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S1 TURBO PROJECT

MK3 RWD PROJECT HOT RODS: RACING AT LAST! AUGUST 2021 /

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agazine.co.uk www.retrofordm iast, by Ford enthusiasts’ thus ‘Written for the en

TAKE A LOOK INSIDE!

E C N A G E L E ’ D S R U O C N CO EARS AGO

2LTR PINTOE GROUP ON

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CONTENTS

016

AUGUST 2021

024

032

078

FEATURES

050

016 MK2 RS2000 Stewart’s story

024 MK2 RS2000 Warsop’s story

032 MK3 1.6 CVH Pete’s vision of the perfect car

050 ESCORT S1 PROJECT Martin Woods’ project

058 CLASSIC VEHICLE RALLY May bank holiday event

060 S1 TURBO PROJECT Anton Martin’s project

REGULARS 012 RF FORUM

068

043 READERS’ CARS 068 YOUR PROJECTS 078 HOT RODS 098 NEXT MONTH

082 086

TECH INSIGHT 082 TECH Q&A Questions and answers with Magnum Panels.

086 POWER TOOLS Our comprehensive Power tools guide.

See our behind the scenes footage on Instagram: @retrofordmagazine

005

What’s the most useful tool in your toolbox?

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WELCOME

ISSUE

185

DO YOU HAVE A PHENOMENAL MODIFIED FORD? A CAR YOU’VE BUILT YOURSELF? SOMETHING A BIT DIFFERENT? GET IN TOUCH! At RF we’re always on the lookout for the best cars and most interesting stories. It doesn’t have to be a multiple show winner - we’re after real people with real retro Fords.

If you’ve got something cool on the drive, drop us a line. You never know, your car could be in a future issue!

elcome to the new issue of your favourite retro Ford magazine!

I’m pleased to say that we have our second car event in print since last year. Thanks to James Webber for sending me this! We will hopefully have some more events to feature very soon. By the time you read this John, Andy and I will have attended the Yorkshire Motorsport Festival that took place at the end of the June and will feature in an up and coming issue. This will (hopefully) prove to be a massive event and we hope that they will go on to run it in subsequent years. Sadly, the event will be limited to 4,000 people, but still will be a great event! Please don’t forget that you can order the magazine directly with us on the

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DAN EDITOR

website (if you can’t find it in the high street).

In this month’s issue we have plenty of ‘Your Projects’ - from the lockdown project belonging to Martin Woods (and his son) to the Escort Estate belonging to Anton Martin. We also have double RS2000s this month belonging to Micky Stewart and Phil Warsop. Both of these are magnificent cars. I decided to use the title on the cover in homage of these two incredible Concours cars, or, as they say in France, ‘Concours d’elegance’!

John brings you the Mk3 belonging to Pete. It’s a lovely example and one of the finest cars around the Ford scene. There are some really nice pictures from Milo Costa Photography and Pete himself too. Rob brings us four more great cars this month for ‘Readers’ Cars’ and ‘Your Project’. Rob’s ‘Your Project’ is an absolute beauty, but won’t be for everyone! Shaun is definitely pushing the limit with this build! Rob C brings you his latest tech guide too.

Hot Rod writer, Andy, brings us the latest news, but not just news, a race event too!

Enjoy the sun, but, most importantly, have a great month!

The website is www.retrofordmagazine.co.uk or call the subs team directly on 07841 412199.

Get in touch via email at: dan@retrofordmagazine.co.uk

JOHN

MIKE R

ANDY

ROB C

We checked out the Escort Mk3 of Pete Mairoudi – newer Mks are becoming more popular amongst car owners and this is a fine example of one lovingly kept in amazing condition. It’s well worth reading the story about what he did with this car.

It’s great to see our favourite tracks, drag strips and show grounds re-opening. Just as important for me are those smaller local gatherings. I’d much rather hear technical questions and know-how discussed inperson than in the contrary world of social media.

This month, I had the pleasure of photographing a couple of RSOC show winning Mk2 RS2000s. First up, is Mickey Stewart’s followed by Phillip Warsop’s.

This is the second Escort of Phillip’s that we’ve featured. Enjoy!

This month, my jaw has been on the floor after looking at Mr Shaun Hunter’s fabrication skills and his left-field Orion build.

Also, I have been out and about at a few car meets. I have been staggered at some of the new ‘lockdown’ builds that are emerging bleary-eyed into the light of day!

Support us and subscribe online at: www.retrofordmagazine.co.uk

007

S1 TURBO PROJECT

MK3 RWD PROJECT HOT RODS: RACING AT LAST! AUGUST 2021 /

zine.co.uk www.retrofordmaga ast, by Ford enthusiasts’ ‘Written for the enthusi

ISSUE 185 / £4.99

TAKE A LOOK INSIDE!

R PINTO

2LT GANCE GROUP ONE CONCOURS D’EYELEARS AGO

+RESTORED BY PHILLIP SIX

TECH!

