 (new, Capri 2.8i coolant kit, Burton Power)

UPGRADE THOSE SEATS Keep it classic —but not necessarily from the blue oval Difficulty: Time to fit: 1 hour Ford’s parts-bin mentality has been a boon to the classic Ford scene, allowing engines, gearboxes and suspension components to be swapped at will between the different models. Even interiors haven’t escaped this — remember when the seat of choice for almost any classic Ford was a pair of half-leather Recaros liberated from a Capri 2.8i Special? But we’ve moved on, and now we’re looking to other to manufacturers to

14 38

make that interior build just that a little bit more special and different without ruining the feel of what is usually a pretty damn good interior to start with.

So we’ve started seeing replica 1970s Porsche seats appearing (the originals were often made by Scheel, also responsible for the RS1600i’s recliners and rolltops found in AVO Escorts, remember), and early Elan buckets in 1960s Fords — anything that enhances what is already there.

How much: £379.95 (new, pair RS seats, Bad Boy Classics)

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POLY BUSHES Firmer, longer-lasting, and look standard Difficulty: Time to fit: 4 hours Polyurethane suspension bushes are great for many reasons.They are one of the few modifications that even sticklers for originality are happy to use, not only due to their impressive benefits, but also because once in place, it’s hard to see they’ve been fitted — especially if you opt for the dark blue or black bushes from the likes of Superflex or Rally Design. So why go for polyurethane bushes?

They’re much more resilient than rubber bushes, meaning they last far, far longer, so come MoT time, you’re not panicking about worn bushes.

Being harder than the average rubber suspension bushes, they also stiffen up the suspension rather nicely, without being too harsh (providing you don’t go for competition spec ones).They’re usually easy to fit, and quite a cheap upgrade, too, so what’s not to like?

How much: £22.50 (new, 105E inner TCA kit, Superflex)

November 2021

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16

ELECTRONIC IGNITION Reliable sparks that can be hidden away

ALLOY RADIATORS They look standard but they’re far more efficient Difficulty: Time to fit: 1 hour With most aluminium radiators, you will get wider, more efficiently shaped tubes that help cool coolant faster and are often offered in multi-row options.You may have heard the terms two-row radiator” or three-row radiator used.These simply refers to the amount of rows in the core of your radiator. More rows means more coolant can flow through the radiator, thus keeping your engine cooler. Depending on what classic Ford you have, an aluminium radiator could be a lighter option for you as well, and even better, the big-header style ones have been designed to look like the factory originals.

How much: £390 (new, big header-style, Ralloy)

Difficulty: Time to fit: 1 hour Contact breaker, points-based distributors are the bane of most classic Ford owners, with both the points and the condensor breaking down. Electronic ignition kits are easy to fit, more reliable and more efficient.

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How much: £193.50 (new, Optronic kit, Burton Power)

BIKE CARBS The wallet-friendly alternative to throttle bodies and sidedraughts Difficulty: Time to fit: 4 hours There’s alternative to a set of twin Webers that makes sense to a lot of people, although not all of the parts are available brand-new and off-the-shelf. A set of second-hand bike carbs offers good reliable bolt-on power and it’s a conversion we’re seeing become very popular. It’s easy to see why too, as there are companies that sell well-made manifolds to fit all types of

engine and the carbs themselves are not only plentiful, but relatively cheap.They need very little modification to make them work out the box, although fine adjustment is more involving, but the results are good for both driveability and power. Only a 3 psi fuel pump from a bike is needed, and the standard ignition is fine to use for engines that came with it, but an aftermarket set-up is needed for more modern engines that normally rely on ECUs. How much: £500 (new/recon, Crossflow kit, DanST Engineering)

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ELECTRIC POWER STEERING Time to take the load off

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Difficulty: Time to fit: 1 day Power steering used to be hard to do because you needed a power rack and the pump and the reservoir and the hoses. Now there are several kits that feature electric power steering systems, which have been engineered to typically bolt in to an Escort. With a bit of ingenuity, they can be adapted to other stuff too. Once fitted, you have the added bonus of in-dash adjustment — the feel can be altered using a simple rheostat.

How much: £462 (new, Escort kit, West Wales Rally Spares)

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November 2021

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The Definitive History of

Tiger Sportscars A 148 page Autobiographical work by Jim Dudley ● In depth chronological history from Jim’s childhood, right through to 2021 Tiger. ● Over 300 photos covering the cars, the works, the racing, the club events & family. ● Detailed information and many examples of Classic Ford Restorations and re-builds. ● A pictorial insight into Tiger’s facilities such as workshops, Servicing & Body Repairs.

We have all the facilities you need for your Classic

£14.95

Two Examples of our fully restored cars. Both of these were finished just prior to the book going to press and are featured in the book along with many other Fords. You will see we can undertake any level of restoration up to a full concours show car. The most popular choice however is restoring the car to it’s original ‘just left the factory’ condition.

plus £3.00 p&p UK.

Tiger Racing Ltd., 40

November 2021

For FULL Details of our Classic Ford facilties, contact Paul, Jim or Laura at the address below:-

To order:- www.tigerracing.com/shop, enter code 010 in search or phone with card

Unit 10, Anglia Way, Wisbech, Cambridgeshire PE13 2TY Tel: 01945 466200 / 461423

e-mail: jim@tigerracing.com

DIY COIL-OVERS Get adjustable ride height for a fraction of the cost Difficulty: Time to do: 4 hours Adjustable platform struts (aka coil-overs) are the best way to control front-end ride height on any Ford.To make your old Ford handle to the best of its abilities then it’s important to be able to alter things like the ride height and spring rate. With the standard front Macpherson strut used on many classic Fords, this is limited to one or two aftermarket springs, which means that you are once again stuck to certain set parameters which may not be suitable for your particular application.

This is why people often use fully adjustable coil-over-type front struts which offer complete control to the end user.They can be quite expensive however and not

A Remove the bottom spring support.You need to cut through the tube just above the weld then grind off the remaining tube and weld using a thin cutting disc in a grinder.

D Undo the insert from the base using a large flat-bladed screwdriver. Slide it out of the strut body and then store in a safe place away from grinding sparks.

necessarily available for all cars.

Alternatively, you can take the DIY approach and convert your own struts using readily available kits from the likes of Rally Design.

For around £70 per strut you can convert the standard leg to accept 2.25-inch ID diameter springs which can then be purchased in a variety of lengths and ratings. Fitting is a relatively simple job and just requires a grinder, tape measure and a decent MIG welder to complete the job.

While you are at it you can also add some wedge supports to the base of the strut if you like, which is a trick favoured by the rally boys. If your welding skills aren’t up to the job entrust this part to a professional as the safety of your car will rely on it

20

How much: £138.96 (new, pair abutment kit, Rally Design)

B Use a sanding pad fitted to your grinder to clean the tube up, removing all traces of weld. Don’t remove too much metal from the tube as this will weaken the assembly.

E If you have cleaned all the weld off the body of the strut then the new threaded tube should slide down easily.You need to position it 50 mm from the end of the tube.

C You will need to remove the insert if you haven’t already done so.There should be a locking nut on the base of the strut so undo this completely first.

F With the tube correctly positioned, tack it in place, recheck the measurement, then fully weld around the bottom of the tube only.

“ADJUSTABLE COIL-OVER STRUTS OFFER COMPLETE CONTROL” G You can see the difference between a standard strut and the converted adjustable coil-over. Using this set-up allows you to fine-tune the ride height.

H All it needs now is a lick of paint then reassembling with your new spring. Spring rates will depend on the engine set-up and use the car will get.

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November 2021

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30 RESTO MODS

FIT BRAIDED BRAKE LINES Safer, stronger and last longer Difficulty: Time to fit: 2 hours Braided lines have been around a long time, but like alloy brake callipers, modern manufacturing techniques mean they’ve become much more affordable in recent years.

On a road-going classic Ford, braided lines are most applicable to your brake set-up — replacing the original-spec, reinforced rubber hoses.They’re safer, stronger, last longer and crucially, are far

less liable to ‘balloon’ under pressure, which means far better brake feel.

Off-the-shelf kits are available to fit most classic Fords, and if you want custom ones, many specialists such as Rally Design, can make them to order with whatever lengths and end fittings you need. Goodridge even do a range of Classic brake lines, kits featuring a black coating on the outside of the braided steel to make them look original. Genius.

How much: £5.94 (new, 3/8 inch braided brake hose, per metre, Rally Design)

“BRAIDED BRAKE LINES ARE SAFER, STRONGER AND LESS LIABLE TO BALLOON UNDER PRESSURE”

A

B

Making your own Braided brake lines come in a roll and are cut to the rough length you need — your task is to measure and chop to size.

D

C

Once cut, the ends tend to be crushed down a bit so they need a touch of careful straightening with a decent pair of pliers until roundness is restored.

Fit the first part of the fitting — the part that screws into the outer — over the braided hose.

E

Spread the edge of the braided covering outwards using a rounded off screwdriver.

G

F

Once splayed, you can insert the brass olive into the end of the brake line. It obviously goes over the PTFE liner but...

...it needs firmly pushing home.You can do this on any hard surface but the whole lot needs to be kept clean.

H

Next insert your end! Note the fine section of inner pipe slides inside the PTFE liner and is firmly pushed home.

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H

Bring the threaded fixing nut that you’ve already slipped over the braided hose, and loosely screw it up.

Nip it up with an open-ended and a ring spanner. Don’t do it up as tight as it’ll go, you only need to clamp it shut.

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November 2021

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30 RESTO MODS

CYLINDER HEAD MODS 22

Serious porting is best left to the pros, but you can do these simple tweaks at home to gain more power Difficulty: Time to do: 8 hours The efficiency of the flow of air, fuel and waste gases through a cylinder head is one of the key aspects of performance. Many tuning specialists have mastered the art of producing a gas flowed cylinder head that can reach its full potential, but on a DIY level, there are a number of techniques you can try in an attempt to find a few extra horsepower.

All you need is time and patience — the work we’ve outlined involves taking lots of measurements, a little maths, plenty of close examination and lots of elbow grease. If you’re dedicated to seeing this through, you’ll need a few spare evenings.

A

B

Porting and polishing Exhaust ports can be polished to help waste gases to escape. A smooth finish is achieved with a 240 grit sanding band.

It’s also important to remember the limitations and lack of accuracy through mass production, which affects the performance of an engine. When a car manufacturer has to produce thousands of cast cylinder heads, there are inevitably going to be a few imperfections. Blobs of cast inside the cylinder head can restrict air flow, but can be straightforward to remove.

Components such as valves and springs may differ slightly in weight and rating, which results in differences in performance between the cylinders. Similarly, the volume of each port can differ slightly and provide an unbalanced amount of performance across the cylinders. All of these problems can be tackled through these tricks.

How much: £33.59 (new, die grinder kit, Machine Mart)

C

The exhaust manifold’s ports must be larger than the ports on the cylinder head.

This helps to stop any waste gases inside the manifold being sucked back in.

The inlet ports either need to be larger than the manifold ports or the same size.This helps to prevent any leftover fuel being sucked back into the fuelling system.

D

Blueprinting You will ideally need a Burette to complete some of the blueprinting techniques we’re about to show over the next few steps.This can be purchased for less than £25.The burette’s tap may need a smear of grease to lubricate it.

E Use clear Perspex to cover a combustion chamber or port.This will enable you to use the burette to fill up a port or chamber with water and measure the volume. Drill a 5 mm hole in the centre of the Perspex for the end of the burette to fit through.

F Starting with the combustion chambers, seal the valves with a smear of grease to prevent water escaping. Fit the spark plugs.

Add a smear of grease around the combustion chamber, then fit the Perspex.

H G Using the burette filled with water, take a measurement on the side of it, then fill the combustion chamber and take another measurement to see how much water has been used. Note the result, then repeat this for the other combustion chambers to see if they are within 0.2 cubic cm.

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Taking the combustion chamber with the largest volume, any chambers that are smaller by more than 0.2 cubic cm can be machined to make them larger. Before machining, find out where you can machine by fitting the head gasket onto the base of the cylinder head and marking around the firing ring.

I After marking the firing ring, you will be able to see where you can safely machine.

Do not machine up to the firing ring as gases may escape.You will need an assortment of grit grinding bits to complete the machining.

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J If you need to machine a combustion chamber, start around the wall of the combustion chamber, next to a valve.This also helps to improve the flow of gases.

L When machining inlet and exhaust ports, don’t open the throats of the ports. Instead, remove any casting marks inside and try to smooth any sharp edges.

O Secure a variable speed electric drill in a vice and fit an exhaust valve. Rotate the valve and cut a smooth angle on the edge of the valve face (not the seat area).

K Try machining between the valve seats.

This area is called the combustion chamber floor. Avoid machining too deep and don’t machine into the valve seat.

M Fit the spark plugs with the electrode facing the inlet valves for optimum combustion.

Mark the tops of the spark plugs to indicate the position of the electrode.

P The weight of the valves is important. Use a set of digital kitchen scales to check each valve weighs roughly the same.

“ALL YOU NEED IS TIME AND PATIENCE — THE WORK INVOLVED REQUIRES LOTS OF MEASUREMENTS”

N

Springs and valves Fit an inlet valve into a pillar drill and use a small grinding bit to blend and smooth the valve seat so it’s polished and smooth.

Q The constant hammering of the collets on a valve can create burrs, which eventually restricts the removal of the valves.These can be removed with some emery paper.

T S R Measure the height of all the inlet valve springs then all the exhaust valve springs to ensure they are the same. Any too tall or short may prove to be less efficient.

Position each spring underneath a pillar drill and on top of digital scales. Pull down on the lever to a specific distance. Note a measurement on the drill’s gauge and the reading on the scales. Make sure all the springs are the same.

Work out the compression ratio Find out your engine size in ccs and divide it by the number of cylinders.This is your swept volume. Next, use a burette and a perspex cover to measure the volume of a cylinder when the piston is at top dead centre (TDC).

V

U Follow the steps under the Blueprinting section for measuring the volume of a combustion chamber. Add this volume and the volume of a cylinder when the piston is atTDC (previous step) together.

Using an old head gasket, measure the diameter of a firing ring (half this figure for the radius) and the depth of the head gasket. Calculate the volume by squaring the radius, multiplying it by 3.14 (Pi) and then multiplying it by the depth of the head gasket. Add this figure to the final figure from step 2.This is the clearance volume.

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W Add the clearance volume (step 3) and the swept volume (step 1) together, then divide by the clearance volume.The result is the compression ratio of your engine.

November 2021

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FIT A FIVE-SPEED

23

Add an extra cog for better cruising Difficulty: Time to fit: 7 hours We’re not really surprised that the five-speed ’box swap is relentlessly popular - the conversion makes a huge amount of sense; the majority of classic Fords were designed and built before motorways and bypasses began to dominate the roads, and their standardfitment four-speed gearboxes run out of revs at motorway cruising speeds.

Fitting a five-speed gearbox, with its typically overdrive fifth gear not only it makes cruising at these speeds more comfortable, it makes your classic Ford more usable, too — and isn’t that what classic Ford ownership is all about?

How much: £350 (used,Type-9, GS Escorts)

MAKE USE OF COMPOSITES Difficulty: Time to fit: 8 hours Combining modern composites with traditional steel and chrome shouldn’t work, but it does. Lighter and often stronger, the rise of materials such as kevlar and carbon fibre in the automotive world has been well-documented – and as a knock-on effect, raising the profile of once-derided fibreglass at the same time.

From bumpers, to interior door panels, dashboards to body panels including roof skins, even steering columns used with deliberate thought, composite panels are a valuable addition to the classic Ford modifying canon, and its use is only going to increase.

How much: £94 (new, GRP Capri RS3100 boot spoiler Old Ford Autos)

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25 ELECTRIC COOLING FAN Keep it cool, keep it hidden...

Difficulty: Time to fit: 1 hour Another age-old mod, but technology and development has improved aftermarket electric cooling fan kits no end, making them very easy to fit and an effective mod.

Standard, engine-driven cooling fans are often not up to the job of keeping a tuned classic Ford at the right running temperature, and so fitting an electric one makes a lot of sense. Working in-conjunction with a thermostat, they only come on when the engine coolant temperature reaches a certain level, and often kits include an override switch to allow you to manually switch the fan on and off from the driver’s seat. Fan blade development means that they’re far more effective at pushing or sucking air through the radiator than the original items, too.

How much: £94.90 (new, 14 inch kit, Burton Power)

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WIDER STEELS Standard(ish) looks for that sleeper build

26 DYNAMO ALTERNATORS They look the part, but are way more efficient Difficulty: Time to fit: 1 hour If the underbonnet originality of your 1950s or 1960s Ford is important, but you still want the benefits of an alternator, a lightweight dynamoalternator – basically an alternator inside a dynamo casing – is just the ticket. Following the classic Lucas C40 outer design, these bolt in place, even using the existing wiring (you just need to bypass the control box), but are machined from aluminium and feature lightweight 50-amp alternators inside, increasing the output.They can be specified with positive or negative earth, too.

How much: £414 (new, Lucas C40-style, WOSP)

Difficulty: Time to fit: 1 hour Before modern casting and machining techniques brought the prices down, if you wanted decent alloy wheels on your classic Ford, you had to pay a lot for the privilege.

The alternative was to bolt on a set of widened steels – they looked great, the grip levels improved (most of the time) and best of all they were affordable. For classic Ford owners, the obvious choice was a set of 5.5x13s, and Dunlop even offered 6x13 and 7x13 widths, and for those on a really tight budget, you could get your own wheels banded to whatever width you desired. After falling out of favour for many years, Lotus steels are now much in demand, with prices for good sets high. A much better and affordable alternative are brand-new steels available in various widths and diameters, and you can even get your originals widened (like these Granada Sport steels) for well under £500.

How much: £226.32 (new, set four 7x13 Lotus-style steels, Retro Ford)

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27

Easy to fit, and make a world of difference

CARB UPGRADES More bangs for your buck Difficulty: Time to fit: 2 hours Nothing says classic performance more than a pair of performance carbs hanging off the end of an inlet manifold.Twin Webers, Dell’Ortos, a set of twins was de rigueur on a performance engine until throttle bodies starting to take over the mantle around a decade ago. But for

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HALOGEN LIGHTS

classic looks with performance, nothing beats the sight and sound of a well set-up pair of twins with rampipes (see number 12) on show and bolted to a decent inlet.

Carbs, linkage and inlet manifolds can be found in the second-hand marketplace for under £500, though reckon on extra for a service kit at the very least.

How much: £450 (pair 40 DCOEs on Crossflow inlet, Speed Shack)

Difficulty: Time to fit: 1 hour Most classic Fords are fitted with sealed-beam headlamps, which even in this day and age, are usually adequate for a standard classic Ford, but once you up the power of your engine, quite often you find that you start to run out of visible road when darkness falls and you’re, ahem, pressing on. Brighter, more effective headlamps, which feature separate Halogen bulbs, have been around for a long time, but have only become standard-fitment on cars in the last two decades. Fortunately, kits to convert your Ford to take Halogens have been around for just as long, and they’re a relatively cheap but effective modern upgrade.They’re easy to fit, too — often they bolt straight in, and at worst you’ll just need to change the connectors over.