AND QUESTIONSWITH ANSWERS MAGNUM PANELS

+YOUR CA RS & PROJECTS YOUR

COMMERCIAL MANAGER Cathy Jinks ads@retrofordmagazine.co.uk 07719 300864

PHOTOGRAPHERS / CONTRIBUTORS Milo Costa Photography, Pete Mairoudi, Sharon Vanstone, Anton Martin, Martin Woods, James Webber, Rob Hawkins, Alan Pirouet and Andy Hankin.

DESIGN Hype Creative

PUBLISHER Silverback Publishing Ltd Publisher: Tom Saunders Managing Director: Andrew Crispin

SUBSCRIPTIONS TO SUBSCRIBE CALL 07841 412199 Retro Ford Subscriptions, 14 Victoria Road, Sutton, Surrey SM1 4RT subs@silverbackpublishing.rocks If you have trouble finding Retro Ford mag in the UK please contact: Susan Stone, Seymour Distribution Ltd Tel: +44 (0) 207 429 4073 Email: susan.stone@seymour.co.uk 2 East Poultry Avenue, London, EC1A 9PT Overseas queries: Tel: +44 (0) 207 429 4073 Email: susan.stone@seymour.co.uk Retro Ford, ISSN: 1364-2502, is published 12 times per annum by Silverback Publishing Ltd. Annual subscription price UK £45, EUR £60, ROW £80.

INDEPENDENCE Retro Ford is published by Silverback Publishing for all owners, drivers and enthusiasts of Retro Fords.

It’s entirely independent of manufacturers, dealers and associated clubs or affiliations. The views of our contributors are their own.

DISTRIBUTION SEYMOUR DISTRIBUTION LTD Tel: +44 (0) 207 429 4073 www.seymour.co.uk While every effort is made in compiling Retro Ford the publishers cannot be held responsible for errors or omissions.

Readers are advised to pay by credit card when ordering goods from the advertising pages as it is regulated under Consumer Act 1974, unlike debit or charge cards, which are not. All rights reserved. No part of this publication may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopying, recording or any storage or retrieval system, without the consent of the publisher. Registered at Stationers Hall Copyright. Direct Input

by Silverback publishing Ltd.

ISSN: 1750-2942 © 2021 Silverback Publishing Retro Ford magazine, est. April 2006, is published by Silverback Publishing

THE WORLD OF RETRO FORD

RF FORUM

PRODUCTS, EVENTS AND THE STUFF THAT HELPS MAKE OUR LITTLE WORLD ROTATE EVERY MONTH…

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where it’s needed.

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THE WORLD OF RETRO FORD

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WEBCON WEBER TWIN CHOKE CONVERSION FOR 1.6 CVH

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BURTON TIMING CHAIN KIT FOR FORD PRECROSSFLOW AND CROSSFLOW ENGINES

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iven the age of surviving Ford Crossflow and Pre-Crossflow engines most will be in need of a timing chain replacement by now. With this in mind, Burton Power has a complete Timing Chain Replacement Kit that includes: camshaft sprocket, crankshaft sprocket, timing chain, front crankshaft seal, chain tensioner pad, camshaft sprocket locktab and front cover/water pump gasket.

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PRICE: £48.00 INC. VAT. Support us and subscribe online at: www.retrofordmagazine.co.uk

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My client who has requested this design understands that the design is copyright of HypeX. HypeX owns the design and has the right to complete, exhibit, and/or sell the design if it so chooses.

Colours are shown as a visual guide and the design may differ once produced due to a number factors including curvature nature of the object it’s being applied to.

P @hypex_sparco

COVER MK2 ESCORT

016

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FROM THE COVER

WORDS: DAN & MICKY STEWART PICS: ANDY ELLIS

MICKY STEWART MK2 RS2000

See our behind the scenes footage on Instagram: @retrofordmagazine

017

ere is the story of Micky’s Mk2 Escort RS200 - registration number LPX 393.

Micky told us that he purchased the car in 2014 from Alan Sherwood, who was the registrar of RS Owners Club at the time. Micky told us that the car was just a shell, with various bits scattered in his barn. The shell was inspected and then collected a couple of weeks later, along with all the various parts.

The shell was started on straight away and sent for soda blasting. Upon its return, they realised that a mammoth task lay ahead; virtually all the panels had to be replaced, including: roof skin, inner wings, outer wings, rear arches, floor pan, bulkhead etc. The boot floor and rear quarters were in surprisingly good shape and remained.

The metal work took approximately four to five months to complete. First, the car was primed and then painted a few weeks later, in the beautiful original signal green colour you see on these pages. Then, commenced the build-up of the car by trying to source new ‘old-stock’ parts.

Micky was searching forums such as www.bbs. rallyesportescorts.co.uk and put a wanted post up of a very long list of parts that he required. A member said to him, “Have you tried so and so in Ireland?” Micky hadn’t heard of this person, but, after a few emails, he had a list of all the ‘new old stock’ parts sent to him which he was over the moon about. It basically had every single part that he was looking for, right down to every nut and bolt. He was very fortunate to source these parts, as we all know when restoring a car that the ‘correct’ parts are tricky to find.