How much: £81.60 (pair 7 inch, Rally Design)

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30 RESTO MODS

HOLE FLARE TOOLS improved strength and appearance.

Simply placing the two halves of the die on either side of the properly sized hole drawing the tool together with a standard spanner and hey presto — you’ve got instant motorsport cred for your classic Ford. Just don’t get carried away and start drilling holes in every panel...

Add strength — and some subtle Singer-esque style Difficulty: Time to fit: 1 hour Nothing says Resto Mod more than a few flared (swaged) holes in the bodywork — whether for letting air in, or out, and hole flaring tools are great.

With one easy step you can flare an existing hole in sheet metal panels for

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A

How much: £59.49 (new, 2.5 inch, MotorsportTools)

“NOTHING SAYS RESTO MOD MORE THAN SOME SWAGED HOLES IN THE BODYWORK...”

B

Using a hole flaring tool To stop the holesaw moving around, drill a pilot hole first.Then drill a matching size hole for the flaring tool.

With the two sections of the tool separated, feed one side through the hole, and finger-tighten the other end.

Info

C

D

Tighten both the bolt and nut together.This will draw each part of the tool together, flaring out the metal held in between.

The final stage one is to unbolt the two halves and remove to repeat again where needed.

CONTACTS Bad Boy Classics 01442 219145 www.bbclassics.co.uk

Ralloy 01347 878987 www.ralloy.com

Burton Power 020 8518 9127 www.burtonpower.com

Rally Design 01227 792792 www.rallydesign.co.uk

DanST Engineering 01274 580213 https://danst engineering.co.uk

Retro Ford 01536 204823 www.retroford.co.uk

Digital Speedos 01564 775522 www.digital-speedos. co.uk GS Escorts 0151 4228333 https://gsescorts.co.uk John Brown Wheels 01926 817444 www.johnbrownwheels. com Machine Mart 0115 9565555 www.machinemart. co.uk Motorsport Tools 01758 357000 www.motorsport-tools. com

E Finished.You can see here how the material has been drawn through adding strength to the panel..

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Old Ford Auto Services 01344 422731 www.oldfordautos.co.uk

Speed Shack 01895 449066 www.speedshack.co.uk Superflex 01749 673533 www.superflex.co.uk Vehicle Wiring Products 0115 9305454 www.vehicle wiringproducts.co.uk Webcon 01932 787100 www.webcon.co.uk West Wales Rally Spares 01559 363731 www.westwales rallyspares.co.uk WOSP www.wosperformance. co.uk

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ROKSTOCK CAPRI

Words Daniel Bevis PhotosTrevor Ryan

ROKSTOCK AND TWO SMOKING BARRELS In the early 1970s, ROKSTOCK made its name tuning Capris in the tricky North American market when nobody else would. And today, at the age of 76, the company’s founder is back for a semi-centennial redux.

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ith the enduring popularity of the Capri in Europe, it’s easy to forget just what an obscure curio it is in the USA. It was the closest that Halewood or Cologne got to a production muscle car.

Of course America had a very different perspective; with a veritable feast of Mustangs, Falcons, Galaxies and other brutal V8-powered fare to choose from, the Euro-flavoured Capris arriving in the Lincoln-Mercury dealerships were entering a different kind of market — one that often viewed them with suspicion or disdain, and where they offered much lower profit margins. Salesmen were unenthused, service departments were unsupportive… the poor Capri never really stood a chance in the States.

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There were, however, some very vocal cheerleaders. Visionaries who saw the appeal of the model and — crucially — the potential.

People like Richard Owen Kiser. Founding the Capri Club of Oregon with the hope of geeing up Ford to support the model a bit more, before long Kiser had set up a mail-order parts company, his initials forming the eponymous ‘ROK’ in the name, ROKSTOCK. Having spoken to thousands of Capri owners first-hand and found them generally to be dissatisfied with Lincoln-Mercury’s approach, and also with the knowledge that the company had no plans to import, sell or offer any of the high-performance parts or accessories that Ford of Europe had developed for the Capri, his mission was clear: he would plug the gap himself.

What followed was several years of research and development, turning in 18-hour days, seven days a week, striving to create a Stateside Capri aftermarket. And when he strode into a steel fabrication shop with legal pads full of notes, sketches, designs, wants and needs for suspension products including anti-roll bars, stiffer springs, solid bushings, camber-plates, even a Panhard rod, the intent was clear. With ROKSTOCK, the Capri’s reputation was in safe hands.

Trouble ahead Unfortunately, good intentions aren’t always rewarded, no matter how robust the methodology. Sure, the mail-order business was a runaway success, the bespoke upgraded parts were world-class, and the company even

November 2021

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ROKSTOCK CAPRI

Custom front suspension set-up inspired by the original ROKSTOCK cars.

Classic Torq Thrust rims and Mickey Thompson tyres really fill those X-pack arches.

Interior recalls the Cologne RS3100 ETCC racers.

“I FIRMLY BELIEVE THIS CAR HAS A SOUL, AND IT WANTED IT TO BE A STAR ALL ALONG — WITH A COMBINATION OF USES” began to build its own cars for customers (see boxout), but there was trouble on the horizon. The Capri may have become something of a cult hit thanks in part to Kiser’s efforts, but ultimately Ford decided to call time on the model.

“Somebody from Ford Lincoln-Mercury called me direct to tell me they were killing off the Capri here,” he recalls. “They said ‘Thank you ROKSTOCK, you sold a lot of Capris for us, but we have new plans and the Capri ain’t in them.’ And soon after that, sales and interest in ROKSTOCK Capri parts and cars took a serious nose-dive.” Coupled with the fact that Kiser’s parts designs were being plagiarised 52

November 2021

and sold off cheaper left, right and centre, the situation came to a head in 1981; with the USA experiencing a broader economic meltdown, Kiser was bankrupt. “I lost everything,” he says. “Everything except my registered trademark and my talent.”

Back in white In 2021, however, ROKSTOCK is back. Kiser has returned with a vengeance, spending the last six years working on his magnum opus — the Capri you see here. It’s a real departure from the brand’s classic-looking road-andtrack RSR Turbos of the 1970s; indeed, you’ve probably spotted the colossal V8 struggling to

be contained by the bulging bonnet. “I built this crazy damn Boss 351ci Capri for its wow factor,” he grins, “and to sell it as an original ROKSTOCK Capri. At 76 years old, hell, who knows — I could drop dead tomorrow and where would that put this ROKSTOCK brand and its history?”

So this is a last roll of the dice then? No, not at all. Think of it more as a legendary name being refreshed for a new generation.

Having found this 1976 Capri II already running a V8 but in a fairly sorry state, Kiser could immediately see the potential.

“I firmly believe that this car has a soul,” he says. “It wanted to be a star all along;

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something with a combination of uses; a street rod, a hot rod, a bit drag racer, a little bit show car.”

Kiser painstakingly carried out the vast majority of the work on the car himself, financing it all out of his own pocket.

“I also had lots of help from my car pals — Jeff Hamm, Tony Leckband, Ron Carmickle, Rod Singleterry, Carl and Trevor Reed, Ken Dexter and a host of others,” he explains, “and the motor was built by two pro engine builders. I believe there’s only one 351ci Cleveland engine in a Capri in the USA — and you’re looking at it.”

Superbly-detailed Cleveland V8 packs over 450 bhp.

Big changes The chassis positively bristles with ROKSTOCK DNA, with the suspension system being entirely reworked to his own designs with all of his bespoke-developed upgrades. The brakes have been massively enhanced to haul up that shouty 457 bhp grunt, and the interior fuses all the race car addenda you could desire with just enough elements of the standard car to keep the ethos grounded. The exterior aspect is one that Kiser’s particularly proud of, finished in the same Wimbledon White as you’d find on a Shelby GT350, and wearing a racer patina rather than any pretensions to scooping show-and-shine trophies. This is a machine of pure and focused intent. And it’s evident from every inch that this has been a labour of love — the attention to detail throughout is off the scale.

“Back in the 1970s, around 33,000 Capri owners in the US subscribed to my RS catalogue, out of 518,000 cars imported,” Kiser says. “Quite a feat for a tiny aftermarket company, and remember there was no internet then! I am very proud of ROKSTOCK’s accomplishments, and above all for helping many thousands of Capri owners make their car a better-looking, better-running, better

SUPERCAR SLAYERS As well as supplying parts by mail-order, ROKSTOCK also built 18 RSRTurbo Capri IIs for customers, and sent out another 12-15 complete RSR turbo packages complete with a serial number. With a turbo package developed for the 2.8-litre Cologne engine, these cars were very well received by the media in period.

Kiser’s work to tune the engines and get around smog emissions resulted in around 200 bhp — heady stuff in their 1976-1977 heyday — and a number of automotive publications placed the RSR Turbo ahead of the contemporary Porsche 911 SC and Ferrari 308 GTB in terms of performance. Much like Shelby’s Mustangs could make mincemeat of far more exotic fare for a much lower price, so could ROKSTOCK’s Capris. It’s a genuine story of what could have been, and the few original RSRTurbos that remain have become hugely sought-after collectors’ items.

Rick’s firmly looking to the future with this new car.

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November 2021

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ROKSTOCK CAPRI

overall performance car.” And this modern V8 redux? It’s for sale, the $215,000 asking price representing not just six years of labour, but a promise of something one-off with an iconic name attached to it. Kiser believes this car will make its way back to Europe, the market that always embraced the model more keenly, and sees it as a vivid representation of the game he’s been playing for half a century.

“All one has to do is look through any ROKSTOCK catalogue to see the designs and products going back to 1972-1973,” he muses. “ROKSTOCK was the first Capri aftermarket parts and accessories company in North America. I never wanted to sue anyone for the trademark infringements — what happened, well, it happened.” But Kiser intends to set the record straight with a forthcoming book, telling the real story of Capri tuning in America. In the meantime, he’s got his hands full building cars again — there will be more ROKSTOCK Capris, but none quite like the one you see here.

This wasn’t just a project build, it was therapy and validation. A second chance for a brand that, much like the car it served, always deserved bigger and brighter things.

Tech Spec Body 1976 Capri II, fibreglass X-Pack wings, vented bonnet, custom bonnet scoop, nerf bars, custom front airdam, ducktail spoiler. Paint: Wimbledon White

Engine

Clear bonnet scoop reveals the Capri’s powerhouse.

Ford 9 inch axle puts the power down.

351ci Cleveland V8, Boss 351 spec, big valves, high-lift Comp Cams, Australian Aluminium heads, aluminium mediumrise intake manifold, DeTomaso Pantera finned valve covers, electric fuel pump, 12-gallon fuel cell, custom exhaust system by Jeff Hamm. Power: 457 bhp

Transmission C6 3-speed auto, 9 inch rear-end (3.51 ratio),Yukon Nodular third member carrier, 32-splineTraction-Lok gears, HD 32-spline axles, Hughes 26/32 stall torque converter, B&M shifter

Suspension Fully reinforced and re-engineered chassis, custom ROKSTOCK RS-spec suspension set-up

Brakes Hi-spec four-pots (front), Wilwood threepots (rear), grooved discs, AVO Capri HD master cylinder

Wheels and tyres American RacingTorqThrust wheels, MickeyThompson ET Street S/S tyres

Interior Cobra Monaco Pro seats, Simpson harnesses, custom rollcage, custom dash (no speedo), toggle switches, start button, window nets

Contact ROKSTOCK: rsrturbocapri@gmail.com, ROKSTOCK.com

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EVENT REPORT

RETRO RIDEGS GATHERIN

CONTACT Retro Rides Gathering www.retroridesgathering.com

GATHERING ROUND After 2020’s enforced absence, the Retro Rides Gathering was back with a vengeance at Shelsley Walsh with an eclectic mix of road and competition cars making the most of the world-famous hillclimb. e’ve missed The Gathering in its absence last year, but it all soon became very familiar very quickly.

Convoys to the campsite. Bidding on nonsense at the tat auction, sheltering from the monsoons amid thunder and lightning inside flimsy shelters. Then waking up in a puddle-filled tent questioning one’s life decisions all before the car bit of the weekend has even started.

Probably for the best that a camera wasn’t even switched on, and we just waited until the main show-day on Sunday to get professional! And a proper show it is. The snaking queues filled with all sorts of oddball machinery trying to get in and join the epic displays on site can be quite an overwhelming sight (and overwhelming to some old cooling systems!). The actual showground at Shelsley Walsh is a huge field on an ever-increasing hill of preposterous angles near the far end. The club stands are

Words and Photos Adrian Brannan

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carefully arranged at the end closer towards the track, but far up the hill it’s not just fitness levels that will be pleased at your effort, as retro car fans will be rewarded by some of the most random and eclectic mixes of vehicles in the unbooked retro parking area. And yes, as you can see from some photos it really is steep, that isn’t a tilted camera for effect!

This obviously isn’t a Ford show, but every year more blue oval clubs and individual cars do attend which is great to see. What we would like to see though is more people with Fords that evoke the true Retro Rides ethos attending! Lowness, cool wheels and models that are a bit leftfield of the typical would be our main take on the Retro Rides style. Add in to that some bold undertaking of the hillclimb and you’ve got a perfect recipe for the Retro Rides Gathering!

The Sunday hillclimb is unique being a casual event at the UK’s oldest motorsport venue. Yes there are some epic competition cars showing their stuff on track, but there’s also always a bizarre selection of the unlikely and the underpowered too taking on the famous incline which can be even more entertaining than the usual! If your car is old enough to be approved, countless runs for just £40 are up for the taking in front of crowds of retro car lovers. And even if you can’t be much of a spectacle on the hill there’s always the infamous burnouts which become an ever-increasing series of one upmanship. At the tat auction Sierra legend, Robin Ball even paid £80 to perform a single lunchtime burnout to try and beat my usual paddock-filling smoke-fest!

If this sounds your kind of thing keep an eye on the Retro Rides forum and their very active social media channels for all the info on next year’s Gathering.

LIKE YOUR CAR!

JOHN MORGAN CAR: ANGLIA 105E The club areas brought together a huge mix of marques — with plenty of classic Fords.

Spec: hillclimb-prepped, 2-litre BDG, coil-overs, five-linked There were a few familiar sights around the ShelsleyWalsh paddock, but one car that was creating quite a stir was a 105E in a distinctive colour scheme. On closer inspection this was no simple Anglia. John showed us under the bonnet where a well-specced BDG lived, and at the rear a five-linked axle complete with coil-overs and a Gripper diff. John is no stranger to a serious hillclimber as he told us of how he xxxxxx

Adrian Hall’s infamous S2000 turbo Mk2 Escort shares paddock space with one of Liam Stolton’s creations.

Below: it’s official — threespoke rims are cool again.

used to compete in both an Escort Cosworth and a Bastos-liveried Sierra Cosworth, but it was a Millington-powered Mk2 Escort which made way for the 105E.The Anglia was quite the crowd pleaser with its ferocious induction roar and John not being scared to smoke up the tyres and properly go for it on the hill.A brave man indeed as he told us of how although it has all the usual Escort parts, the short wheelbase made it quite a lot snappier than it’s more commonly-used big brother!

EVENT REPORT

RETRO RIDEGS GATHERIN

Look, no hands!

Whitewalls; look class on this Anglia Super.

Transit screams sleeper. Below: Zak Williamson’s Mk4 Estate heads up the Auto Perfection stand.

LIKE YOUR CAR!

CHARLIE SHURETY CAR: MK5 CORTINA ESTATE Spec: recommissioned scrapyard find You never know what you might find at the Gathering. This Mk5 Cortina Estate caught our attention as it looked honest and wasn’t crazy money. Charlie had only very recently bought this car from a scrapyard who had taken possession of an elderly owner’s fleet when they had given up driving.The Estate was deemed savable, so an offer was

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accepted and the recommissioning began.

All sorts of service parts and beyond were used from electrics to the head gasket to the brakes, but an intensive seven days saw the Cortina revived and ready to show. Charlie’s car was receiving a lot of attention, but he was in two minds if he would go through with a sale or just keep it and lower it.We’d probably go with the latter!

LIKE YOUR CAR!

BARRY WILLIAMS CAR: MK2 ESCORT 1.6L Spec: untouched ex-demonstrator Some cars don’t scream for attention, but they do stand out a mile. BarryWilliams’ Mk2 Escort is one of these — a beautiful survivor car which has been in the family since new, and one which has been kept as original as possible while still having lived a full life. Barry’s Dad regularly bought brand-new cars from his Ford dealer, this 1.6L four-door MK2 being a slightly unusual car from the norm as it was seemingly one of the 100 demonstrators from the Saarlouis factory complete with some interesting details

to lure in buyers who probably would forget the extras by the time their car arrived! Details such as aWeber twin-choke, Beta cloth seats and round headlights set these cars apart from the usual L specification.

The distinctive numberplate was transferred from Barry’s Dad’s previous Mk1, and thankfully not subsequently transferred to the replacement B-reg Orion when time came to replace the Mk2, as Barry’s Dad decided just to keep the car instead of accept the dealership’s lowball trade-in offer!

1980s Fords are always out in force at the Gathering, with Mk3 Escorts at the front.

Right: Honda K20 in a Sapphire?

You’d better believe it!

November 2021

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EVENT REPORT

RETRO RIDEGS GATHERIN

John Morgan punches his BDG Anglia off the line — see more of this car on page 57.

ST170 turbo power for this Mk3 Capri.

Liam Stolton’s Mk3 is rotary-powered and sounds incredible.

LIKE YOUR CAR!

MARK BOUCHER CAR: MK1 ESCORT Spec: CosworthYB,T34 turbo, Cibies Mark sold his dream car to fund this project, an Escort Cosworth, and the result is a unique interpretation .This Mk1 Escort clearly a very personal project and features some quite dramatic yet not always immediately noticeable modifications.

Some being quite obvious like the Cibies, McLaren paint and MARK badging, but

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others such as the fully-tucked loom and shaved door handles not quite as immediately apparent — as they simply aren’t there! Under the bonnet a classic CossieYB conversion with green injectors and aT34 turbo, which are bound to make this show queen more than capable to become an absolute animal when the time is right.

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67

GRANADA GHIA X Ford heritage: The Mk2 2.3 Ghia X is extraordinarily rare these days, but that wasn’t Jaz Duley’s sole reason for restoring one.

No, this is a tale of love and respect across the generations.