“When building the car, I decided to go a slightly different route with adding the group one parts

H

FROM THE COVER

See our behind the scenes footage on Instagram: @retrofordmagazine

019

COVER MK2 ESCORT

020

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FROM THE COVER such as 44idf’s, airbox and steering wheel. The engine was built to all correct group one options spec . 7” Ronals which in my opinion are the best-looking wheels for the car. I also managed to source the correct tyres. The car was slightly lowered by 1”, giving it an all-round perfect look for me.”

Day by day, the car was coming together really well. Micky tells us that he had set a deadline of the NEC classic car show in November 2016 to complete the work. Micky remembered how they were getting closer to the deadline but he managed to get the car to the show in a 96% completion - which was good enough for him at the time.

There were still a few jobs needing to be finished off -which was the correct brake line installation, original carpet, correct servo, refurbished original bulk head pad etc. The show was a great success and Micky tells us he had some lovely comments on the car. A few weeks later, all the works had been completed and it was ready for its first ever season in the RSOC concourse and other concourse events.

In 2017, the car was entered in ‘Expert Old School Concourse’ winning first place in North Yorkshire RSOC, Castle Coombe RSOC, Nottingham RSOC, Northants RSOC, Pure Ford, Frankie Car Fest, along with the ultimate trophy of Gold Cup Winner. To say it was successful was an understatement.

In 2018, Micky only ventured out a couple times in the car as he was in the process of restoring another old car in the form of an Mk1 RS2000, which, believe it or not, is an even higher standard than the Mk2. The Mk2 still won every Concourse show it entered that year.

Micky continues the story: “Roll on 2019 and things had changed. I had decided to start using the car and made the effort to get the car ready for the Lakes Tour. This was something I was hugely looking forward to, especially driving the car long distance for the first time. I set out from my sunny Kent location in June, with the 300mile trip to Cumbria in a four-speed car (that at 70mph was around 4,000 revs). After a while, it becomes very ear-piercing, especially with 44 idfs

See our behind the scenes footage on Instagram: @retrofordmagazine

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COVER MK2 ESCORT on. Even a good set of headphones didn’t do the trick. I decided to stop off at Blackpool en-route, as this was a location we would always visit when I was a kid. I was half expecting the place to have changed, but it was exactly the same as when I was younger. I took some nice photos on the promenade and outside the Pleasure Beach. The next day, I continued on my travels to Cumbria, where I met up with fellow car owners of the Old Skool Fords. The tour was due to start on the Saturday and was approximately a 115-mile round trip. The weather was typical by Cumbrian standards, with a mixture of sun and mostly rain.

The tour itself was probably one of the best I have done. The car also didn’t miss a beat for the whole trip. In typical fashion, I couldn’t resist cleaning the car after the tour as it was absolutely covered in mud. She was certainly no longer a trailer queen like in the past. I had entered the Lakes Tour Show and Shine, which the car actually won (much to my surprise!) This for me was a nice trophy, as it was picked by the fellow owners on the tour.”

2020 was not a good year for me or the cars, as we all know. Not a lot to say due to Covid restrictions the car is locked up under cover until we can attend any such shows. The plan is to hopefully attend the Lakes Tour in September 2021. By then, the car will (hopefully) be running a five-speed gearbox, which is waiting to be installed.”

THANK YOU Panelcraft conours vehicle restoration - Kelly Baverstock & Neil Bonds Connaughts Competition Engines MK Upholstery n

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MK2 ESCORT

PHIL WARSO 024

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FROM THE COVER

WORDS: DAN & PHIL WARSOP PICS: ANDY ELLIS

OP RS2000 See our behind the scenes footage on Instagram: @retrofordmagazine

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MK2 ESCORT

rom the early age of fourteen, Phil has been interested in cars. He spent all his evenings and weekends helping the mechanics at his local garage, building up his knowledge - which later would come in very useful. Phil tells us that he has owned numerous Fords over the years, with his first at the age of 18. This was a Ford Transit van, which is not what he expected to be his first! He did, however, fully customise it, which included fitting a V6 3.0 engine.

Subsequently, the Fords he owned after included: a 3-litre Capri Ghia, Escort Mk2 1600 Sport, four XR3is, two XR4i Sierras, a Ford Pop, Escort RS2000 (in signal yellow) and, most recently, yet another Escort RS2000 (also in signal yellow). His current Ford Escort RS2000, which you see on these pages, is, again, in signal yellow.

After travelling around the country looking for an ideal project, Phil eventually found and purchased this car in North Wales in March 2014.

The car was in good condition, however, due to other commitments the seller had not undertaken any significant works for quite some time.