Words Daniel Bevis Photos Adrian Brannan

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November 2021

he parental influence is almost certainly the strongest factor when it comes to inspiring passion for all things automotive in people like us. Sure, there will be folks who get interested in cars off their own bat, but more often than not we find with feature car owners that it was their mum or dad who influenced them most greatly. Or perhaps a beloved uncle or grandparent. And it follows that the cars we aspire to own when we grow up are so often akin to those that sat on the family driveway when we were kids, and it’s not uncommon for people to buy, say

T

Mk1 Escorts or Mk5 Cortinas solely because that’s what they used to go to school and on holiday in the back of.

What’s perhaps rarer, however, is to actually be tinkering with the very car that your dad owned, decades down the line — but this is the rarefied position Jaz Duley found himself in when it came to the rejuvenation of this Granada 2.3 Ghia X.

Second in “My dad is this car’s second owner, and he bought it on June 1, 1985,” says Jaz.

“So it’s been with us for 36 years of its 38-year life.” Growing up around such an imposing and impressive family runabout, it’s no surprise that Jaz had a keen interest in cars; indeed, he’d been wanting to be a mechanic ever since he was five years old.

“Once I was of age, I started an apprenticeship at a local garage,” he recalls.

“I was repairing and restoring old Saabs, and it helped me to develop a passion for doing such things with my own cars. I started off with a Mini at the age of 18 and fully restored that; afterwards I traded up to a Mk2 Cavalier

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Above: 2.3 now scarily rare. Right: 36 years of ownership mean plenty of family memories.

“JAZ ALWAYS FANCIED THE IDEA OF RESTORING HIS DAD’S GHIA X TO PROPERLY DO IT JUSTICE” and restored that too, then did it all again with a BMW E30 and then a Mercedes 190E 2.3-16 Cosworth.”

He’d certainly earned his chops by this point, and the more his skillset grew, the more he developed a keen eye on the increasingly dishevelled Granada that was getting further past its best as the years went by. You see, with Jaz’s family moving from Birmingham to Wolverhampton in 1989 and his dad working two jobs, there was less and less time to pay attention to the car, until eventually it reached a point where it seemed almost beyond salvation. Jaz had always fancied the idea of restoring his dad’s Ghia X to properly do it justice though, and with a significant milestone approaching, the time felt right: his 60th birthday was coming up, and a restored Granada would be the perfect gift.

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“I completely stripped the car down to a bare shell, and removed the engine,” says Jaz. “The panels and doors came off until it was just a bare frame. I had to reconstruct the wing rails due to corrosion, as well as the jacking points, welding in new metal to get it all perfect. It was necessary to source various panels, including new front wings, lower and upper front panels and headlight panel, as well as a decent second-hand bonnet and both front doors. With new rear arches welded in it was then time to prep for paint.”

The particularly endearing part of this deep-dive resto is that it didn’t all happen in some clinical ice-white and air-tight facility; in fact, it was all done in the back garden. Jaz has been a member of the West Midlands Ford Club since 2009 and has been showing the Granada (and winning trophies) since its

completion, and always enjoys blowing people’s minds with the revelation that this flawless resto was entirely garden-built.

Pro paint Naturally he didn’t spray it out there on the lawn, that might’ve been a gamble too far.

“Once it was prepped for paint, I loaded the shell onto a transporter and took it to where I was working at the time to make use of the spray booth,” he explains. “That’s where the shell was professionally painted, and the following morning I trailered it back to the garden and began the reassembly.”

It wasn’t just the metalwork that received Jaz’s expert attention. With the V6 out of the car, he set about fully rebuilding it, the heads fitted with hardened valve seats. The braking system has been fully overhauled and

Subscribe: 01959 543747, www.classicfordmag.co.uk

heritage: granada ghia x

The car came with cloth as standard, but Jaz decided to get it retrimmed locally in stunning leather.

refreshed, as has the fuelling system. “It’s a complete nut-and-bolt restoration,” he assures us. “No stone was left unturned! So many parts had to be sourced, it’s a very long list.

And when the interior was stripped out, I sent all that up to Dave Haden in Walsall, who completely renovated everything to a very high standard.”

As the stars aligned and the Granada found itself returned fabulously to its former glory, Jaz was able to proudly present the finished product to his father on his 60th birthday. The response was, as you might imagine, pretty emotional all round. And the ultra-rare executive saloon hasn’t been resting on its laurels since — the car was put to use at Jaz’s brother’s wedding, and again at a cousin’s wedding, and can you think of a more appropriate vehicle to wear those white

Since completion, the Mk2’s been put to good use, including two family weddings.

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Much bodywork was needed, including the fabrication of new inner wing rails.

Jaz completely rebuilt the 2.3, adding hardened valve seats to the heads to safely run unleaded fuel.

SPOT THE DIFFERENCE THE SUBTLE UPGRADES

“THIS ISN’T JUST A BEAUTIFULLYRESTORED GRANADA, IT’S ONE OF THE FAMILY” ribbons? Forget your cliched Silver Shadow, this old Granny is a pure expression of 1980s class.

“There are a lot of people I need to thank for their help along the way,” says Jaz. “My manager from my previous job, Antony Clap, for allowing me to use the facilities and spray the car, and the West Midlands Ford Club who advised and helped me throughout the project — a big thank-you to the chairman, Andy Hunter. And of course my parents, who have always supported me.”

This support clearly works both ways, and the evidence is right here before us. There might be many reasons for a Ford enthusiast to want to save a Mk2 Granada 2.3 Ghia X — after all, second-gen Grannies are pretty thin on the ground these days; the top-of-the-line Ghia X spec level is the model that’s perhaps more likely than most to have been saved by 72

November 2021

the odd fanatic here and there, although the likelihood is that most of these will be running the 2.8-litre Cologne engine… but a 2.3? No, that’s not something you see very often at all.

This car is ludicrously rare in 2021. But club accolades and pats on the back weren’t the key impetus for this rescue mission; it’s all down to family ties, DNA, love and respect. Jaz is a lifelong motoring obsessive, and this ingrained passion is largely attributable to his parents.

The opportunity to pay back those years of mutual automotive joy with such a project was too good to be true — and the results we see today? This isn’t just a beautifully restored Granada. It’s one of the family.

Contact: West Midlands Ford Club, 01902 787336, granadaginger@hotmail.co.uk; D Haden Upholstery, 01543 375437, www.dhaden.co.uk.

The eagle-eyed will no doubt be poring Xxxxxxxx over this nut-and-bolt restoration to analyse the period details, and Jaz is happy to fill us in on the areas where he chose to deviate from factory-stock and put his own twist on the Granada: “The car originally came with a cloth interior, which I upgraded to leather,” he says. “I also replaced the four-speed gearbox with a five-speed. I changed the timing gear; originally it would have had a nylon gear so I upgraded it to aluminium.The stock rocker covers have been replaced with chrome-plated ones.

What else? Oh yes, the factory tyres would have been 190/65/390s, but I’ve fitted 200/60/390s. Originally the car would have come with front fog lights only, but this one’s now got spotlights too. And finally, I replaced the original orange front indicators with clear ones.”

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EVENT REPORT

SUMMIT RUN Organiser Padraig Murphy headed the field of cars through the back roads in his own rally-spec Mk2 Escort.

CONTACT The Summit Show and Run www.facebook.com/thesummitrun

REACHING NEW HEIGHTS Northern Ireland’s weekend-long Summit Run is an event worthy of more recognition than just a meet up and run out. This was a classic Ford enthusiast’s dream. ver 80 cars started from the Knockninny Country House and Marina close to Enniskillen and crisscrossed the Fermanagh and Cavan border with the trip to the summit of Slieve Rusheen, via a privately-owned quarry road — used for a stage rally in 2000 — the highlight. Back then the Stig (the real one) Blomqvist and Hannu Mikkola were among the entries, but on this run the cars and owners putting the effort in to attend were the stars.

Open to pre-1985 Fords and retro rally cars occasionally the two mixed but it was the mix of winding and open roads that catered for the gentle-paced drivers too, all there raising money for Parkinson’s Support Fermanagh.

Words and Photos William Neill

O

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November 2021

Emer Murphy, daughter of organiser Padraig, who was diagnosed with Parkinson’s himself 16-years-ago, picks up on how the event started: “Dad has always been interested in cars, keen on rallying, had his Mk2 Escort and enjoyed going to these type of events before he made an opportunity out of uncertainty.”

If you visit the island of Ireland for a few days, make it the Summit Run weekend. Set in a beautiful part of Northern Ireland; take in Enniskillen’s nearby attractions such as Cuilcagh Boardwalk known as Stairway to Heaven or the Marble Arch Caves. And with Belfast city around an hour and a half away, it’s the perfect spin in a Ford. Run in conjunction with the Irish Escort Club, there will always be a helping hand for Blue Oval fans.

From left, owner Tommy Slevin, Raymond McManus and Anthony Smith talk under the bonnet.

A left-hand drive Transit kept up with the cars

A tight squeeze. The run brought cars through a quarry, over mountains, along public roads and through laneways.

A two-day event, the public had the opportunity to see cars parked at the event headquarters.

LIKE YOUR CAR!

TERRY DEVLIN CAR: MK2 ESCORT Spec: arched, 2-litre Zetec on throttle bodies, full cage The run was “exceptional” according toTerry Devlin who racked up 460-miles over two-days between travelling and the demanding route itself. “I’ve never been on a run that had so many spectators waiting at nearly every junction,” said the Escort owner. “That was crazy.” Running close to the front of the field, the prize-winning Escort owner was pleased to xxxxxx A Cosworth-powered Escort owned by Dermot Gallagher takes a rest at the lunch halt.

Below: owner of this 1975 registered Mk1, Paddy Owens (left), and Adrian Reynolds catch up at the show.

A sure way of knowing you crossed the Irish border is the yellow roadside markings.

be among those from rally fame with the likes of Frank and Donagh Kelly just ahead. But his road car was high-spec too, running a 2-litre Zetec with throttle bodies, upgraded suspension and brakes with a full roll cage.

Nine years from completing a two and a half year restoration and bringing his car across Ireland since its first car of the show award at the Sligo Neal Egan event, Devlin put the 2021 Summit down as, “the best”.

EVENT REPORT

SUMMIT RUN

It may have been run in conjunction with the Irish Escort Club but others had fun too like this Anglia owner.

OUR THREE STANDOUT MOMENTS

How we like to be welcomed (with a rally Escort) at a venue like Knockninny Country House and Marina.

One. Rally cars on the road again Irish rallying largely happens on closed public roads and, with the pandemic ongoing, the sport hasn’t been able to continue like it was from early 2020 so a road run was all the excuse needed to stretch the legs of the garaged machines once more with the Campbell team of cars among the most spectacular.

Commercials don’t have to be just practical — they can be pretty special like the Anglia van. Run on Sunday, work on Monday.

Two. Antiques house stop-off Come lunch, feed people and they will be happy. Give them a themed setting and all the better. McNean Antiques and Salvage, rammed with motoring memorabilia and more, provided a rest stop in Blacklion before the return loop.This could have been an expensive lunch.

Three. Fine detail organisation Between marshals on motorbikes at each junction, to signage and residents standing road side this was more than a casual run. A late change to the route itself due to resurfacing proved the fine tuning organisers went to.

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November 2021

On reflection (sorry) the Summit Run was a great success for both the chosen charity and participants.

The Car Cave Scotland Unit 6A Butlerfield Industrial Estate Bonnyrigg, Midlothian e. alan@carcavescotland.co.uk t. 01875 820527

Car Cave (Scotland) Ltd 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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MAY 6-9 2022

JOIN US ON THE 2022 CLASSIC FORD TOUR We are pleased to announce that details of the 2022 Classic Ford Tour have been confirmed, and we’re off to Bruges in Belgium! Our four-day, three-night 2022 Classic Ford Tour will take place over the long weekend of May 6-9, 2022, and will be to the Medieval city of Bruges. Known as the Venice of the north, Bruges, is a well-preserved city where the entire historic centre has been recognised as a UNESCO world heritage site. The attractions of this magical place include a wide range of museums, churches, historical buildings and canals and streets that can be explored by boat, foot or horse!

This is a great tour and includes a day at leisure in Bruges to sample the local breweries or chocolatiers, with the option to display your car in the historic city. On the other day, there’s an optional drive into Holland, following the Dutch Coast for some great photo opportunities, followed by an afternoon in the charming Dutch town of Sluis. The hotel has a great indoor/outdoor car park and is only a short drive or 30 minute walk from the centre of Bruges.

We hope to see you at the ferry port!

The tour costs £399 per person – to reserve your place with our tour organisers, Scenic CarTours, call 01732 879153 or go to: www.sceniccartours.com/classic-ford-bruges

What’s Included: • Return P&O Ferry Crossing from Dover to Calais (other crossing options available) • 3 Nights at the Velotel Hotel, Bruges • Dutch Coastal Run & visit to Sluis • Classic Ford Car Display in Bruges • Optional visit to Ypres & WWI Battlefields • Buffet Breakfast each morning and Dinners as meal basis below • Detailed Road Book featuring Maps, Great Drives & Local Attractions • Commemorative Classic Ford Tour Rally Plate • Complimentary Car Parking at the Hotel

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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.

PLENTY OF LOVE FOR THE XR4i

Gone green

You don’t see many Sierra XR4is around nowadays, and to be fair you didn’t see to many around in the mid 1980s. The Sierra was a hard sell back in 1983, so the extrovert XR4i with plastic body cladding and outrageous bi plane rear spoiler was possibly a step too far for Cortina man.

Thankfully, today the car has a cult following and thanks to social media, we’re able to host a Annual National Meeting.

This year’s meeting took place at the Old Ford Rally at Gaydon, with 12 bi-planes out of an estimated 94 left on the road lined up,

BE SURE TO RATE & REVIEW US

★★★★★

from Tony Gilder’s very early dealer demonstrator launch car, to Mark Hoppers late 1985 model — only one of a handful now left.

Turbo XR4is are even rarer, so we were lucky to have Jason Kew’s Turbo Technics and Darren Mann’s Janspeed-converted cars attend this year.

By the way, I’ve owned my 1984 fullyoptioned ex-Ford Nimbus Grey car for 36 years!

Tony McClean UK

GET IT ON THE MOVE Download the digital edition today! http://bit.ly/digitalclassicford

I enjoyed the interesting green Escort Sport article in the August issue — it’s the first time I have seen another Escort with green interior. My car is Australian-made and I bought it new there but now have returned to New Zealand with it. I recently obtained a report from Ford Australia for the car and it said only four cars were made with green interior.

Ross Hall New Zealand

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.

JC Classic Garage: I love being lost in the middle of nature.

Eastenders Capri Thought I would drop you an email regarding my car I currently own . I noticed in a recent edition that a few Capris were featured and a note that the EastEnders Capri might be around still. The car I own, NOJ 234X was owned by the BBC for six years and was used under various different registration numbers in Eastenders during that time. It has a nice history including a V5 which shows the BBC as the keeper on the logbook. It is an early four-speed with Carla check interior.

Wayne Tutin UK

Lukas Stearman: I didn’t need another car but...

Tommy Gunn: She’s looking clean.

Not rusty This non-Rusty Corner candidate was photographed today in Port Douglas, Queensland, Australia.

It seems to be in remarkable condition, still in use as a working vehicle with a trailer hitched to it as well.

Not sure why it had a Victoria state registration number — it’s many kilometres from that state.

Robert Mothersole Australia

Stephan Schaade: After months not working on the Mille Miglia Taunus 15M tribute car, today it got its wings and lights back.

Luke Smith: Just want to be back in the Escort bombing about.

Richard Hopkins: Nick Shorter’s XR Challenge car at Santa Pod.

David Ford: My old Mk1 Fiesta 1.3GL. Sold it in August 2014 and have regretted it ever since.

November 2021

81

Mel Taylor

YOUR PROJECTS!

From: UK Car: Mk2 Capri “This is my Mk2 3.0S Capri,’ says Mel. “It was my stepfather’s car of which his dad bought him when it was three years old. The car had a big restoration in the late 1980, then it was stored away in the early 1990s so when i acquired it, it just needed an engine build, a rear lower valence, driver’s door and paint. It’s been completely stripped down and every part exchanged or restored, with Janspeed exhausts, LSD and 2.8i suspension the only changes.”

Alessio

From: UK Projects: 100E, Mk1 Escort, Mk2 Escort “My uncle Jo is the key man behind these,” reckons Alessio. “The 100E Popular was completely rebuilt by him, he even sprayed it and did the interior himself. Then we have a Mk2 Escort that’s being Group 4 rally prepared - it was purely a shell and we are also working on a Mk1 Escort 1600GT, fixing all the lighting, interior and engine.”

“My uncle started rallying back in the 1960s and has been building cars in his garage that he extended himself since then!”

Mel’s Mk2 3.0S is simply stunning!

Dave George From: UK Cars: Mk1 Granadas “Here are my pair of Mk1s,” says Dave. “The stretched Coupe is from 1976 and one of only two

Dave owns a right rare pair of Mk1s.

82

November 2021

currently in England — I’ve owned this car since 1997. The limo I’ve owned since 1993 and was driven by Peter Kay in a special Granada Reports programme.”

100E and Mk2 Escort are currently getting some love in the garage.

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November 2021/issue 308 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: Graham Bahr, Daniel Bevis, Adrian Brannan, Jon Cass, Rob Hawkins, William Neill, Robb Pritchard, Mike Renaut, Christian Tilbury, Paul Wager Photography: Graham Bahr, Adrian Brannan, Jon Cass, Rob Hawkins, Magic Car Pics, William Neill, Robb Pritchard, Matt Richardson, Trevor Ryan 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

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IMPROVING YOUR CLASSIC FORD JUST GOT EASIER

Know this

PINTO MANIFOLD TEST We’ve tested a variety of carbs on our 2-litre Pinto, now it’s the turn of exhaust manifolds — with surprising results.

Words and Photos Graham Bahr

M

88

ost are well aware that too big a carburettor has downsides, it gives a weaker signal to the carb jets so low speed power disappears, but generally we only view an exhaust as a restriction so bigger is better right? In my youth I had a Hillman Imp Sport with a mere 875cc and 55 bhp. Looking for more power I fabricated an enormous (by Imp standards) manifold and system, it looked good and sounded great (OK, very noisy) but it made it slower. Eventually I got it going OK but ended up with bigger main jets than normally found in a modified 3-litre Capri engine.

With memories of my Imp and last issue’s carb test in mind, I simply had to do an exhaust manifold test.The plan was, take a fairly standard Pinto and three different but similar manifolds — a small bore 4-2-1 as fitted to most Escorts/Capris; a big-bore three-piece 4-2-1 which was arguably too big for the test engine spec; and a totally over-the-top, five-piece 4-2-1 race manifold.Then uprate the engine and rerun the tests. For the first three tests the engine had a 9.7:1 compression ratio.The cylinder head was lightly modified, three-angle valve seats, a bit of smoothing on short turns and a Piper 285 cam. Induction for all the tests was twin 45 DCOEs carbs with 36 mm chokes.

November 2021

Test 1 The small-bore 4-2-1 produced peaks of 138.5 bhp @ 5800 rpm and 137.3 lb.ft @ 4300 rpm. A nice power run with no dramas.