Consequently, the car needed a little tender loving care. As this car was in good condition, Phil decided to drive it for the next four months, as the plan was to start tidying the engine bay sometime in August, which ended up being the case. He removed the engine, and, during that process, Phil found a few other bits and pieces that he was not quite happy with. The body work wasn’t up to Phil’s standard, so that made him decide to completely strip the entire car. Whist he was stripping the body shell, only one panel needed replacing. Phil needed to purchase a new offside door skin. Apart from this, it was clear that the only other parts that had been changed in the car’s life, was the near-side door skin and off-side front wing - otherwise the car was totally original.

F

026

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FROM THE COVER

See our behind the scenes footage on Instagram: @retrofordmagazine

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MK2 ESCORT

028

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FROM THE COVER Once he had prepared the body, it was time to send the car for a full re-spray. All the restoration of the suspension (including full strip down, cleaning and replacement of all worn parts) was undertaken. Phil explained, “I completely stripped the engine again, replacing any worn parts, and, then reassembled it, ensuring that it was completed as per the original specification.

The interior of the car, like the body and engine, also required my attention. So, I purchased a set of seat covers from Aldridge which I then fitted.”

All the restoration, apart from the re-spray, was carried out by Phil - which is a huge task and great effort. All this was done in his garage at

See our behind the scenes footage on Instagram: @retrofordmagazine

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MK2 ESCORT home.

Total restoration, from start to finish, took Phil just over one year to complete. He did this most nights after work and sometimes, the weekends were spent lovingly restoring his new ‘pride and joy’. Since completion, Phil has taken the car to quite a few shows, which include: RSOC National days and many others. He has taken home a number of trophies. “Many enthusiasts who see the car at the shows take time to come over and ask me about the history of the car. They also share their nostalgia of having owned one very much like it back in the ‘70s and ‘80s and have complimented me on the standard of the workmanship - which is always great to hear.”

Phil would like to thank Andy Truswell for painting the car. Phil is currently thinking about what his next project should be. He has a few ideas, but tells us he is going to take the ‘fifth amendment’ on this at the present time.

However, he does say, ‘watch this space’. n

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In 1968 Peter Sansom, autocross and rallydriver, started Sanspeed in Lewisham after graduating from Chelsea college of Aeronautical and Automobile Engineering…

Nowadays it’s turbochargers and re-mapping OE ECU’s and aftermarket systems on all cars from pre-war, to 1960’s and 1970’S classic cars to the 2016 Fiesta ST

“having started tuning them in 1968, many of the cars we do today we did when they were new!”

www.sanspeed.co.uk 1-17 Standard Road, Bexleyheath, Kent/London DA6 8DP / Tel: +44 20 8303 4314 https://www.facebook.com/sanspeed https://twitter.com/sanspeed

MK3 ESCORT

WORDS: JOHN WAIDE PICS: MILO COSTA PHOTOGRAPHY AND PETE MAIROUDI

1985 FORD ESCORT MK3 1.3 GL 032

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MORE DOOR

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MK3 ESCORT

034

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MORE DOOR hen there is talk about classic cars, most thoughts are for the Capri or Mk1 and two Escorts, which have the fashionable appeal. However, as these are becoming more expensive (and less available), the appearance of other models, in amazing conditions, is becoming more normal and better to see. Also, as time progresses, the number of cars deemed as ‘classic’ are increasing – this is also good news and will help keep our shows and meets fresh and popular.

One of the finest cars about is the 1985 Escort Mk3 1.3 GL, belonging to Pete Mairoudi. Pete has embraced classic car ownership with a passion and created a car that deserves the attention it gets. This is not the first car that Pete has owned. As with most classic car enthusiasts, most complete a ‘virtual apprenticeship’ honing their skills on a series of projects. Pete developed his love for this car via a number of previously owned cars - Fiesta and Escorts being the most popular. He also had a brief excursion with a Capri, however he has always yearned for a turbo’d five-door Escort. Pete searched for a car which would be worthy as a base. Then, after 10 years, a friend of his rang him with the statement that he had, ‘found the one’. For Pete, it was love at first sight! From the pictures he was sent, Pete described it as one of the best condition Escorts he had ever seen. It only had 32,000 miles and a rare colour (Paris Blue metallic). It was also a GL spec model (most left are standard “L” or “Ghia” variants). It even had the four-speed box and what Pete says was the quietest CVH he had ever heard running. The bodywork condition was amazing, with only one small bubble on one of the rear arches and the passenger door. No welding done had been done or needed – it was certainly a rare find.

As lovely as the car was, Pete had a desire to improve the look of the car. So, after 12 months he began to create his vision of his perfect car.

Despite calls from some of his friends to leave it standard due to its rarity, Pete wanted to put his own stamp on the car. Firstly, he lowered the car and fitted alloys. From then on, he was hooked.

Spax adjustable shocks and 15” Brookland Capri wheels did the trick for him and he had fun with further modifications. Believing that wheels can make or break a car (a sentiment echoed by many), Pete tried many wheels to find his desired look. He experimented with a range of types and found that the 15” Brookland wheels tended to rub the arches. He briefly had some 16” Azev A’s with modified genuine RS centres to match, followed by 16” Calibre vintage (BBS style) which he used for a year or so until some 10” TSW EVO wheels were fitted. Pete loved these until he sold them (and regretted it). Currently, the car is wearing the 16” RS Option wheels and Pete is happy with the look and stance that the car has with these. Of course, that leaves him with a few

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MK3 ESCORT

sets in his stock. The front of the car received Pete’s attention by way of an RS 1600i front spoiler, which when purchased has a few splits.

Pete had the plastic welded and re-textured which finished off the front end a treat. Pete suggests that all Mk3 Escorts should have one.

The 1.3 CVH powerplant was not quite cutting it on the road and Pete wanted a bit more under his right foot. So, a 1.6 CVH, which had been re-built and painted up was purchased from a friend with the idea of Twin 40’s and a Kent cam four-branch etc however this was never explored as Pete never got around to it because he got to know that a friend was breaking an Escort Mk3 with full RS Turbo running gear in it so Pete beat a path to his door and spoke to him about the engine etc.

At this point the dream of having a Mk3 Turbo’d Escort could finally be within his grasp and was fulfilled with a drive around the block, as soon as boost came on Pete was hooked and the deal was done with all the gear to convert his Escort. Fast forward two years the turbo powered Escort Mk3 and Pete have never looked back and obviously the modifications still continued. The front brakes have been upgraded, all the extra power needs to be kept under control by using RS Turbo vented disks and calipers rather than the standard set up, stopping is much improved, also a cone filter for breathing, a brand new Airtec radiator to keep things cool and front mounted intercooler were fitted and four inch Scorpion exhaust with outward rolled tip.

The exterior of the car has also received Pete’s attention and with an eye for details by colour coding the metal bumpers and wing mirrors to Paris blue to match the car which broke up all the black of the grill, spoiler over riders perfectly.

The end result matches Pete’s original vision for how he wanted the car to look. He wanted to just drive it and listen to the turbo noises - but was he finished? Not yet. The handling and ride has further been improved by the sourcing of some new AVO coilovers and changed the tyres from 195/45 to 194/40 - just for that extra stretch

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MORE DOOR

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MK3 ESCORT

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MORE DOOR

TECH SPEC ENGINE: 1.6 CVH RS Turbo engine.

Garrett T3 Turbocharger Cone Filter Bailey Dump Valve Airtec Radiator Airtec Intercooler Scorpion Exhaust Dyno and running a healthy and reliable 132 BHP. GEARBOX: Escort Mk5 standard gearbox and clutch SUSPENSION: AVO Coilovers at the front AVO Shocks at the rear with separate Apex 60mm X-low springs BRAKES: RS turbo disks and calipers Standard drums at the rear BODYWORK: RS1600i front spoiler Additional over riders front and rear Colour coded bumpers front and rear Colour coded mirrors WHEELS: 16 x 7 ET32 RS option seven-spoke alloys with 195/40 16 Sailun Atrezzo ZSR tyres all round.

AUDIO: Kenwood head unit with standard speakers and a Bailey dump valve

OWNER Q&A FAVOURITE MOD Wheels WHAT’S NEXT? Would love a Mk1 Fiesta, turbo it and drop it on the floor with some wide 13s.

WHAT IS THE BIGGEST TALKING POINT ABOUT YOUR CAR I’d say it’s a close call between the colour or the wheels. The colour mainly as it is rare on a Mk3 Escort.

ANYTHING YOU WOULD HAVE DONE DIFFERENTLY? No not really. I am forever changing the look of the car each year, just to keep me busy.

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MK3 ESCORT

and perfect fitment. A set of Sapphire Cosworth leather Recaro seats are ready to go in when he has the chance.

Has Pete finished his dream of the perfect Mk3 Escort Turbo? Who knows? As a project, it has been in the ownership of Pete for seven years now, with not too many problems. During the conversion, there were a couple of modification problems regarding the fuel filler neck and cap (as they were from a Mk4). The radiator and intercooler were replaced with new, so that solved that problem of fitment.

Regarding the work, Pete confessed that he is no mechanic and only tackles the easiest tasks himself. However, he has a group of very good friends who all joined in and helped with their own skills - either in Pete’s own garage or at his friends’ houses. A good bunch of friends indeed!

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Pete mentioned Chris, who has his own rolling road and tuning company called RRS in Lye West Midlands who got the car running sweet after fitting a new distributor and a few odds and sods.

The car does get a lot of attention and comments, mainly as to how clean it is for a 35 year old car. It once received attention in a garage from a Ferrari owner who wanted to talk about the Escort not his Ferrari. Pete gets a kick out of driving his Escort and fully appreciates the difference between an older car and the gadget laden cars of today which will always put a smile on his face as he gets the looks from fellow motorists.

For the future, Pete has a desire to build a higher spec ZVH or a full Zetec turbo. He’s not sure about what the specifications would be, but has a BHP of 200+ in mind in a usable and stable

unit. Also, bigger brakes to go with it of course.