Above: the threepiece manifold didn’t fair too well in the tests.

Test 2 The three-piece manifold was bolted on, the plan was to do a couple of pulls and see what happened, I warmed the motor up, hit the go button, and just as the dyno loaded the engine the wideband o2 sensor went offline! Never mind, I thought, I would just run it anyway — I wouldn’t know what the mixture was doing but I didn’t expect it to be a mile off, and in any case mild spec motors are actually quite tolerant and your unlikely to hurt one if the mixtures a bit off.

As the revs went up the motor did sound pretty flat, but as the dyno controls the acceleration rate you don’t get the same seat of pants feel like you do driving a car down on power — it just didn’t sound the same. Power run concluded, and a couple of clicks later the results were in.

It was hugely different and not for the good — we had dropped a ton of torque right through the rev range, and pulling the spark plugs showed it was lean as hell.

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

OUR PROJECTS

98

Updates on Ade’s Sierra and Simon’s Mk1 Cortina

STANDARD ENGINE Five-piece manifold

Three-piece manifold

Small-bore manifold

102 EXPERTLetters ClassicFord CLINIC Problem with your classic Ford? We’re here to help

“WITH LAST ISSUE’S PINTO CARB TEST IN MIND, I JUST HAD TO RUN A MANIFOLD ONE”

MODIFIED ENGINE Five-piece manifold

Three-piece manifold

Small-bore manifold

AboutGraham

Switching to my spare wideband o2 sensor, I spent an age trying to sort the mixture, trying to get enough fuel into the engine without over fuelling, and I ended up with a very strange jet combination.

So what was going on? Simply I had turned the Pinto motor into my Hillman Imp one.The big bore had lost all the scavenge effect from the exhaust. I eventually wrung 135.1 bhp @5800 rpm and 133.9 lb.ft @4500 rpm from it, but the power curve was worse thanTest 1 everywhere.

Test 3 With the three-piece manifold being a disaster, I didn’t have much hope for the big money five-piece race manifold.

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Top graph: Long primaries help the five-piece race manifold outperform the big-bore three-piece.

Bottom graph : Three manifolds, six tests, and surprisingly little difference. Bang for buck, the cheap small bore was a winner by a mile.

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

Back in those days, long before the internet and a rolling road in every town, you just took everyone’s word that a certain carb or modification would add at least 10 bhp.

For a while in the late 1980s I worked on the retail side selling cams, manifolds, carbs and so on. It was a bit of an eye opener when I realised a lot of figures given out were just that, figures, often made up just to sell stuff. Car mags were still the be all and end off information, and David Vizard was busy pulling at the throttles of engine dynos and writing something every week. His stuff really fascinated me. Then the legend that is Dave Walker appeared on the scene and wrote actual factual stuff and gave us real, sometimes controversial results. Oh how I was envious of those guys!

November 2021

89

“BIGGER ISN’T ALWAYS BETTER, BUT SOMETIMES EVEN BIGGER ISN’T SO BAD AT ALL”

Skimming the head is an easy route to more compression.

While very pretty, it was an even bigger bore, and surely the much longer primaries with obviously a greater internal volume would be a total waste of time, so was it worth even testing? Well if you don’t test you won’t know.

First pulls were encouraging, I had to reduce main jets a coupe of sizes to what seemed more appropriate, a sign that this manifold was now producing some scavenge.

Peak power was 138.9 bhp @ 6000 rpm and 138 lb.ft @ 4400 rpm, but between 3000 and 3500 rpm this manifold lost a bunch of torque to both the others. However, given it’s a properly-developed race manifold not intended for such low revs, that’s hardly surprising. But after 3500 rpm it basically matched the small bore all the way to 6500 rpm.

Engine upgrade To further test the manifolds, I wanted to upgrade the engine which really meant a sizable cam swap.

Unfortunately, I didn’t have a head available I could run a full race cam in, and while I could of ported the head from the test engine, that would of only increased power right through the rev range, it wouldn’t of changed the power curve or engine characteristics. For that you really need to change the valve timing, so I simply swapped the cam for a Brisca F2 oval cam and at the same time bumped the compression up a half a ratio.The compression increase wasn’t enough to produce any big power figures but enough to help the cam actually do something.

Test 4 Back to the small-bore manifold. We now had 151.4 bhp @ 6400 rpm and 140.9 lb.ft @ 5300 rpm.

Definitely the good, the bad and the ugly, though we’re not sure in which order...

Test 5 Surely with the extra revs the motor was now pulling, the big-bore three-piece manifold was going to work better?

No! Like before it was a bugger to jet for. We got 150.2 bhp @ 6700 rpm and 139 lb.ft @ 4900 rpm.The power curve it gave was much closer to its smaller brother but still down right through the rev range.

Test 6 Would the expensive five-piece manifold shine? Not really.

Between 3500 and 5000 rpm it was the best of the bunch but from there all the way to 7000 rpm it was pretty equal to the others. For the record we recorded peaks of 148.2 bhp @ 6100 rpm and 139.2 lb.ft @ 4900 rpm.

Bigger is not always better So what have we learned? Well bigger isn’t always better but sometimes even bigger isn’t so bad after all! What is surprising is how little performance difference there was between the manifolds. On a cost basis the cheapest one, the small-bore, wins hands down.The three-piece was not only the hardest to jet, it also gave the lowest average torque figure of the three. It looks like I need to repeat these tests with a more potent engine with a higher rev potential.

90

November 2021

Whatis scavenge?

First you have to understand the most restrictive point of the exhaust system is actually the exhaust valve and seat in the head. When the exhaust valve opens, big glugs of exhaust gasses shoot out. If you have the right sized exhaust manifold, that glug and the restriction at the valve, creates a strong vacuum behind it and will actually suck any remaining exhaust gases out and at the same time start pulling air in through the inlet valves before the piston has even started to go down the bore. Get it right and it’s a powerful pulse which greatly adds to the inlet efficiency and

gives a real sharp pull the carb jets and gets plenty of fuel flowing early in the induction stroke. Go too big on the exhaust manifold and the gasses slow too much and you loose that suction (scavenge) which is why even though the three-piece manifold made less power, it needed bigger main jets which is the opposite of what normal logic would suggest.

So why did the five-piece manifold work better then the three-piece?

Most likely because although it had the biggest bore of them all, it has really long primaries. They are twice the length of the ones on the Sidedraughts are a smallest manifolddefi so nite in terms of performance sound waves/exhaust pulseseven it on improvement, basically behaved theasame. standard Pinto.

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www.eastkenttrimsupplies.com November 2021

91

IMPROVING YOUR CLASSIC FORD JUST GOT EASIER

UPGRADE GUIDE

MK2 CORTINA Classic, boxy lines, plenty of choice and very easy to improve — the Mk2 Cortina has loads of tuning potential.

T

he Mk2 Cortina had big shoes to fill as a worthy replacement for the Mk1.

The previous car had sold well, very well in fact, shifting almost a million examples and had proven its popularity in the showrooms and on the race track.

The new model delivered though,

outselling its older sibling and its smoother, squarer style is still seen as an iconic shape today. Available in both two and four-door variants, they offer good value for money.

As with most old Fords, standard equipment is decent enough and can be easily upgraded as they share a lot with the

rest of the Ford family. From there you have entry to an open door of mods allowing you to take it as far as you want or as expensive as you wish. One thing that does come with it from the factory is all the style and charm you would come to expect from a classic Ford. Here’s how to get the best out one.

BODY

“THE MK2 IS A CLASSIC SHAPE — ITS SQUARE LINES STILL LOOK GOOD TODAY”

The styling is a classic shape that is typical of the time and the square lines of the car still look good today so it doesn’t need much to improve it. So avoid retro-fitting big arches or similar, it doesn’t suit the car.

Instead keep it simple with a basic colour and, as always, there’s two schools of thought here — to chrome or not to chrome. Cortinas, like many of their siblings, look good with either so it’s down to a bit of personal preference here. But remember good rot-free chrome is becoming harder to find and

92

November 2021

costs a fair bit when you do find it. A smoother look can come from simply removing the bumpers or maybe just removing the front. Done properly, the result will be a smoother car that slammed over the right wheels, works well on the boxy shape.The Lotus model had a black grille which looks better than the original but other than that clean, tidy bodywork is all that’s needed. It’s worth turning to the model’s racing success for inspiration on looks and colour schemes that work — just make sure it has the bite to back up the bark.

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upgrade guide: mk2 cortina

Info 2spec Transmissions 01564 779010 www.2specgroup. co.uk

ENGINE The Cortina was the first Ford to come with the Crossflow engine, available as a 1300cc or 1600cc.

Some earlier models came with the Pre-Crossflow but these are now rare. It’s a tuneable little engine and the bigger versions have been taken to over 180 bhp, but for that it’s worth looking at an engine swap instead. If you are keeping with it then it’s worth opting for the 1600cc version ideally from 1970 onwards as they came with the thicker-walled and stronger 711M blocks.

GT spec is the basis to start from, which means bigger valves or a Stage 1 head and an uprated cam together with a free flowing exhaust and a 32/36 DGV carb.This will give in the region of 90 bhp with a proper set-up. For more, a four branch manifold and Stage 2 head (with bigger valves) plus a longer duration cam will see up to 120 bhp.

You’ll need to swap to twin 40 carbs to help supply the fuel, and taking it further means getting a bit more serious. A Stage 3 and 280 duration cam head should see around 135 bhp but by now you will need to invest in some forged pistons, uprated mains caps, ARP bolts throughout and have the whole lot balanced.

An aftermarket ignition system should be introduced at this state of tune. Changing the pistons will also mean increasing the bore and together with an even longer duration cam you will be knocking on the door of 145 bhp, which is about as far as you want to go before the drivability suffers.

3J Driveline 01926 854119 www.3jdriveline. com BB Classics 01442 219145 www.bbclassics. co.uk BGH Geartech 01580 714114 www.bghgeartech. co.uk Burton Power 020 8554 2281 www.burtonpower. com Ex-Pressed Steel Panels 01535 632721 www.steelpaneks. co.uk

“GT-SPEC IS A GOOD BASIS TO START FROM WHICH MEANS A STAGE ONE HEAD AND BIGGER CAM”

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November 2021

93

ENGINE SWAPS The Mk2 possesses a fair amount of space under the bonnet and thanks to that good-sized engine bay we’ve seen a variety of engine swaps over the years.This has ranged from good old CossieYB power to a Lotus twin-turbo V8 so pretty much anything will go. However that doesn’t mean it’s easy or straightforward.

Pinto means minor bulkhead mods.

Pinto Not the easiest conversion in the world to do but at least you gain a bit of space unlike other engine conversions, as the exhaust and inlet change sides giving some much-needed clearance for the master cylinder. If you’ve kept the steering box set-up, a sump will have to be fabricated to fit but a rack and pinion conversion will allow an RS2000 sump to be fitted saving the bother.You can also make use of a few other Ford parts, as a Capri 2-litre radiator offers enough cooling for lower levels of tune and is easy to get hold of.You can also use an aftermarket RS2000 exhaust manifold once it’s been fettled a little to fit. However sourcing and fitting the parts is the easy part as you will need to cut part of your bulkhead away to allow the engine to move back.

Gearbox choice will normally mean cutting out the floor as a five-speedType-9 ’box makes most sense to use.This can mean having to cut and re-fabricate a new bigger transmission tunnel — however Retro Ford Ltd now supply a replacement which can be welded in and saves a bit of time.

Zetec There are two routes to do this, depending on whether you’ve kept the standard steering box set-up or not. If you have then a front-bowl sump will be needed to gain clearance. If you’ve gone over to the rack and pinion type then you can use a rear-bowl sump, which also allows the engine to sit slightly further back. Both sumps and all other parts needed to do this conversion are available from Retro Ford and you’ll also need a water rail kit as well as engine mounts and an alternator remounting kit.They also supply a suitable radiator to make the conversion easier.

There can be problems with brake cylinder clearance depending on the type of induction chosen.To handle the new-found power you also need to link it to a better gearbox, and again aType-9 is ideal but requires work.

BRAKES By today’s standards the Cortina’s original stoppers don’t make the grade. A budget upgrade is to use the wider M16 callipers and vented discs from the Capri 2.8i, or if you want to go for a bigger wheel, Mondeo callipers and 287 mm discs can also be fitted, or there’s always an aftermarket four-pot kit. At the rear it’s worth upgrading to the 9-inch rear drums from the higher spec models and with uprated linings are suitable for most applications. 2-litre Capri drums can be used with spacers but the back plates need to be redrilled for the handbrake mechanism. Rear disc conversion kits are available from Old Ford Auto Services from around £200. It’s worth going for a bigger master cylinder to cope, and a set of braided brake lines improves feel.

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upgrade guide: mk2 cortina

TRANSMISSION The standard single-rail four-speed unit that normally comes with the Mk2 isn’t up to much due to its poor ratios.

The rarer GT model gearbox did come with better ratios but depending on the power output it’s normally better to change to something better suited for ratios and strength.

One option is to change to the stronger three-rail gearbox that came on the later higher-spec versions but they are hard to find now.You could track down aType E four-speed ’box normally found on the back of a Pinto.

These are stronger and easy to find and fit, so it’s normally best to go straight to a five-speed replacement.

AType-9 gearbox conversion seems the obvious solution depending on what power you are aiming for but unfortunately it doesn’t go straight in.

Part of the transmission tunnel will need to be modified or replaced although SeriesTwo cars normally have a bigger tunnel and therefore you can get away with minimal work in

comparison. However, these gearboxes are not amazingly strong so if you’re going for bigger power then it’s worth either upgrading the bearings and gear kit, or for serious power it is best to go with theT5 ’box — which can be made to fit but will require more work to get it in.

“A FIVE-SPEED CONVERSION IS THE OBVIOUS UPGRADE”

The standard gearbox ratios are great for performance — go for a 2000E-spec ’box or switch to a Type-9 with a gear kit (which will mean tunnel mods on the Series One car).

“YOU CAN BUY A COMPLETE KIT TO RID YOURSELF OF THE MK2 CORTINA’S OLD STEERING BOX SET-UP” SUSPENSION The front strut set-up is generally quite good as there’s a fair amount available for them, although you can upgrade to Capri 2.8i items to increase your options further. Both Milton and GAZ can rebuild the front struts and for £350 offer direct-fit replacement inserts which allows both height and ride adjustability.

From there Old Ford Auto Services (OFAS) offers adjustable track control arms and a poly bush kit, or you can buy a complete kit to rid yourself of the old steering box set-up and go over to a rack and pinion conversion — both OFAS and Retro Ford supply these, the latter retaining the standard struts.This will allow you to finely tune the suspension to suit your needs and also increase feel and turn-in so it will drive like a more modern car.

At the rear you can go with 2-inch lowering blocks happily and with it a pair of adjustable dampers which will cost about £180. Couple this with a set of poly bushes and it will improve the handling significantly but for anything more

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Front suspension choices for the Mk2 are good.

power-wise you will need to convert over to a proper four-link and Panhard rod set up to properly handle the extra ponies.

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INTERIOR The original interior is typical of the time, which means lots of vinyl! Generally they’re a nice place to be depending on what you intend on using the car for. As a cruiser the original seats are fine but are you’ll soon find them unsupportive when it comes to anything else. Even the more bucket-styled seats that came as standard in the 1600E model aren’t great for side support but offer a slightly better start.The higher models also came with the more desirable dashboards, which

WHEELS AND TYRES housed extra gauges mounted on top of or alongside the other dials, and it’s worth trying to get hold of one.

Replacement seat covers can be hard to get hold of so sometimes it’s worth starting again with a pair of Recaros and getting the rears trimmed to match. For a two-door the stripped look normally works better so a pair of bucket seats, a roll cage and some homemade alloy or carbon panelling works well with the Cortina’s style.

The stripped-out look suits the two-door. GT/E dash top is worth tracking down on the Series One cars.

There’s a fair amount of room under those arches and as standard the Cortina came with as big as 5.5x13 wheels, which were fitted to the Lotus and 1600E models. Wheel choice isn’t limited and you can choose pretty much what you want from the Ford range or anything else aftermarket that takes your fancy as fitment is standard across the board.

As for sizes, as long as you get the offset right you can easily get away with a 7 inch wheel fitted with a 185/60 series tyre, although the lip can be trimmed on the inner arch to allow an 8 to squeeze in — a mod already carried out as standard on the 1600E and Lotus.

To allow bigger brakes, 15s will go straight on and with the right offset up to an 8 inch with a 195 or 205/50 tyre to match shouldn’t be a problem.This can be a good look but make sure you choose a wheel in keeping with the style of the boxy shape of the Mk2.

We’ve seen bigger rims than that fitted too and it can work well as long as it sits right and suits the car.

Wheelarches will take 8 inch wide wheels without too much work.

“THE ORIGINAL MK2 INTERIORS ARE TYPICAL OF THE TIME, WHICH MEANS LOTS OF VINYL” CLUBS, GROUPS AND FAN SITES GET CONNECTED BuySellCortina www.buysellcortina.co.uk Cortina Mk2 Owners’ Club www. fordcortinamk2oc.co.uk Cortina Mk2 and 1600E Owners’ Club www.mk2cortina-1600E.co.uk Pre 67 Ford Owners Club www.pre67ford.com

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St

an Hall d 04 No .2 15

Come and see us at the NEC!

Classic Car Show | Birmingham NEC | 12-14 November 2021

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Hours before the trip to Silverstone, MJ Racing’s Ali was roped in to construct a new throttle linkage!

Pops and bangs that progress into breakdowns are not ideal!

What’s been done this month: Broke down, replaced the carb and most of the ignition system, fitted a Zender front and 2.0i S rear spoiler, made it to Ford Fair

Next on the to-do list: Sort the alreadysorted suspension

Thanks to: GS Escorts 0151 4228333 https://gsescorts. co.uk MJ Racing 01698 259737

Tow bar on your classic Ford?

Retro tennis ball cover it is, then!

Ade’s Mk1 Sierra Showtime! But first Ade tries to sort a mysterious misfire before dusting off some classic 1980s body styling. he plan for just simply getting my Sierra up and running and usable has been easier said than done recently.The initial problem of a broken distributor was simply replaced and got the Pinto running again, but problems continued.The car would be fine locally, but as soon as about an hour’s driving time had been reached it would splutter, pop and bang. Not ideal as I don’t want to impersonate a remapped modern hot hatch, and also the lack of momentum that ensued was also quite inconvenient!

Bypassing the weird old ignition ECU was completed, then a used Weber was fitted replacing the typically problematic Pierburg carb, but still the issues would arise. Clean fuel was getting to the carb and the spark seemed reliable, so a brand-new Weber DGAV was fitted the night before the 400-mile trip from

T

Glasgow to Ford Fair. All seemed well until the throttle linkage burst apart, so it was nursed around to MJ Racing where Ali McMillan got to work on constructing a modified linkage out of random bits and pieces. Sorted!