But as for now, there are a few little niggles like stone chips and a couple of cracks in the dash to be attended to. Maybe get the dash flocked too.

Pete admits he is too fussy and his ocd kicks in sometimes.

Pete would like to thank his wife for putting up with him during all the time he has spent with/on his mk3 (especially as she hates old cars and he struggles to even get her to get in the passenger seat). Then, his good friends for making this all possible in terms of ideas, physical help and sourcing parts. These include: Leigh Windmill, Ben Griffiths, Richard Howells, Mark Joslin and Clive Evans and also to Chris Holland at RRS rolling road for setting her up and getting it running as best it can. n

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YOUR COOL PROJECTS

WORDS: ROB CHEESMUR

READERS’ CARS Paul Cott

CAPRI LS Bought as a one owner car approximately five years ago, Paul scored himself a ‘home run’ with this 75,000 mile from new car! The original elderly owner sold the car onto a dealer ‘Milestone Classics’ which is where Paul managed to purchase it from. The low mileage LS model is still wearing the majority of its original Cardinal Red paint, and has never been welded! From the showroom these cars were quite well spec’d for 1983! However, the deep dish LS steel rims have been replaced by Paul with some Capri Laser four-spoke wheels, and the radio has been replaced with a period correct Ford spindle mount unit. The only other modification is a Webber replacement carb, which is hardly surprising considering the reputation for poor reliability of the original Ford VV unit! Paul has a very tidy Capri here, and it’s great to see these cars in close to original condition.

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READERS’ CARS

Neil Chapman

MK2 FIESTA XR2 The Mk2 Fiesta XR2 is like most of the older Ford’s, becoming sought after these days. If only we had a time machine, and we could go back to a time when these cars were changing hands for a few hundred pounds! Neil’s Fiesta looks ace in its superb Tazman blue paint complimented with special custom made 15” split rim ‘Pepperpot’ wheels. Inside are ‘90s spec RS Turbo Recaro front seats re-trimmed in matching XR2 material. This car is no slouch either, the 1.6 CVH engine has received a brace of 45 Webber carbs, a Piper Cam and a full Ashley exhaust system. An RS1600i motorsport rocker cover then tops the engine off. The brakes on the XR2’s were never their strongest point, so Neil has also sensibly upgraded the brakes with a rear disc conversion.

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YOUR COOL PROJECTS

Carl Bungay

FORD SIERRA XR4TI Recently imported from the USA comes Carl Bungay’s stunning Merkur XR4ti! The 1988 Merkur of ‘Sierra’ as we would call it came from New York. Being a later model it’s wearing a single rear spoiler as opposed to the more commonly seen bi-plane affair. The dashboard had suffered the usual fate of cracking up, but luckily Carl managed to find a left hand drive one from a P100 to replace it. Carl has also been doing a few subtle mods as well, some window deflectors, a genuine Ford sunroof deflector and a set of arguably the best set of wheels ever to grace a Sierra: 17” Softlines! A Powerflow stainless exhaust system to help flow and remove the catalytic converter is due in the near future, along with a performance air filter to improve breathing. Carl also has a colour coded Cosworth front grille to go on which will finish off the front end perfectly.

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READERS’ CARS

t Allan Broadhurs 2.8I CAPRI Allan has been a busy boy with this Capri! He bought the car from a friend who had it sitting in the garage for a couple of decades underneath a heap of garage paraphernalia! The 1981 Capri was looking a little worse for wear after its ordeal. The body however was still mostly ‘rust free’ with the exceptions of the drip rails. So, Allan went the whole hog and shipped the car off to a classic restoration company for a bit of body work. They also carried out the engine rebuild, as it hadn’t been started for over 10 years. Elenor as the car is known came back to life with a full respray in the original cellulose paint, just as it would have been from the factory. Allan admits it wasn’t easy to find someone willing to paint the car in this type of paint anymore, but damn it looks good! n

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FURLOUGH EDITIONS

WORDS: DAN

YOUR PROJECTS FURLOUGH EDITIONS

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YOUR COOL PROJECTS artin, and his son Daniel, feature in this month’s readers’ cars section. First up is the S1 turbo non-custom of Martin Woods.

Martin tells us that he has owned this car since 2002, being the car’s fourth owner over its long history.

It was more or less original when Martin bought it, all those years ago. “I used this car car for around a year or so, then parked it up in

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dry storage to rebuild it. This was in 2003. After various other car builds, which included: Mk3s and Mk4s, vans, an Escort Mk3 estate (which I converted to S1 spec), a Mk5 Cortina 3.0 v6 and a Mk1 Estate. I’ve had two open heart surgeries in-between these too! Then Covid sprung on us all, and being an industrial laundry engineer for a company that supplies various hotel chains, we were suddenly all put on furlough. All the factory workers too. So, at this stage I thought,

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‘let’s get the S1 in the workshop’. I modified my rollover jig to fit the S1 on and then stripped all the components off. I decided to take the car completely to bare metal on the underside. Whilst doing this, I was fully expecting the normal Escort rot - but to my surprise, the only welding the shell needed was a patch either side on the sill. This was no bigger than the size of a cigarette packet.

Also, a piece of the arch under the bumper end cap.”

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FURLOUGH EDITIONS

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YOUR COOL PROJECTS Martin also tells us that it had a new near side wing before his ownership. Plus, he did fit a new front panel and off side wing. Everything else was original, including the likes of the battery tray. He tells us the underneath was epoxy primed and painted in 2k diamond white. It has now been built back up with new old stock Koni adjustabl e-shocks, lowered by 35mm with Chassis Dynamics springs. He installed Powerflex bushes in every possible location. He’s also added a new fuel tank and braided stainless pipes and powdercoated the suspension components. It’s had new pipe clips, new brake parts throughout and it’s now on S2 rear drums. It will need to have ST170 front brakes installed very soon.

The body also had the bare metal treatment.

All the paintwork was done by Martin and he tells us that he had to do this himself (but did want to have it done professionally). However, he was getting quotes between £3k and £8k. He says, “I’m really happy with the result. I’m no painter, but I decided to do it myself and one of my friends said to me, ‘why don’t you give it a go first?’ – so I did.”

He also replaced both doors and bonnet from a ‘stash’ of parts he had accumulated over the years, and then he then fitted the stripe kit.

As it’s a non-custom version, the headlining had a couple of repairs (bad repairs at that he tells us!). Martin could not find the correct shade match of dark grey and, with little or no chance of finding a second hand one, he found a guy on Facebook who managed to source a very good colour match. So, one was ordered and fitted.

Martin has also rebuilt and fitted an engine (an EFI Fiesta turbo unit for future power upgrades).

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FURLOUGH EDITIONS

He has also fitted a central locking system from an S2, as non-customs never had it fitted from the factory. He then fitted the cat 1 alarm system.

Martin is hoping to have it up and running and on the road by this summer as he is back at work now and has been since mid-July 2020 - so progress has slowed down.

Daniel, who is Martin’s son, has owned this Fiesta Mk1 for around five years now. It was originally a humble 1.1GL, but had a remarkably solid shell. It’s had new sills, lower front panel, both wings and rear valance. However, the inner wings and floor were virtually rot free. The original intentions for the build were to install an ST170 engine, along with a five-speed gearbox. After many modifications in the engine bay, a ST170 engine was fitted with the five-speed box. The body at this point was going to be MCR arches, and, again, we had purchased these in advance.

Then, one day out of nowhere, Daniel said to Martin, “There are too many Fiestas around with MCR arches and ST170 engines, so I want to fit a ST180 engine instead. I want the car to stand out.” At this point, Daniel had managed to source a low mileage engine and box from a smashed-up Fiesta ST. All the good work the pair had done fitting the 170 engine was completely undone! “A

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YOUR COOL PROJECTS

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FURLOUGH EDITIONS

weekend of cutting, grinding and welding and we lost count how many times the engine went in and out the bay, but it was finally fitted. For the body and he decided to go for the ‘circuit racing’ hot rod arches and running boards. This was made and we could then accommodate the JBW 71/2” x13 RS Four spoke wheels.”

Daniel tells us that the car will be finished in

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a Ford Electric/Monza Blue with Fiesta RS Turbo Recaro seats. It will also have a full roll cage welded in. This part of the project double is currently coming along slowly, but efforts are now being concentrated on getting the body finished so it can start to be built up. After this, both his and Martin’s attention will be focused on a custom loom for the engine, a pair of custom driveshafts

for the (newly installed) six-speed gearbox and then they will decide on the braking system and which calipers to go for. Plenty to do, yes, on this part of the project, but Daniel says this car should be a ‘rapid Fiesta’, when it is finally done. Are these types of project ever ‘done’?

Hopefully, when it is, we will have it featured in this magazine very soon. n

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VINTAGE RALLY

WORDS & PICS: JAMES WEBBER

CLASSIC AND VINTAGE VEHICLE RALLY

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VINTAGE RALLY espite the venue being a Covid vaccination center there was still room to host the Classic and Vintage Vehicle Rally at the Royal Cornwall Showground during the May bank holiday. Organised by Jason and Emma Goss, the attendees and turnout proved to be a huge success. With restrictions eased and being all outdoor it was great seeing a wonderful variety of classics, vintage and Americana on display. A small number of traders and mobile caterers did attend. I was only there on Saturday, but it was joyous to be out in the sunshine catching up with friends and making new ones in the process.

Another meet is scheduled in for the August Bank Holiday, so, if you are thinking of coming down for your staycation bring your pride and joy and get booked in.