Well, so I thought. Once again after about an hour of late-night errands the car started spluttering so I decided to head back to my unit and swap any remaining parts I could think of over in an attempt to cure this infuriating problem.

I managed three streets away from the unit before it spluttered to a halt.The remaining journey being undertaken via me pushing and lurching about on the starter motor when faced with an incline!

Back at the unit at 1 am, I scrambled to find a solution. Leads, dizzy cap and rotor arm were all replaced with no change, then the only thing left had to be the coil.

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classic ford’s project cars

Just two weekends after Ford Fair, Ade took the Sierra to the Retro Rides Gathering at Shelsley Walsh (see page 56) where it was on the <DIVERSION> stand.

So I robbed one out my Granada and it instantly fired up! I have often over the years scoffed at people blaming the coil as I have never had one fail myself, but this time I had to eat my words. It must have been breaking down internally after around an hour of use each time when the spluttering started.

Destination Silverstone Now back on track and ready to head to the Ford Fair, I could finally take in the new changes to the Sierra. While I was on holiday I left the car with MJ Racing for some bodywork. Some little bits ofTLC around the edges aren’t to go unexpected on a 38-year-old Diamond White Ford and the results are well worth the spend. Even more noticeable though is the stunning Zender front spoiler. I had to source a slightly different Mk1 front bumper with a wider lower aperture for it to fit from GS Escorts (a detail that I would have never -

noticed before!).The idea of going white rather than a subtle grey was a lastminute decision the day before fitting via a Sangria-influenced message from Menorca, but I think it absolutely works.

At the rear a 2.0i S spoiler (near identical to the RS500’s lower one) was attached. Well, quite loosely!The silicone didn’t quite take the first time, so at Ford Fair there was quite a bit of tape involved too. All good now though after a much more thorough refitting.

Finally the culprit of the running issues found! The coil!

Cheap dampers The same can’t be said for the suspension though. I opted for some cheapo Fiesta ST Mk6 coil-over units as a budget gamble.The fronts are fine, but after nearly a couple of thousand miles in a month the rears are absolutely destroyed! Poor quality or just not being up to the job? Not sure, but next month it needs a better solution, and it also needs a less-temporary powerplant, too.

Plans are in motion for both, and it looks like some affordable solutions for power and handling should be on the cards for this ace car.

Rear spoiler application proved to be tricker than first expected!

Ade’s Sierra got lots of attention on the Classic Ford stand at Ford Fair, but the main thing is that it actually made it!

A freshen up and the fitting of a brand-new period Zender front spoiler for the Mk1.

Jacob from GS Escorts loading up Ade’s workhorse with a Sierra bumper.

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Yellow halogens, fresh steels and its first wash in seven years — the Mk1 was (almost) ready for Ford Fair.

What’s been done this month: Prepped the car for Ford Fair, failed at the last hurdle

Next on the to-do list: Fit well-overdue front disc brakes

Thanks to: D&D Developments 07772 740817 I Say Ding Dong www.isaydingdong .co.uk Stroud Tyres 01453 752186 www.stroudtyre company.co.uk Superforma 01237 431929 www.superforma. co.uk

Simon’s Mk1 Cortina Hellbent on getting the Cortina to at least one show in 2021, Simon calls on racing history etting a car ready for a show — especially one as big as Ford Fair — is fraught for anyone.This year the magazine staff and contributors had added pressure to be there as we’d planned to pull together as many of our various and varied projects on the Our Cars fleet together as we could, to go on show.

We tried it a coupe of years back at the Classic Ford Show, but only Mike’s Fiesta and Gavin’s Cortina Estate made it, so this year we were determined to do more than one better.

That meant of course, that the Mk1 had to be there. As the car was not only running, driving and MoTd, I could have just pulled it out of the lock-up in its relatively standard form and taken it to Silverstone as it was — complete with seven years of dust and grime. But I don’t do standard.

G

With limited time and funds, a major makeover was never going to be on the cards so instead I decided to put together a look for minimal cost using parts stashed away in the dark corners of the lock-up.

My Cortina’s a bit of a weird one — although built as a right-hand-drive car at Dagenham in 1963, it spent the majority of the first 51 years of it’s life in mainland Europe, residing in Belgium, The Netherlands, Spain and, for the most part, France.

Above: Le Mans was the inspiration. Below: 20 mm spacers allowed the Lotus rims to fit on the Mk1’s drum brake front end.

Spirit of ’68 A plan was hatched, and going on the tat I had in the lock-up, I decided to recreate how the car might have looked in 1968 if it had been owned by a French motorsport enthusiast who might just have been going to the Le Mans 24

“I SET ABOUT RECREATING HOW IT MIGHT HAVE LOOKED IN 1968” 100

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classic ford’s project cars Repro period decals finished the look.

IN THE WORKSHOP The Classic Ford fleet: our projects and rolling restorations JJ Mk2 Escort

Hours race that year. Niche? Yeah, I know, but bear with me.

Routing through my boxes of crap, looking for some Lucas yellow headlamp convertors that I had on my old Anglia, I turned up something even better — a pair of yellow Halogen headlamps, because nothing says old French car more than yellow headlights, right?The Cortina was already running Halogens, so they were a 5-minute swap, and already the car was looking more Gallic. Next I started delving into I Say Ding Dong’s website, which is a brilliant source of repro period decals and not only found a Le Mans strip sticker, but also a replica parking permit and some Marchal (the French lighting company) stickers, and these were duly ordered up.

Next: wheels. What else would have the Cortina worn in place of the skinny 3.5 inch wide steels in 1968 than a set of Lotus rims? Luckily, I had some — blasted and powdercoated black by -

Dave Fisher at D&D Developments a while back. On Dave’s advice, I keyed the powdercoat with some wet-anddry, then adding coats of primer, Strato Silver (bought off the shelf from Halfords — impressively, they still stock loads of 1970s and 1980s Ford colours) followed by a few coats of clear lacquer.

I’m pretty impressed with the results — we’re not talking concours, but they more than look the part. The finishing touch was a set of fresh A539s supplied and fitted by Stroud Tyres.

Fitting the wider steels should have been straightforward, and on the rear it was, but being an early front drum brake model, I hadn’t realised that these cars had a narrower track so with the wheel bolted on, the tyres were well and truly wedged against the strut. Trying various wheel spacers I had lying around didn’t do the trick — I needed some with a decent amount of meat. Then I remembered hubcentric wheel spacers were a thing. These bolt onto the existing studs, but feature their own built-in studs which you bolt the wheel to. I found a company, Superforma, who could make some 20 mm spacers up with the correct centre bore and with 7/16 inch threads and a week later the Cortina was wearing Lotus steels on all four corners.

The Mutt’s been entertaining readers again...

Update next issue

Gavin Hutton Mk1 Cortina

Mike Johnson Mk1 Sierra

Paul Wager Escort XR3i

Simon Woolley Mk1 Cortina

Gavin Hutton Mk1 Cortina Estate

Mike Johnson Mk1 Fiesta

Adrian Brannan Mk3 Escort

Adrian Brannan Mk2 Granada

Mike Johnson Anglia 105E

Ben Szanto Mk1 Cortina

Missing in action A few final flourishes planned later and the car should have been good to go.

Only some unforeseen issues beforehand meant that it wasn’t to be.

Ade made it though (see previous page, as did Mike, Ben (in a K20-powered Mk2 Fiesta rather than his Mk1 Cortina), plus Joe from sister title, Classics Monthly with their ex-South African Mk3 Cortina (see their October 2020 issue for the lowdown on this car), but to say I was gutted was an understatement. Next year, right?

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QUERY OF THE

MONTH

Cortina parts

PINTO INTO MK1 CORTINA Q I want to Pinto a Mk1 Cortina.

Can you tell me what needs to be done to get it in — what type of sump, for example? Also, am I better running a Pinto or Essex V6?

Peter Frame UK

A Fitting the Pinto is a bit more involved than the following, but here are the basics: First off you need to decide whether you’re sticking with the standard steering box or going for a steering rack conversion.

The former means using a front-bowl sump (fabricate your own, or try and source one from the US Pinto car) whereas with the rack conversion you can use the Escort RS2000’s alloy sump.

Either way you will need to modify the Cortina’s bulkhead in order to move the engine back, as it’s a long engine compared with the existing Pre-Crossflow motor.

You’ll also need to modify the gearbox tunnel to accept the larger Pinto four-speed or Type-9 five-speed gearbox.

Pinto or Essex? The latter is (almost) a bolt-in swap but the former is cheaper and easier to tune.

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Q I need to purchase the following parts for my 1966 Mk1 Cortina restoration project, can you help?

I need the original front and rear windscreen rubbers, complete metal inserts for both the above rubbers, Cortina GT bootlid badge, and the chrome rings that fit around headlights.

George Chetty South Africa

AYou’re in luck — of all the 1960s Fords, the Mk1 Cortina is bestserved on the parts front. East Kent Trim Supplies stock new front and rear screen rubbers, along with the

Zakspeed Kit Q I know that you can get Zakspeed arches for that Touring Car look on Mk2 Escorts, but what about the Capri?

I’ve had a look on Old Ford Autos’ website, but was wondering if anybody new of any similar arches available for the Mk3 Capri?

Tom Jackson UK

chrome filler trims, and the stainless steel finishing corners for the chrome trim are available from the Mk1 Cortina Owners’ Club (who can also supply new screen rubbers).

New, reproduction GT bootlid badges and headlight bezels are also available from the club.You need to be a member to buy the parts, but as a Mk1 owner, that’s no bad thing!

Help!

Tech problem? Email your query to classicford.ed @kelsey.co.uk

Single or twins?

Q I’ve got a 2-litre Pinto in my Mk2 Escort. It’s currently running a ported and polished head, big cam, oversized valves, and four-branch exhaust.

The question I have is what would run better?

The single Weber DCO/SP48 carb it currently uses, or twin 40s? It goes well with the 48 at the moment, producing 155 hp, but I’ve been offered a pair of 40s cheap.

Dave Simpson UK

A Stick with the 48 for now. 155 hp is very respectable, and you won’t see much gain, if any, with the 40s, as it’s generally considered that warmed-over 2-litres really need 45s to make power.

If the twin 40s are good condition, buy them, and sell them on to help fund the purchase of a pair of 45s.

AYes, we do. Capri Club International sell a complete glassfibre bodykit to convert your Mk3 shell to Zakspeed replica. It’s an eight-piece kit, will be quite involved to fit if you’re not used to doing this sort of thing, and weighs in at a hefty £2100, but it’s well worth doing in our opinion!

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your tech questions answered Frenching Q Can you tell me how to go about Frenching (recessing) rear lights?

Brian Penny UK

Machined pistons?

Q I’m rebuilding a 1300 Crossflow for sprinting to the following specs: gas-flowed head with larger inlet valves, BCF2 cam, twin 40 DCOEs, and a Mexico-style exhaust manifold. Will I need to have pockets machined in the pistons with the BCF2 cam? What ignition and carb settings should I use?

Finally, how much bhp do you think I could expect from this spec?

Keith Jefferson UK

Cossie Alternator Q The alternator has packed up on my Mk1 Escort, which runs a 2-litre Pinto. I have got a spare twowheel-drive Cosworth alternator in the shed and was wondering if that would fit?

Jeff Johns UK

AYes, both alternators are physically the same, as are the mounting brackets, the only differences are that the Cossie one has a higher output (90 amps) compared with the Pinto’s 70 amps (80 amps on injection models).

The only difference you may find when fitting the Cossie one is that there were two types used on the two-wheel-drive models, and so the connectors may be different, but this is easy to sort.

A With the BCF2 you should have decent piston-to-valve clearance, but you should check it anyway, using a blob of plasticine. It’s good practice to check this clearance with any camshaft you are fitting.

Set the timing at 6 degrees BTDC, and try the following jets for the carbs (taken from our well-thumbed copy of Tuning Four-cylinder Fords).

Choke: 33.

Main jet: 130 Air corrector: 190 Emulsion tube: F16 Pump: 40 Idle: 45F9 Auxiliary venturi: 4.5 Both the timing and jet selections are guides to get you going, and a trip to the rolling road is needed for ultimate calibration. Horsepower?

You’d be doing very well if the engine made 95-100 bhp.

A Here are the basics: Decide how much you want to recess or French the lights by (2 inches is a good amount), then cut out the lamp mount from the car’s rear panel. Cut a strip of steel of the same thickness (or slightly thicker) than the body steel and with a width equal to the amount you want to recess the lights by.This is then welded round the edge of the light mounting.

You should now have an open-ended box which can be pushed through the hole left by the light mounting. Square it up, and trim off the edges to match the body line, then tack weld it in place. Check everything is OK, and the lamp is upright, then finish the weld. Grind the welds flush, then apply a skim of filler where necessary.

If you plan to French round lights, you can cheat by looking for a similar diameter piece of tubing, and weld the lamp base to this.

Finally, before you start, make sure there’s enough room behind the lamp units to allow them to be recessed (the fuel tank isn’t in the way, for example).

You should also really only use a lamp unit that has a flat mounting base. If it’s contoured to fit the line of the bodywork then it’s not really suitable.

Contact

Adjustable TCAs Q I’m looking for adjustable track control arms for my 1968 Mk2 Cortina. All the websites I’ve looked at have them for the Mk1 Cortina or Escort but I can’t find them for the Mk2. Can you help me?

Gene Selir Australia

A Off-the-shelf adjustable arms aren’t available for the Mk2, either in the UK or Australia, so you need

to get yours converted and it’s probably cheaper to get yours done in Australia.There are a number of places doing conversions, but no-one specifically advertises the service for Cortinas — engineering workshops, off-road 4x4 workshops and even the boutique drift workshops are going to be your best bet to get a set made up.

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Another option is to attend a local historic race meeting and throw your eyes over some of the race cars. Most of these guys do their own work, so you may get lucky and get a set made that way.

Capri Club International 01386 860860 www.capriclub.co.uk East Kent Trim Supplies 01304 611681 www.classiccar-trim.com Mk1 Cortina Owners’ Club www.mk1cortina.club

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What is

SUPERCHARGING Because forced-induction doesn’t have to be all about turbos.

Don’t disregard supercharging as a form of forced induction. Usually associated with bigblocked V8 drag cars, the supercharger provides big gains in usable, reliable power — and using roughly the same principles as a turbo.

While both provide forms of forced induction, the turbo is, in theory, a more efficient form, as it reuses spent exhaust gasses and gives them purpose: forcing extra air into the engine, allowing it to burn more fuel.

The turbo’s main advantage (recycling waste) is the supercharger’s weakness, in that it draws power from the engine as it’s driven directly from the crank (via a belt, most commonly). Although that’s a problem if you’re supercharging a small capacity or relatively low-power engine (why

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turbos are more frequently seen in the classic Ford market), they come into their own when bolted to the side of a high-powered motor.

The single biggest advantage of the supercharger over the turbo is that there’s no lag (caused while the turbo waits for sufficient exhaust gasses to be produced to power it — which is why big turbos generally mean big lag while it boosts), as the super-charger will be boosting and generating power as long as the engine is running.

The most common is the Roots type (screwtype, belt-driven), which has been around since 1860, when brothers Philander and Francis Roots patented it for industrial use, while Daimler started using it on automotive internal combustion engines in 1900.

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

TOMMI’S TIME CAPSULE Multiple WRC winner, Tommi Mäkinen cut his rallying teeth in this Mk2, and now it’s being preserved exactly as it was found.

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mk2 escort

here are barn finds and there are barn finds. Imagine pulling open the doors of a rural barn outside a hamlet near the Finnish-Russian border. Cobwebs brushed away, and with the soft Nordic light spilling in like a Neolithic tomb on a solstice dawn, you see the rust-mottled shell of an Escort half-buried beneath straw and farmer’s tools. Somehow it’s survived the murky depths of many Finnish winters, long months when the sun hardly rises above the horizon and temperatures linger so far below zero that if you touched the bodywork, your finger would stick to it. It has survived here for nearly 30 years… but even rusty two-door shells fetch good money these days, so if it was simply any old Escort, it would still be a fantastic find. But, as is evidenced by the name on the wings, this Ford is far from ordinary. Rallied in the mid-1980s by a young man who could barely afford to cover the event entry fees… 10 years later he would be world champion. And four years later was still champion. His first WRC win was the 1994 Rally Finland in an Escort Cosworth, but this Mk2 is Tommi Mäkinen’s first rally car. Now in its new home in the Czech Republic, it’s part of what is quite possibly the world’s largest private collection of rally cars, and proud owner Jiri Jirovec gave Classic Ford magazine exclusive access to have a closer look at this special Ford.

Words and Photos Robb Pritchard

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November 2021

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

“RESTORE IT? IF WE WERE TO CUT ALL THE BAD METAL OUT, THERE’D BE HARDLY ANY OF THE ORIGINAL CAR LEFT” Rally raid With the doors of the giant storehouse open, you don’t know where to look first. 42 ex-works rally cars are lined up in rows, like the world’s coolest car park, interspersed with some serious DTM machinery, but first and foremost Jiri is a Ford fan, and so Mäkinen’s Escort is a treasured part of the collection. To get to it you have to shuffle past a DTM Alfa Romeo and somehow tear yourself away from the long line of WRC Focuses, an incredible four of them with McRae’s name on the side. (With nine such cars in his collection, Jiri owns a mind-boggling 10 per cent of all the rally Focuses ever made.) But it’s the Escort we’ve come to see.

HEC-853 began life in 1975 as a road car, earning its keep by plodding around the suburbs of Helsinki, but at only six years old had a roll cage installed, the back seats taken out, A/T tyres fitted, and in 1981 entered service piloted by Finland’s first flying woman, Minna Sillankorva. It was soon a championship-winning car as Minna won the Finnish Lady’s Cup in it. With a more powerful 2-litre fitted she competed with it until 1983, including the 1000 Lakes Rally, where she finished 28th overall. But when she stepped up to be a sponsored driver with Mazda, she passed it on to her daughter, Kia to drive. Then, at the end of 1985, an enthusiastic 19-year-old lad bought it to enter October’s Nokia rally… beginning a story that would cumulate in him becoming, in his day, the most successful rally driver the world had ever seen.

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A year of learning how to power slide on gravel over blind crests between the trees on any local event he could afford to enter didn’t result in any standout, giant-killing performances, but it obviously did stand the young mister Mäkinen in good stead. But as a rite of passage for many aspiring Finnish rally drivers, if you don’t crash, it’s obvious that you are not trying hard enough, and he did roll this car. “Only a little one. A slow roll,” he shrugs. From the ageing Escort, for 1987 he upgraded to a brand-new Group N Lancia Delta HF and in early 1989, in an Integrale with which he won the Arctic Rally. And the rest of Tommi’s career is well known.

Early retirement In the late 1980s there wasn’t a market for a 15-year-old Group 2 car which was long since out of homologation and so it found itself retired. Where it was parked up in 1987, no-one remembers. But as the young Mäkinen began making a name for himself, at first in his home forests. But increasingly on the world stage, so his old Escort became more interesting. By the time he was a four-time world championship and a household name, the car was put on display.

This is where Tommi signed it. But times change, fortunes fall, and although no-one knows what happened, the display closed down and the car was simply pushed outside.

Technically, it wasn’t even a barn find as it was discovered parked outside in the snow.

It must have been both a surprise and at the same time a disappointment for whoever

Tommi campaigned the Group 2 Mk2 with his brother on some of the Finnish events.

found it in such condition. Rather than attempting any restoration themselves, they decided to offer it for sale as it was.

Jiri was of course interested in a rally car with such a name on it, as any rally fan would be, but when he saw just how poor condition it was in, he passed, as even though it had such provenance, it wasn’t just beyond economical repair, sadly it was beyond all repair.

But when it was offered along with the ex-Malcolm Wilson Michelin Pilot-liveried Escort, he decided to take it. But not as a restoration project. “It is so corroded that we were afraid it wouldn’t even survive the journey from Finland to back here on the trailer. And if we were to cut all the bad metal out, there would be hardly any of the original car left.”

But as delicate as it is from enduring the worst of the Finnish weather for so long, we couldn’t resist taking a closer look. Inside

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mk2 escort

Old event decals still present. Left: Tommi signed the car prior to it going into a museum in the 2000s.

The Halda Twinmaster is amazingly still in place.

Fuses and (spares) abound for all the extra rally gear.

TOTAL RECALL TOMMI’S MK2 MEMORIES The four-time world champion recalls some of his memories of the venerable Escort. “I remember it well. It was good for learning how to handle a rear wheel drive car, and as it was the first car I drove on a stage, I have to say it was good for my career,” saysTommi (below left in 2001 with Colin McRae and Richard Burns).

Later on, developing a car to get the absolute maximum performance out of it was the key to world championship success, but such nuances didn’t begin with this Escort asTommi didn’t change anything on it. “I had a job working for a forest company so couldn’t afford to modify it… the cost to run it and entry fees for the rallies were enough at the time!”

But although he didn’t learn about set up or integrating new parts into the whole, he does have good memories of how reliable it was. “It never broke down in the year that I had it. It was a lady driver who had it before me, and I think she looked after it quite well.”

Clubman-spec interior remains untouched. Not sure you could rely on that fire extinguisher...

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

“THIS IS HOW IT WAS FOUND, AND WITH ALL THE STUFF INSIDE IT’S LIKE SOME KIND OF ARCHEOLOGY DIG”

Above: Just add lightnesss.

Below: bet the Pinto turns over.

looks as though the Finnish mice found the foam from the seats very tasty. The headlining looks like the ragged sales of a ghost ship and there’s a bit too much daylight through the bottom of the boot.

On the passenger side there is a substantial, and obviously rather antiquated, trip device which would look more at home on a Dakar machine than a rally car. And on the dashboard sun faded and a little stiff, are a pair of driving gloves. They look as age affected as the rest of the interior, but if they once graced the great man’s hands, or are just a later edition of the display, no one knows.

Time capsule Rusty beyond repair, it’s still a real piece of motorsport history and so Jiri will keep it as a time capsule. “This is how it was found and with all the things inside it’s almost like some archaeology dig,” Jiri grins. Not planning on moving it, he has made a display on the walls around it detailing the car’s life in Mäkinen’s hands and it will be left all pretty much untouched since he did his last rally in it.

At least it rests in good company.

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Above: old gloves could be Tommi’s. Below: the Mk2 now sits in (extremely) good company.

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

10 THINGS YOU DIDN’T KNOW ABOUT

M-SPORT With links to Ford that go back some five decades, Malcolm Wilson’s M-Sport operation plays a big part in the blue oval’s rallying history.

When Ford decided to out-source its works rally team for 1997, M-Sport got the business. The deal was announced in December 1996, yet M-Sport got two brandnew Escort WRCs (World Rally Cars) on the starting line of the Monte Carlo rally in January 1997. The team’s first outright win in the World Rally Championship came in the Acropolis rally of that year: Carlos Sainz was the driver. In 1997 and 1998 M-Sport went on to build almost every Escort WRC, or supplied complete build kits. More than 50 such cars were produced in that time.

3

From 1997 to 1999 the M-Sport WRC operation originally operated in cramped workshops at the Wilson family home/farm near Cockermouth. The ambitious move to a large complex at Dovenby Hall (between Cockermouth and Maryport) followed in 2000, where the business has operated ever since. Originally built as a family estate in Norman times, Dovenby Hall was privately owned until 1930, when the local authority took it over, and turned it into a psychiatric hospital. The site was then vacated in 1997, after which M-Sport took it over, modernised it, extended it, and turned it into a dedicated motorsport operation, where it’s been building race-winning machines ever since.

4

Born in the 1950s, Malcolm Wilson started rallying in his own cars in the 1970s, originally using self-prepared Ford Escorts, which were fettled at the family scrap metal business in West Cumbria, near Cockermouth. Originally at National level, in Escort RS1600s, and soon in ex-works Escort RS1800s, Malcolm soon established himself as one of Britain’s top rally drivers. His first true works supported drives came with the Rothmans-Ford team of 1981, and later in the decade he drove for the Ford, AustinRover, Peugeot and Vauxhall rally teams.

Words Graham Robson

1

112

M-Sport was set up in 1997, as a successor to Malcolm Wilson Motorsport. Established in West Cumbria by rally driver Malcolm Wilson and his immediate family in 1979, the original business had concentrated on preparing Malcolm’s own rally cars, and in selling motorsport components and expertise. By the 1990s, however, he was already preparing cars for customers all round Europe.

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November 2021

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10 things: m-sport

Although Ford provided finance and some technical back-up, it was M-Sport which conceived, built, and developed the entire Focus WRC line of rally cars. The very first Focus WRC (which ran for the first time at the very end of 1998) was designed and built at a rented office at the Millbrook Proving Ground facility in Bedfordshire: much of the original concept was credited to ex-F1 designer Ray Stokoe, with engine development originally carried out

by Cosworth.

5

M-Sport began 1999 with a real flourish, not only by signing up World Rally Champion Colin McRae to lead the team, but by winning its third World event, the East African Safari.

Preparation, modification, development, and production of Focus WRCs then dominated the scene at M-Sport: other star drivers included Marcus Gronholm, Mikko Hirvonen, and Carlos Sainz.

6

Between 1999 and 2010, Focus WRCs built by M-Sport won no fewer than 44 World Championship rallies, of which eight events were won in 2006 alone. Buoyed up by successes like these Ford (and M-Sport) won the World Manufacturers’ Championship twice in succession, in 2006 and 2007.

7

By the time that rallying regulations changed at the end of 2010, M-Sport had built a total of 99 brand-new Focus WRCs (and rebuilt many more after accidents), many of which had originally been used as works machines. Works cars tended to be used for one or, at the most, two seasons before being sold off to private owners, and many of the other cars were built up, to order, by private owners or companies in other parts of the world. The assembly workshops at Dovenby Hall are spacious and immaculate, and up to 20 cars – works or privately-owned – can be prepared at any one time.

8

For 2011 and later, World regulations changed, to impose new, smaller, cars, with 1.6-litre engines featuring direct fuel injection. Accordingly, and starting from scratch, M-Sport’s design team, led by technical chief Christian Loriaux, designed, developed, and turned the latest generation Fiesta into a winning car, which fought for supremacy with Citroen for the next two seasons.

9

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M-Sport remains as the largest company in the world which concentrates on the development of Fiestas for all types of rallying. At the time of writing, there are no fewer than eight different types of Fiesta (some of which have evolved for particular one-make formulae).

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November 2021

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Race clutch reliability with road clutch manners!

3 New flywheel and clutch kits available the Ford Pinto Engine, Ford Zetec 2.0 and Ford Duratec 2.0-2.5 coupled with a Type 9 Gearbox.

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The clutch is compact and low inertia, locating with a spigot gives improved tolerances for centralisation on the flywheel and better balance for smooth high rpm applications.

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Dedicated to help you find your next project, rebuild it — and keep it on the road.

118 HOW TO: rebuild a Pinto engine New step-by-step guide starts here 122 READER’S RESTO: Escort 1300E The Executive Escort — rebuilt and refined 128 THE BEST BOOKS ON ORIGINAL FORDS 134 BUYING GUIDE: Mk5 Escort What to look for, how much to pay 140 CARS, PARTS AND PROJECTS FOR SALE

SAFETY FIRST When working on cars and using tools of any kind — especially power tools — always use protective gear: goggles, gloves, ear defenders, masks and a decent set of overalls are essential. A fire extinguisher is also advisable. Never work under a car without supporting it with axle stands and if you’re not completely confident of your ability to complete any task safely, leave it to the experts.

Do your homework before forking out for a replacement axle. Swot up on lengths and how hard parts are to find for them.

The spring perches vary across the different models, and of course you’ve got the two main types of axle: English (diff assembly unbolts from the front, fitted to most rear-drive classic Fords); and Atlas (crownwheel and pinion are fitted from the back, found mainly in Capris and Mk3-on Cortinas).

Atlas axles are expensive and the ‘right’ ones are much in demand, so it’s best to take along someone who knows what they’re talking about before you hand over any readies.

Check the axle for straightness, and it’s good practice to try and buy them as complete as possible. Finally, try and keep halfshafts on the same sides they came off the car.

THANKS TO: Dave Fisher, D&D Developments 07772 740817

JARGON BUSTER 2WD 88k BVH BVR C/L E/W FSH INJ ONO LHD LSD NOS O/D Part-ex PAS S/S T&T VGC WHY?

Two-wheel-drive 88,000 miles Big-valve head Black vinyl roof Central locking Electric windows Full service history Injection Or near offer Left-hand-drive Limited-slip diff New old stock Overdrive Part-exchange Power steering Stainless steel Taxed and tested Very good condition What have you?

Looking for your next project? See page 124

Info Contacts: W Drake of Bradford 01274 733541 www.wdrake.co.uk

How to

Pinto engine rebuild In the first of a two-part series, we follow the stripdown of a rusty-looking 2-litre Pinto engine with experienced engine builders, W Drake of Bradford.

Words and Photos Rob Hawkins

W

hen the fastback-shaped Ford Pinto was launched in the United States in 1971, powered by a cast-iron single-overheadcam four-cylinder engine with flat-top pistons and a five main bearing crank underneath its bonnet, little did anyone expect to find this engine became more popular than the car — or that it would adopt its name.

Of course, this engine had already appeared under the bonnet of the 1970 Mk3 Cortina. With a displacement of 1592cc, the 1600 version produced 88 bhp at 5700 rpm, whereas the larger and now more readily available 2-litre (1993cc) engine had an extra 10 bhp at 5500 rpm.

With many engines being rebuilt or modified and few being in original condition, it’s often difficult to identify them, although markings such as 2.0 or 1.6 on the side of the engine block and even on one of the webs of the crankshaft should help. There may also be a 0 or 6 mark on the cylinder head to identify a 2-litre or 1600. Three holes in a triangular formation on the inlet side of the head help to identify a 2-litre head. Finally, if there’s a 2.0 LC mark on the top of the pistons, this signifies a 2-litre low-compression engine from a Transit (high-compression pistons can be fitted instead).

There are several common problems associated with the Pinto engine. One of

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the main weak spots concerns oil. Early engines suffered from camshaft wear because the engine was tilted, so the oil supply to the camshaft via a spray bar was weak. After modifying the spray bar, this was resolved, but the bar can still become blocked and potentially starve the cam.

The other oil-related weak spot concerns the small hexagonal drive for the oil pump, which can wear or break.

Poor maintenance, especially infrequent oil changes can result in crankshaft wear and low oil pressure. Similarly, if the coolant level drops and the engine runs hot or overheats, the cylinder head can crack – unleaded petrol can also cause cracks between the valve seats and a weak fuel mixture can burn out valves.

We’re beginning this two-part Pinto engine rebuild series with the stripdown of a cylinder head and engine block at W Drake of Bradford. The cylinder head can be removed from the engine block by undoing a series of 10 stretch bolts, which will have either a 12 mm-splined or Torx T55 head.

They can be accessed after the removal of the camshaft cover, which is fitted with 10 10 mm bolts (remember the order of fitment as they are different lengths).

In the next issue, we’ll be showing how to check over the engine’s internal components, reveal what can be machined and show how to build a 2.1-litre motor.

7 1

Engine block stripdown Remove the sump, fitted with 23 10 mm bolts.

A gasket is usually fitted in sections and there are rubber gaskets at the front and rear.

Remove and discard all these gaskets.

9 2

Remove the oil pickup pipe, pump and bracket. .

Tap them with a hammer to shock and loosen them first. Remove the hexagonal oil pump drive afterwards.

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how to: rebuild a pinto

3

The dipstick tube is a press fit, removed by sliding a screwdriver into it, then gripping it with vice grips and turning to release it. Make sure the vice grips hold the part of the tube where the screwdriver is to prevent it bending.

6

4

Remove any pressed-fit engine breathers by knocking them out. Remove the fuel pump (the 2-litre also has a spacer) and extract a plunger behind it. Unscrew the oil pressure switch and oil filter if it’s still fitted.

7

5

Undo the 19 mm front crankshaft pulley bolt, then use a suitable puller to remove the pulley.

Do not use screwdrivers to remove the pulley.

It’s made of cast iron and will break if it’s levered off. Once removed, collect a finger washer.

8

Use an impact driver to undo and remove two crosshead screws that locate a thrust plate for the distributor and oil pump drive. The whole drive can then be extracted and inspected.

Remove the front aluminium oil seal housing, fitted with four 10 mm bolts. Use two screwdrivers to carefully lever it off.

10 8

11 8

Turn the engine upside down and slacken the conrod cap bolts. Remove the caps, then use the wooden handle of a hammer to push the pistons and conrods through the top of the engine block.

We’ve got some seized pistons, but the crank can be removed next. Undo the bolts for the main bearing caps and waggle them off. Two pairs of thrust washers are fitted to the crank and block side of number three main bearing.

The main bearing caps for numbers three and five are fitted with dowels, so they may need a tap with a hammer. When removing number five, lever the rear crankshaft oil seal out, then gently lever the cap and bridge.

12 9

10 13

14 10

Lift out the crankshaft and collect the thrust washers for number three. Remove a spigot bearing in the rear of the crankshaft using a pilot bearing puller. Our crankshaft still had the bottom timing belt cog and oil cover attached.

We’ve removed the crankshaft, but we have two remaining pistons seized inside the engine block! The only solution is to use a metal rod and hammer as soaking overnight in penetrating fluid hasn’t helped.

If you intend to reuse the conrods or the pistons, but not both, then the gudgeon pins will need to be removed. These are a pressed fit with no circlips. Do not use a hammer to remove them — use a press instead.

Remove the pulley for the distributor drive and oil pump, fitted with one bolt. Next, remove the drive for the oil pump and distributor, starting with a plate and three 10 mm bolts.

9 7

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November 2021

119

1

2

Stripping the head

Remove the camshaft sprocket, located with one 17 mm bolt. After removing the pulley, there should be a plate behind it. Note which way round it is fitted to save refitting it the wrong way around (timing mark is on the face of it).

Remove the ancillaries from the cylinder head, including the thermostat housing and the timing belt tensioner, which consists of a jockey wheel and spring on early Pintos. The spring for the jockey wheel is located with a bolt, which requires an 8 mm-splined drive to undo it (later engines have two 13 mm bolts).

3

4

Remove the oil spray bar, located with three 10 mm bolts. This is a weak point on the engine, so either renew it or make sure it’s clean. The one shown here has been flattened.

6

9

Place a suitably sized pilot down the valve guides to check for play. If play can be found, it’s worth fitting new guides and inserts. The inlets are usually OK, but the exhausts often need changing.

The ball studs for the cam followers can be removed with a 19 mm spanner. Use a spring compressor to extract the valve springs, valves, collets and valve stem oil seals.

8

The Pinto head has no valve guides to remove.

The bores need to be drilled out to fit the new guides, which are tapped in place with a rod-shaped insertion tool and any excess is removed with a special tool.

10

The holes for the new valve inserts need to be milled out. The new inserts are fitted and milled down to the correct height, then the inserts are cut for the valve seats. If the valve seats are not replaced, they can be re-cut instead.

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Undo two bolts for a retaining plate at the back of the cam. Unclip the followers and lever them out using a screwdriver. The cam can now be removed through its bearing carriers.

7

Sandblasting the cylinder head helps to clean it up and see any cracks between the valve seats.

However, pressure-testing a head is the best approach to finding cracks. Most machine shops can do this for you.

5

November 2021

The camshaft bearings can be renewed by removing the old ones with a suitable dolly or socket. Clean the bearing faces with wet-anddry and clean the oilways with a pipe cleaner before fitting new bearings.

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PURPLE REIGN Reader’s restoration: Nick Heer found this one-owner, lowmileage Escort 1300E and wanted to replicate the car he had as a teenager, only trouble being the car was completely stripped...

Words Mike Renaut Photos Adrian Brannan

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classic fords restored: escort 1300e

W

hen Nick Heer saw this Escort 1300E for sale in 2019 he immediately thought it was an opportunity to recreate the Purple Velvet 1300E that was his first car back in the 1980s.

“I already owned a silver 1300E I was driving most days, but always wanted another purple one,” says Nick. “The kids had moved out, I’d paid off my mortgage — it was time to replicate my old Mk1. I took along my son, Aaron, who agreed this was the most solid Mk1 Escort we’d seen.”

The car was a rare find. It had a complete service history for the first two decades of its life and had been Dinitroled for its first 10 years. “This was a one-owner car last MoT’d in 1994,” says Nick. “The 1300E was bought brand-new by a man who put 6000 miles on the car, then passed away. It was left to his daughter and her son began stripping it for a restoration, then left it for 18 years as a

rolling shell. The engine was in pieces in the boot and there were parts scattered around their house in boxes.”

The Escort, now named Penelope, came with the original sales receipt showing it was bought at Norman Reeves (Motors) Ltd in High Wycombe on October 26, 1973. It cost £1049.63 with another £8.93 for static seatbelts. Car tax was £86.21, a door mirror £3.50, the Dinitrol underseal treatment cost £33.50 — and was worth every penny — while the numberplates added another £6.82.

With VAT, back then just 10 per cent, plus 12-months road fund licence for £25 and a full tank of petrol, (another £3.75) the total cost was £1336.20.

“The seller was asking Mexico money for it,” smiles Nick, “we got that down to a more sensible price and took everything to Aaron’s garage. I sent off the original logbook but the DVLA wanted to see a complete car before

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“I’VE RECREATED MY ORIGINAL CAR, ONLY BETTER” they’d issue a new V5 in my name, so we began by reassembling it. They especially wanted to see the VIN, build plate and everything with it including the rivets holding the build plates on. Once I’d sent them some 40 photos along with copies of the original bill of sale and other paperwork they knew it was genuine and I got the V5 back within a month.

“I wanted a really nice Escort, but one I could still drive on the road since the silver car was getting a bit tired. We’d been rushing to get Penelope done for the 2020 NEC Classic Motor Show until Covid came along.”

Bare metal respray “I bought new-old-stock parts wherever possible. The body was stripped back to bare metal and some small repairs were welded on the outer sills and A-posts, we fitted new inner wing tops from Ex-Pressed Steel Panels, then a front panel and new front wings from Magnum. Otherwise there was very little rust. We added a new rear wheelarch to repair 124

November 2021

old accident damage but the floor is completely original — so is the bonnet and boot. Aaron seam-sealed it by hand, exactly like it was done at the factory.”

Now the body was ready for Jay from JMA Refinishers to apply the paint.

“Obviously it was going to be Purple Velvet again,” says Nick, “but which one? I was told Ford had four or five different paint suppliers so there was a dark and a light variation of the purple. I went for the darker one and so far everyone who’s seen the car says it looks right. The roof got new vinyl in the generic pattern from East Kent Trim then I had the correct seams put in.

“That Auto-Plas rear window louvre was something a friend spotted for sale and at £300 brand new in the box I couldn’t say no.

It’s aftermarket — not a Ford option — but it’s one of those love or hate it things and a great period touch.

“I didn’t like the original tip-forward seats so they’ve been replaced with reclining Mk2 Escort versions with Aldridge covers. I fitted

a pair of accessory headrests and had Aldridge cover them in Beta cloth to match the seats.

We put in a new headlining and a new deep-pile carpet from Newton Commercial since the new seats wouldn’t fit the original carpet. I also had all the wood restored and got new door cards from Classic Trim. The steering wheel was worn so I replaced that with a smaller RS one because I’m over six-foot so I fit in the car better. I put in a modern radio with amp and sub-woofer hidden in the boot and put in a cigarette lighter for the sat nav. That glass is all brand-new from Pilkington Classics.”

Keep cool The radiator was rebuilt and pressure tested.

“The gearbox went to a place in Yorkshire and the engine was also rebuilt to the standard tune,” continues Nick. “It’s got a flamethrower coil and Aldon electronic ignition, the exhaust is the standard four-into-one branch type and then a bespoke stainless steel from the down pipe back. I did

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classic custom fords load-lugrestored: escort 1300e a RESTO LOG Nick already had a 1300E, but when this Purple Velvet one popped up, he couldn’t say no.

The car was partially stripped when Nick bought it, but he and son Aaron could see the potential.

Cibies added to replicate the look of Nick’s first 1300E.

The shell was solid thanks to years of rust protection. Damaged rear arch was replaced.

Interior is stunning. Nick swapped the seats for Mk2 ones but had them retrimmed in the correct Beta cloth, along with the period headrests (below right).

The front end needed new inner wing tops, wings and front panel — all thankfully readily available,

The top coats of Purple Velvet were lad on by JMA Refinishers to Nick’s exacting standards.

Meanwhile the E’s GT-spec 1300 Crossflow was carefully rebuild and prepped ready to refit.

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November 2021

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EXECUTIVE ORDERS THE ESCORT 1300E

Auto-Plas window louvre is a superb period touch.

have the air filter painted body colour purely because I like the look but I’ve got another in the original blue I can swap over. The water pump, filters, ancillaries… everything was refurbished and if it couldn’t be rebuilt I found another new-old stock part.

“The differential is now a 3.89 but the only other real change from standard has been the suspension — it’s lowered 2 inches with decambered leaves at the back and 145 lb, 3 inch lower coils at the front. We redid the front struts with KYB inserts and roller top mounts and a quick rack. The brakes were rebuilt too. Because it’s a complete rebuild I put in a new mileometer and reset the mileage to zero, it’s currently done 1800 miles.

“The original headlights had poor chrome bowls and since they’re sealed units, I needed new ones. They’re shared with the Twin Cam Escorts so of course you pay the RS Tax on top of the normal price,” laughs Nick, “I got quotes for stripping and re-chroming and

they all started around £500. The lights are similar to Vauxhall Viva ones but when you put them in an Escort they stick out about an inch. I also put on new front quarter bumpers and the two up, two down colour-coded Cibie spotlights, the top two being Super Cibies, because that’s how my old one was — even the Escort purists say it suits the look.

“All the trim was restored as required, the indicators are new-old stock because the originals had faded but really every nut and bolt was refurbished or replaced. We finished it in 2020 and the welding alone took Aaron a month. Now I’m in the middle of restoring my Stardust Silver 1300E and I’ll be going overboard on that because it’s rare.

But I’m over the moon with this purple one, it will be on the Old Skool Ford stand at this year’s NEC show. Every time I take it out people stop to chat and kids point. It’s just like 1984 again — I’ve replicated that original car, only better.”

Engine was rebuilt while Nick’s son, Aaron cracked on with the bodywork. ‘Correct’ blue air filter housing goes on when it’s show time.

The Escort 1300E was one of the Special Campaign cars built as Escort GTs, but then finished by Ford’s AdvancedVehicles Operations (AVO) division.The E stood for Executive and this was a luxury Escort with thicker carpet and extra sound deadening, interior wood trim, centre console, extra instruments from the GT model, a coachline along the belt, standard vinyl roof and Halogen lights.

Special paint colours included Purple Velvet,Venetian Gold or Amber Gold.

Part of the E’s popularity was how it often proved cheaper to insure than a sporty GT-badged version. Series One cars were completed at Ford’s specialist plant at Aveley prior to October 1973, while the SeriesTwo cars were finished at Halewood until the middle of December 1974. It’s thought 6768 two-door and 4022 four-door Escort 1300Es were built.

TECH SPEC 1973 FORD ESCORT 1300E Engine: 1298cc Crossflow Transmission: Type 3 four-speed Suspension: MacPherson coil struts, live rear axle with leaf springs, lowered Brakes: Disc front, drum rear Wheels and tyres: RS alloys, 185/60R13 tyres Top speed: 93 mph 0-60 mph: 13 seconds Price when new: £1049

RESTO CONTACTS EXPERT HELP Aldridge 01902 710805, www.aldridgetrim.co.uk East KentTrim 01233 500280, www.eastkenttrim supplies.com Ex-Pressed Steel Panels 01535 632721, www.steelpanels.co.uk JMA Refinishers 07957 625094, 01268 762212 Magnum Classic Ford Panels 01706 359666, www.magnumcar panels.co.uk Newton Commercial 01728 832880, https://newtoncomm.co.uk Pilkington Classics www.pilkington.com

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November 2021

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Enthusiastic buyers of all

Classic Fords inc. RS, Hot Rods & American Call Andrew on

07836 226228/01245 248888 sales@standrewsautos.co.uk www.standrewsautos.co.uk

CLASSIC CAR PARTS DIRECT Specialists in the supply of...

- Body Panels - Sills - Bumpers - Rear Corners - Wings - Chassis Parts - Wheel Arches - Indicators - Escort Full Boot Floor

Models include Escort, Fiesta, Capri, Cortina, Sierra For more information and the full range of car parts please give us a call on;

01732 742881 or visit our website:

WWW.CLASSICCARPARTSDIRECT.CO.UK MC Trading Ltd, Unit 5, Block 3, Vestry Industrial Estate, Vestry Road, Sevenoaks, Kent. TN14 5EL

JAUNTY JALOPIES OF HUNMANBY JK Rowling immortalised the humble Anglia when she included one in her books.

Now iconic with the young, the future of your investment looks guaranteed.

1963 FORD ANGLIA 1200 De Luxe project. South African Import, RHD & Rustfree. Mechanical work required.

Nova Registered with ID. £5995

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See our website for other old Fords

Call/Text/WhatsApp Steve on 07889 286559 or Email: science-equip@btconnect.com

www.jauntyjalopies.co.uk/carsforsale November 2021

127

GOOD READS There’s a wealth of books about Fords out there, but these are the eight we reckon are some of the best available.

RS COSWORTH BUYER’S GUIDE Dan Williamson Treating yourself to a Cosworth in 2021? Then this pocket-size buyer’s guide should help you find the right one. With tips, in-depth inspection guides and lots of clear photos, it’s a useful addition to your bargaining arsenal.

Price: £12.99 From: Veloce

ESCORT MK1/MK2 BUYER’S GUIDE Dan Williamson

FORD IN BRITAIN Martin Rawbone Undoubtedly one of our all-time favourite Ford titles, Martin Rawbone’s obviously as passionate about the big blue oval as we are. Looking at Ford’s UK operations from the very beginning up to the mid-90s, Ford in Britain is a cracking read, charting models made down the decades.

Rawbone doesn’t pull any punches, and quotes numerous examples where the press laid into Ford’s occasionally casual approach to car design and engineering. Despite some glitches during the ’80s and ’90s though, Ford turned out far more decent cars than it did duffers. From Model Ts made in Manchester to the exquisite 1933 Model Y (whose styling was so good it was scaled-up and made in America), and then into the post-war Pilot and MkI Consul/Zephyr/Zephyr Zodiac, Ford knew just what the motoring public wanted, and provided it. Plenty of stunning period photographs mean this is an ideal starting point for any Ford library.

Price: £29.99

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November 2021

Written by prolific Escort author, Dan Williamson, the Essential Buyer’s Guide is a pocket-sized book packed with tips if you’re hunting for a Mk1 or Mk2. With good photos and info on where to spot the rot, advice on choosing the right model and even how to spot a fake, it’s a great companion to take with you went looking at cars for sale.

Price: £12.99 From: Veloce

FACTORY ORIGINAL FORD CAPRI MK1 James Taylor Superbly researched and written by James Taylor with photographs by Simon Cay, the 128 pages are packed with facts and detail about each model, and like the other books in the Factory-Original series, will become a bible if you want the correct factory specifications, equipment and finishes for the Mk1.

Price: £35 From: Herridge & Sons

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FACTORY ORIGINAL FORD RS COSWORTHS Dan Williamson Enthusiasts keen to establish the cars’ correct original factory specifications and equipment will find all the information they need in this book, backed up by 400 commissioned colour photographs of outstanding examples. All aspects are covered: body panels, external trim and badging, paint colours, interior trim, dashboard, instruments and switches, underbonnet components, engine and transmission, and all other features right down to the tool kit.

Price: £40 From: Herridge & Sons

WORKS CORTINA, CORSAIR AND CAPRI Graham Robson Just when you think there were no more books for the late, great Graham Robson to write on the classic Ford range, he came out with another must-have read. The career of every works Mk1 and Mk2 Cortina, Lotus Cortina, Capri and Corsair is individually recounted in this book, with contemporary action photographs and listings of events entered, drivers and results, along with extensive behind-the-scenes accounts of performances in rallies and races. In addition there are specially commissioned colour photographs of a number of surviving works cars, which have been shot in considerable detail. For fans of the race and rally Fords of these glory days, as well as for motorsport enthusiasts, this book is pure treasure.

Price: £40

Info Contacts: Amberley Publishing 01453 847823 www.amberleybooks.com Herridge & Sons 01409 281990 www. herridgeandsons. com Veloce 01305 260068 www.veloce.co.uk

PERFORMANCE MK1 ESCORTS BOOK Stewart Anderson Written by Stewart Anderson, editor of the AVO club’s magazine, this 96-page book tells the story of the development of the performance versions of the Mk1 Escort which became one of the most successful rally cars of all time. Covering the road-going cars, the RS dealership network and the AVO factory as well as the motorsport achievements, it also includes the design of the Cosworth BDA engine and the production of the RS1600, Mexico and RS2000 models.

Price: £13.49 From: Amberley Publishing

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FORD DESIGN IN THE UK Nick Hull Exploring Ford UK’s design studios over the past 70 years, this book provides a unique insight into the company’s history, its UK studio locations, and delves into the lives of the designers, modellers and studio engineers. This book charts the development of Ford projects in the UK, particularly those designed in the Dunton studio, which opened in 1967. From the early days of chalk drawings and wooden models for the Consul to today’s digital renderings and milled clays for the latest Transit, Ford’s designers and technician have never been short of creativity. his large format hardback book contains over 300 photos of sketches, drawings, photos of clay models and mock-ups, many of them never published before.

Price: £45 From: Veloce

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TOP 10 INSURANCE TIPS There are lots of ways you can keep insurance premiums down.

Here are 10 tips on how you can do it effectively and still come away with the right policy for you and your classic Ford.

1. Don’t just renew It’s all too easy to let the direct debit continue and sign up for another year with your existing insurer. Before you do though, have a look at quotes from other insurers. If they come in cheaper and you don’t want to switch, call your existing insurer, quote the cheaper prices and quite often they will be able to bring your renewal quote down to a similar level.

2. Look at classic insurance They’re often tied into AgreedValue, limited-mileage polices but classic insurance specialists can offer some great-value policies. Most class a vehicle eligible for classic insurance as being over 20 or 25 years old, but some allow exceptions for modern classics, so do your research before you dismiss a classic insurance policy out of hand if you own a newer Ford.

3. Know the market Don’t assume the same people who sort out your house insurance will always understand the exclusiveness of your Puma Racing. Do your research and make sure that they know your Ford isn’t just any old car.

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4. Disclose all modifications Even minor modifications such as an aftermarket air filter should be disclosed, or the insurance company could refuse to pay out if the unthinkable happens. It’s worth noting that not all modifications will necessarily increase your insurance premium.

5. Get Agreed Value Where possible, go for a policy from a company that will give you an agreed valuation, so your Ford is insured for what it’s actually worth.

6. Join a club Many insurance companies offer cheaper schemes and policies through affiliated car clubs, because they recognise that club members are enthusiasts who care about their cars.

7. Limit the number of drivers Try to limit the amount of drivers covered on your insurance policy - if it’s your car, then the insurance company will understand that you are going to drive it with the knowledge that you’ve paid for it.

8. Do less miles There is the temptation to drive your cherished Ford everywhere, but picking the right moments can lead to saving money on insurance. A reduction in mileage means there’s less risk involved and insurance companies will pick up on that fact. Always be honest with your yearly mileage, as you don’t want to run the risk of it affecting a claim.

9. Invest in security Immobilisers, GPS trackers, steering locks or anything that will stop those light-fingered scumbags having away with your Ford is worth doing, and quite often will be a requirement for an insurance policy.They may even ask what type of locks are fitted to your garage doors.

10. Don’t over-value your car Overvaluing a classic Ford when applying for an insurance quote could lead to an increase on the premium price. Most cherished Fords tend to hold their value, but you should be cautious in how you rate one.

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From the thrill of the open road, to the spill on the garage floor.

Wherever life in your classic takes you, we’re with you.

Call our friendly UK team for a quote:

0333 207 6026 footmanjames.co.uk

All cover is subject to insurer’s terms and conditions, which are available upon request. Footman James is a trading name of Towergate Underwriting Groups Limited. Registered in England No. 4043759 Registered Address: 2 Minster Court, Mincing Lane, London, EC3R 7PD Authorised and regulated by the Financial Conduct Authority. FP: ADGE.2243.07.21

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To advertise please call Laura on 01233 228754

BUYER’S GUIDE

ESCORT MK5

Words ChristianTilbury Photos Matt Richardson

Maligned when new, the Mk5 has aged into a bona fide classic.

C

reating the next generation of Escort was never going to be easy, but it’s hard to imagine how Ford could have got it so wrong when it unveiled the Mk5 version in September 1990.

At first glance the new Escort did look to be a significant step forward compared to the outgoing Mk4. However, despite it being bigger, more spacious

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and having a contemporary new style, the reality was that it quite simply wasn’t. At best, the motoring press described it as average, at worst, one magazine went so far as to say that the manufacturer had set out to design the ‘anti-driver car’.

Playing a big part in the new Escort’s negative reception was the carry-over of the Mk4’s CVH engines, with customers able to

choose from 1.3-litre and 1.6-litre units, plus the 1.3-litre HCS motor and 1.8-litre Endura diesel.

Compounding the issue was that the Mk4’s independent rear suspension had gone too, with the Mk5 essentially based on the Mk3 Fiesta’s running gear with its simplified torsion beam rear-end.

While the Escort still offered a great deal of choice, it could no longer hold onto its status as the

UK’s best-selling car. Ironically, it was the Fiesta that stole its crown and while the accolade stayed in the family, Ford knew it had to repair the damage.

Within months the manufacturer had started developing a facelift, with it emerging less than two years after the Mk5 was launched.

Other than the oval grille, it didn’t look much different, but

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buyer’s guide: mk5 escort

THE OWNER James King James wasn’t particularly impressed when he first saw his 1994 Escort, but his Granada-owning Dad convinced him to look beyond the dirty paint and take a chance on the 1.6-litre Zetec-powered Ghia. It was the right decision too, as a good clean revitalised the two-owner Escort and James hasn’t regretted his Facebook Marketplace purchase, covering over 1000 miles since, buying it a few weeks ago and taking the genuine mileage to just under 36,000 miles.

“It actually drives really well and other than replacing the tyres and the back box, I’ve had to do very little,” says James, whose previous Fords include a duo of Capris, a Sierra and a few classic Fiestas. “There’s a couple of little bits of paint to do, but it’s in really good condition, especially underneath, and my boys, William and Alfie, love it.

Most of all, I like the colour and the rarity — you just don’t see them anymore and certainly not with a coloured interior like this one.”

the revisions brought much needed improvements in terms of seating, steering and suspension. Most notably though, the facelifted model could now be specified with 16-valve Zetec engines.

By the end of 1992, the Mk5 was looking healthier and more appealing. In 1995, there was another update, and it was comprehensive enough for the

latest Escort to be known as the Mk6, its introduction signalling the end of the troubled Mk5.

Unsurprisingly, it’s the Mk5 that is considered the least desirable Escort, but what it lacks in appeal, it arguably makes up for in rarity. Find a good one and you’ll have an affordable, increasingly distinctive Ford that stands out much more than it did when it was new.

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“WHAT THE MK5 ESCORT LACKS IN INITIAL APPEAL, IT MAKES UP FOR IN RARITY. FIND A GOOD ONE, AND YOU’LL HAVE A DISTINCTIVE CLASSIC FORD”

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INTERIOR Trim is reasonably hardwearing, but replacing damaged seats and plastics is difficult, if not expensive, simply due to the high numbers of cooking Mk5s that have been scrapped whole rather than broken.

Check for water in the boot on sunroof-equipped cars, as it’s not uncommon for the sunroof drainage pipes to become dislodged from the flaps where they’re supposed to drain.

ELECTRICS Misbehaving electrics are usually a result of issues with the fusebox.The bulkhead’s tendency to rot means the fusebox can suffer from water ingress, the moisture tending to ruin the connections. Dashboard lights and the fuel gauge have a reputation for being erratic. Faulty light units and switchgear can all be replaced relatively easily.

BODY The Mk5’s rear quarter design allows water to pool where the fuel filler cap is, causing it to rot from the inside out. Rear chassis legs are prone to rust, while other areas to check are the sills, floorpan, battery tray,

GEARBOX bulkhead, around the rear window and the rear wheelarches. Remanufactured panels and repair sections are cheap, but the cost of professionally repairing a rotten Mk5 will far exceed its value.

The BC gearbox has a slightly rubbery feel to the gear change, although a reluctance to engage gears usually means a fault with the linkage. Fortunately, the Mk5 has a superior and more maintenance-friendly clutch pedal and ratchet than the Mk4 Escort, though.

A tendency to jump out of gear points to a tired selector, while fifth gear noise is an indication that the gear has come adrift on the input shaft and worn the splines. A heavy rumbling noise that increases with speed is a sign that the ‘box and its bearings are on borrowed time.

“THE BC ’BOX HAS A RUBBERY FEEL” SUSPENSION A knocking from the front, uneven front tyre wear and twitchy steering are all signs that the notoriously weak lower front wishbone bushes are past it. Overly vague steering also points to issues with the track control arms and drop links. Mk5’s handling is pretty lacklustre, but if it’s wallowing and crashing over bumps, then replacement dampers and springs are on the cards. Rear trailing arms drew criticism for being too weak and consequently twisting too much, so it’s worth having a look underneath and listening out for anything out of the ordinary from the back end.

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buyer’s guide: mk5 escort

“WITHIN MONTHS OF LAUNCH, FORD STARTED DEVELOPING A FACELIFT, WHICH APPEARED JUST TWO YEARS LATER”

BRAKES

ENGINE

The front disc/rear drum set-up is adequate, the only issues tend to arise from age and inactivity, such as warped or rusty front discs, drums that have gone oval, seized rear wheel cylinders and corroded brake pipes. Replacing any of these components is straightforward though, parts being plentiful and cheap. With ABS-equipped cars, a pinging noise as you pull away is nothing more than the system’s self-check function, but don’t ignore an ABS dash light that doesn’t go out after start-up. If it stays illuminated yet works as it should, then the likely cause is a dirty sensor or that the pads and discs are on their limits.

The CVH isn’t particularly refined but if the top end is rattling then it’s likely that old oil has sludged-up the hydraulic lifters and wrecked the camshaft. Look for regular cambelt changes too. If it’s terminally tired, the HCS motor won’t like ticking over and while it’s not the quietest engine, if it’s making an intermittent clacking sound it’s a sign of the camshaft followers having split and cracked.

By far the best Mk5 engine is the Zetec (above).

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Watch for overheating as the Zetec’s aluminium head doesn’t like it — it’s worth checking the fan kicks in as the switch can be troublesome — but the engine’s biggest issue is erratic idling and fluctuating revs.This is usually caused by the Idle Speed Control Valve needing a clean or replacement, although it can also be down to a faulty Lambda oxygen sensor. Quality plugs and leads are needed to get the best from the Zetec.

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ONE TO BUY 1991 1.4 GLX Price: £1500 On sale at: Facebook marketplace For: Originality, mileage, history, rarity Against: Not the cheapest The August 1991-registered Mk5 has had only one elderly lady owner for much of its life, the MoT history showing that it has been driven under 6000 miles since 2005. Described as being ‘solid as a rock’, the five-door GLX has covered under 40,000 miles and comes with a full service history to substantiate. Although on Escort GTi rims in the photo, it will be sold on the standard steels and is completely original, even down to the factory stereo.

It comes with a fresh MoT.

TECH SPEC Body Type: pressed steel Escort hatchback or estate bodyshell

Engine 1392cc, four cylinder, cast iron block, aluminium cylinder head, two valves per cylinder, operated by belt-driven overhead camshaft, carburettor, electronic ignition Power: 73 bhp @ 5500 rpm, 80 Ib.ft @ 4000 rpm

Gearbox Five-speed Ford BC

Suspension Front: independent by MacPherson struts, anti-roll bar Rear: semi-independent by trailing arms, torsion beam axle, telescopic dampers

Steering Rack-and-pinion

Brakes Dual circuit, diagonally split Front: 240 mm ventilated discs Rear: 180 mm drums

NEED TO KNOW Specialists Auto Specialists 01375 371449 www.autospecialists.co.uk

MotoMobil +49 8106 9967760 www.motomobil.com

Clubs and groups

Burton Power 020 8518 9127 www.burtonpower.com

Ford Escort Mk5, Mk5B & Mk6 www.facebook.com/groups

JustAffords 01889 582197 www.rsturbospares.com

Ford Owners’ Club www.fordownersclub.com PassionFord www.passionford.com

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Wheels and tyres

VALUES

5x13 inch steel wheels, 175/70R13 tyres

Performance

Roadworthy Mk5s

Max speed: 102 mph 0-60 mph: 12.8 seconds

£1000-£2000

Price when launched

£750-£1000

Tidy to very good Escorts

£2000-£3000+ Excellent examples

£9470

NEXT ISSUE CORT INA MK4

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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)

109443

09919

109923

FORD CORTINA 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)

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)

109916

109922

109924

FEATURE YOUR MOTOR IN YOUR FAVOURITE MAGS!

OR FIND YOUR NEXT!

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

FORD CORTINA

£3,000. MK1 4 door shell with good straight and solid shell. Has been dry stored since 1980. No interior or engine parts but the dash and some mechanicals are there. For more information and picyires call. Please call 07740097945, Ireland.

110237

FORD CORTINA GT

FORD CORTINA

1969, £27,995. This fantastic MKII Ford Cortina has been subject of a recent full restoration and built as a replica of the Ex Team Lotus, Alan Mann Racing 1967 Ford Cortina MKII Competition Saloon. Our Cortina was off the road from 1988 and in 2019 bought it need of total restoration. The car was then subject of a full bare shell rebuild and a huge file of invoices are with the car, along with some photos. Please call 01944 758000, Yorkshire and the Humber. (T)

FORD ESCORT

1990, 57000 miles, £7,000. Ford escort Xr3i cabriolet special edition, rare model, no rust, exceptional condition, half leather interior mint, excellent roof, FSH, all the old mots, electric roof and mirrors. Such a great car, a must see. Please call 07759528510, East of England.

110240

FORD ESCORT

110056

FORD ESCORT

1976, Guide price: from £12,000 to £15,000.

Ford / Cortina 2000 GT Crayford Convertible / Convertible / White / Petrol / Manual / 1993cc / 98330 miles. Invicta Ford supplied from new, just two local owners, current owner since 2003. Ziebart treatment from new. To bid online please create an account on the Hobbs Parker website. Physical viewing at our auction centre from 9:00am to 6:00pm from Mon 25th to Wed 27th and Thurs 28th from 9:00am. Please call 01233506266, South East. (T) 109997

£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)

1974, 99577 miles, £9,998. Recently inherited this Ford Escort MK 1, 1.1 L manufactured in Cologne, Germany. My grandfather was the sole owner. The vehicle is in perfect running condition, with new battery. There is where and tear on the original upholstery, however there are only minor dents and scratches on the carriage. New battery installed this year. This is 4 door model. The car has been stored in the garage and has zero rust.

Please call 7840536913, Greater London.

109915

109981

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MOTORFREE ADS FORD ESCORT

FORD ESCORT

1998, 61090 miles, £1,800. First registered May 8th 1998, R76 HHK, unusual six-digit registration.

Ford Escort Ghia 16 valve (Zetec twin cam) in Autumn Green Metallic. Current mileage 61,080.

Starts on the button every time. smooth engine, lovely drive. MoT to 13/07/2022. Equipped with power steering, front electric windows, electric door mirrors, tilt/slide glass sunroof with shade, tinted glass, electric heated screen, and Ford 5000RDS radio/cassette player (radio code known). Please call 07942506595, East Midlands.

£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

FORD FIESTA

FORD FIESTA

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

110028

FORD FAIRLANE FORD ESCORT

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) 109789

FORD FIESTA

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

2008, 21000 miles, £8,495. Fiesta ST150 Performance blue. Collectors item, Low mileage, full service history, 2 previous owners, totally standard, 2 keys, HPI clear, stunning condition, 12 months MOT. Please call 07702552601, Yorkshire and the Humber.

1963, £14,795. Metallic Red with Grey interior.

This car has the popular 4.2 litre small block V8 with 3 speed automatic gearbox. Imported from dry State Nevada circa 2015. Very pretty and a solid useable car. Please call 01277365415, South East. (T) 110139

110111

FEATURE YOUR MOTOR IN YOUR FAVOURITE MAGS!

OR FIND YOUR NEXT!

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

FORD FOCUS

FORD MUSTANG

2003, 138000 miles, £400. 1.6 Ghia, 5 door. Car is in good mechanical condition, reliable runner has 12mth MOT. I purchased car in 2017, over 4 years done 20k miles, bodywork has no rust.

Please call 07804 865894, Greater London.

110015

FORD LTD 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)

FORD SIERRA

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

109913

FORD SIERRA FORD MUSTANG 1976, £8,500. V8 auto. Good, strong engine.

Everything works. Reliable, nice looking car.

Regularly used. Please call 02082 082409, Greater London.

109885

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.

2007, 9500 miles, £36,996. GT500. This is the sort of specification car you have probably dreamed of but never thought to find in the UK or Europe. Torch red with twin white stripes and black leather interior. It has the usual Shelby specification of the supercharged hand-built 32 valve 485bhp 5.4 litre v8, 6-speed Tremec manual gearbox, power steering, traction contril, unmarked original Shelby 18” alloy wheels, aircon and so much more. Please call 01277365415, South East. (T) 110144

1993, 130000 miles, £1,750. After a decade of reliable, faithful service it’s time to sell our beloved 1993 registered, late model Sierra Azura estate.

1.8 cvh with 5 speed manual gearbox. We’ve had it for ten years. It’s done 130,000 miles (nearly half of those with me behind the wheel) and until a few weeks ago, never given me any mechanical trouble at all. The reason it’s up for sale now is that the engine seized. I can’t really afford to have it rebuilt or buy a replacement engine so this is an opportunity for someone to either fix the original engine or drop something more exciting in there! (although the 1.8 cvh is plenty nippy for every day use). Please call 07939206540, Greater London.

109983

109903

TO ADVERTISE VISIT:

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LOOKING TO THE PAST ONE CLASSIC IMAGE AT A TIME

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November 2021

IN THE MARKET The year is 1981, the place Mill Lane in Cardiff. Back then the area still served as an open-air market, which explains the abundance of Ford’s commercial line-up in shot. Closest to the camera is the D-Series delivering frozen foods from Hippo Campo — still trading today, though now known as Holdsworth Foods. Behind the D-Series we can see a Mk1Transit, identified as a diesel model from its extended nose, trailed by a Mk4 Cortina taxi and behind that a V4-engined Mk1Transit.Today, Mill Lane looks radically different, courtesy of a redevelopment programme in the 1990s which saw the area transformed into a thriving cafe and nightlife quarter. And the Mk1Transits?They’ve now been replaced by Mk9s.

Words Paul Wager Photo Getty

November 2021

145

SUSPENSION TO BODYSHELL 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

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

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 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

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

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

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

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

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 NEW AP RADIAL 13” FRONT BRAKE KIT FORD ESCORT ESCORT SHAPED INJECTION TANK WITH LH OR RH SUMP C/W FILLER NECK PLUS SPLASH TRAY ........£315 MK2 COMPLETE WITH VENTED DISCS, ALLOY BELLS, MOUNTING BRACKETS PADS + PIPES .......£1150 WITH TARMAC ALLOY ARCHES SET .................................£375 GENUINE AP DISCS KIT .........................................£1400 FOREST ALLOY ARCHES SET ....................................£360 WIDE TARMAC REAR ARCHES ...............................£235 AP 15” RADIAL FRONT ESCORT BRAKE KIT 5040 ALLOY FRONT SPOILER GRP4 ................................... £85 CALLIPERS AP 304X28 DISCS MOUNT PADS + PIPES COMPLETE ..............................................................£2150 ALLOY FRONT SPOILER TALL ..................................... £95 DRY SUMP TANK RECIRCULATION TYPE ...............£240 AP MONTE CARLO GPR4 ESCORT HISTORIC BRAKE KIT COMPLETE ........................................................£2250 DRY SUMP TANK RECIRCULATION TYPE WITH SHAPED CATCH TANK FITTED ..................................................£300 AP FOREST GPR4 ESCORT HISTORIC FRONT BRAKE KIT COMPETE .........................................................£1950 ALLOY CRANKCASE BREATHER BOX ...................... £49 ENGINE BLOCK PINTO/X-F UNION ............................ £8 RS2000 GEN FORD TRACK ROD END ..................... £58 REAR MK2 ALLOY LAMP PROTECTORS .................. £19 GRP4 CAST STEERING JOINT SHORT ....................... £44 ALLOY BATTERY TRAY (240X175) .............................. £42 2.8 CAPRI GRP1 VENTED DISC ................................. £65 MK2 CENTRE INSTRUMENT PANEL ........................... £40 ALLOY SWIRL POT FUEL 1 LTR ..................................£115 ELECTRIC POWER STEERING KIT USING VAUXHALL MK2 DASH BINACLE INSERT ...................................... £40 CORSA MOTOR + ECU ALL BRACKET WORK MK1 & MK2 ESCORT RHD & LHD ........................................£850 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

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 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 MK1 ESCORT 7 PIECE ...............................................£310 MK1 ESCORT 5 PIECE WITH SLIDERS ......................£350 MAGNUM BODY PANELS ESCORT MK1 & 2 OVER “100” ITEMS STOCKED, HUGE PARTS LIST, MK2 FRONT QUARTER BUMPERS PR .....................£150 MK2 REAR BUMPER ..................................................£200 MK1 QUARTER BUMPERS CHROME PR ................£155 MK1 REAR BUMBER ..................................................£320 MK2 DOOR MIRRORS EACH .................................... £28 MK2 FRONT INDICATORS EACH .............................. £36 MK1 FRONT INDICATORS + LENS EACH .................. £50 MK2 REAR LIGHTS ........£42 + .......................... LENS £23 MK1 ALLOY FRONT GRILL PLAIN ............................£230 MK2 REAR NUMBER PLATE LIGHTS X2 ..................... £28 MK1 & MK2 SAFETY DEVICES ROLL CAGE FORD ESCORT MK1 & 2 6 POINT ARCH MT WITH DIAGONAL AND HARNESS BAR ............................£650 SINGLE SHAPED DOOR BARS X2 ..................... PR £140 MK2 ESCORT TURRET MOUNT MULTI POINT WITH DIAGONAL AND HARNESS BAR ............................£760 SINGLE SHAPES DOOR BARS X2 ...................... PR £140 MK1 & 2 ESCORT FULL SPEC BOLT IN MULTIPOINT WITH CROSS DIAGONAL AND HARNESS BAR, CROSS DOOR BARS, TUNNEL BAR AND DASH BAR ......£1250 MK1 ESCORT WELD IN CDS ROLL CAGE WITH ALL EXTRAS ........................................................................£795 MK2 ESCORT WELD IN CDS ROLL CAGE WITH ALL EXTRAS ........................................................................£910 SIMPSON EXHAUST MANIFOLDS 3 BOLT BDA 4-2-1 2½ ................................................£750 5 BOLT BDA 4-2-1 2½ ................................................£750 PINTO 4-2-1 2½ ...........................................................£750 VAUXHALL XE 2.0 LTR/2.3 LTR ..................................£750 COSWORTH N/A YB .................................................£850 DURATEC ....................................................................£750 OMP CORSICA SUEDE STEERING WHEEL ............£180 MK1 & MK2 ALLOW S/W BOSS ................................ £40 NEW MK2 ESCORT STEERING COLUMN ..............£180 QUICK RELEASE S/W BOSS KIT ................................£125 BRAKE PADS (100’S IN STOCK) MINTEX 1144 1155 ETC ...............................FROM £45 FERODO 2500 300 ETC ...............................FROM £95 PAGID RS14 ETC ........................................FROM £195

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

ZF DIRECT TOP GEARBOX PARTS FORKS, RINGS, GEARLEVERS LARGE STOCK

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 NEW FIBREGLASS PRODUCTS FORD ESCORT MK1 & BONNET .............................£135 MK1 & 2 CARBON LAYER BONNET .......................£225 MK1 & 2 PLAIN BOOT LID ........................................£100 BOOT LID WITH RS2000 SPOILER MK2 ...................£150 BOOT LID WITH RS1800 SPOILER MK2 ....................£160 BOOT LID CARBON LAYER RS2000 SPOILER ........£215 BOOT LID CARBON LAYER RS1800 SPOILER ........£245 MK1 BUBBLE ARCHES SET OF FOUR ......................£110 MK2 FOREST ARCHES 76 SPEC ........................ SET £140 MK2 RS2000 BOOT SPOILER ...................................... £48 MK2 RS1800 BOOT SPOILER ...................................... £55 MK2 MEXICO FRONT SPOILER ................................. £49 MK2 REAR BUMPER .................................................... £40 MK2 FRONT QUARTER BUMPERS ............................. £50 MK2 FRONT QUARTER BUMPERS CARBON LAYER £65 MK1 REAR BUMPER .................................................... £46 MK1 FRONT QUARTER BUMPERS ............................. £50 MK1 TWIN COWEL DASH TOP.................................£125 MK1 TWIN COWEL DASH TOP FLOCKED .............£165 MK1 6 DIAL DASH TOP RHD & LHD ....................... £100 MK1 6 DIAL DASH TOP FLOCKED ..........................£130 MK 1 WORKS CENTRE CONSOLE ............................ £80 MK1 DIAL DASH BINICLE ........................................... £40 MK2 DASH TOP RHD FLOCKED ..............................£150 MK2 DASH TOP WITH MOULDED DASH BINICLE £120 MK1 ESCORT CHIN FRONT SPOILER ........................ £60 MK1 & 2 FULL SIZE KEVLAR UNDER FLOOR GUARDS ...£465 BLACK PLASTIC DOOR CARDS FORD ESCORT MK1 + 2 DOOR AND INNER QUARTER CARDS WITH ORIGINAL PATTERN ..........SET OF 4 £100 MK2 DOOR CARDS ONLY PR ................................... £64 PLASTIC UNIVERSAL ROOF VENT KIT WHITE .........£105 PLASTIC UNIVERSAL ROOF VENT KIT CARBON FINISH ... £125 COMPOMOTIVE WHEELS FORD ML GRP4 + STD FIT 6X13 ML ET18 .............................................................£130 7X13 ML ET0 ...............................................................£135 8X13 ML ET-12 ............................................................£140 7X15 ML ET10 .............................................................£160 8X15 ML ET0 ............................................................... £165 9X15 ML ET-12 ............................................................£190 SILVER OR GOLD IN STOCK PIRELLI & HANKOOK COMPETITION FOREST AND TARMAC TYRES

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