Details including pics from previous events can be found on the Facebook group page Wadebridge Classic and Vintage Rally and on the South West Classic Events Calendar Page. n

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ESCORT ESTATE

WORDS: DAN

YOUR PROJECTS ESCORT ESTATE

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YOUR COOL PROJECTS couple years back Anton purchased this Escort Estate off Facebook. At the time, it was a standard base model. Originally, Anton tells us his idea was to just do a few bits, some small jobs on the car and then sell it on. However, after looking over it properly, it was clear the shell was not in good shape. Anton said there was quite a bit of ‘good old Ford rot’ on the floors and that the front was the worst part of the car.

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Anton, being a Mk3 Escort lover and owning many over the years, decided he was going to go down the route of converting into rear wheel drive. He thought this would be the best approach as he hadn’t seen many estates done that way - only a Mk4 version from a few years back.

Anton contacted a good mate of his at Resto Wagen in Stambridge, Essex. He had chat about them doing all the fabrication work for him as he says he isn’t the best in welding department. He

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wanted the job doing right. Anton tells us that Resto are the best and points to the faultless work they did on converting a S2 RS turbo to rear wheel drive a few years ago. Now, Anton needed to go away and find a good clean Sierra for its floor pan.

Anton says, “This was the easy bit as we break Sierras all of the time.” After stripping four Sierras out he finally found a clean hatchback one - so it was time to ‘go chopping’ while Stu at Resto Wagen was doing the other welding work that the

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ESCORT ESTATE

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YOUR COOL PROJECTS

shell needed. Next, they went on to make brace bars for the car to make sure that the shell stayed in shape while taking the floor and bulk head etc out. After that, they would be ready for the Sierra floor to be sent to them. This all sounds very easy, but Anton points out that, “Stu is a wizard when it comes to cutting and welding”.

After a few weeks cutting and welding, it was finally ready for the new floor. So, the front end and floor was rolled in to place and everything measured and checked (a thousand times) to make sure it was ‘bang on then money’. You don’t get a second chance at the sort of thing!

After that, they lowered the Escort shell down on to the Sierra floor and then a little more fabrication was needed. However, they were on their way, making sure everything was right! This does make it sound like it was all plain-sailing and easier than it is was. Now that the front and floor was in perfect condition, the work on rear could now be started. We did use a lot of the Sierra, but we wanted to keep this looking as much like an Escort estate as possible. “I wanted to keep

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ESCORT ESTATE

the rear spare wheel cover and floor and also the Escort rear seat tray (so that it would take Escort seats at the rear). This, as you can imagine, took a while to get right, but it was worth it as the floor looks just right now and like the Escort picture I had in my head,” Anton says.

While Stu was doing all the welding work, Anton set about sourcing other parts: S1 Escort Turbo body kit , an engine etc too. Firstly, Anton went and dropped the interior off to Carl, who runs Carl Trim in Southend (another good friend of Anton’s), for a custom made interior. Anton laughs and tells us, “I can’t take Carl seriously when he’s at his sewing machine, but he is the man for trimming and does all my vehicles. I wouldn’t trust anybody else, as he is faultless, on time and does a great job.”

“Then we went on to sourcing the engine. I was going to go down the Cosworth route, but decided on going to a Zetec turbo instead as they are more reliable and can get 350bhp easily and cheaply. That will be reasonable power for the Escort, with it being lighter. In addition to this, a Quaife gearbox was bolted on to take the power.

As for the engine management…I decided on a Link ECU and loom, as they are easy to work with.

The body kit and bumpers and other S1 turbo

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YOUR COOL PROJECTS

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ESCORT ESTATE

parts I already had in stock, so was just the matter of prepping and getting ready to paint. This did take some time, but I must admit it did look good in different colours, but had to be right and as you can see I went for good old Sierra Cosworth Moonstone Blue. I really didn’t know if I was 100 percent going to like it, but, as soon as the

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engine bay and inside was in colour, I think it was definitely the right choice.”

Anton tells us that he still has lots to do, such as – getting the ride height, the right interior, the in car loom and everything else fitted up…the list goes on and on! However, he knows that it will be worth it in the long run. He can’t wait to get it on

the road and the track to see what it can do. “I’m hoping to have it all done and on the road ready for summer this year… if we can that is. I’ll get it to some shows and see what purists think about it. I’m sure it’ll upset some, and others will really like it.” n

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ESCORT ESTATE

WORDS: ROB CHEESMUR

YOUR PROJECTS TWO DOOR ORION Shaun Hunter

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YOUR COOL PROJECTS ere we are once again….we have a certain Mr Shaun Hunter, with a madcap ‘off the wall’ build for you to feast your eyes on. Now as you may have noticed looking at these pictures, the Orion under construction seems to have lost two of its doors, being a late ‘80s Ford it could have rusted to the point where they have fallen off, but that certainly wasn’t the case! In fact the shell was actually in very good condition,

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and it was only that it was not rear wheel drive that led to a far more bizarre coming together of parts, if not indeed franchises.

“I was on the lookout for a Mk1 or Mk2 Escort to build for my daughter Amy, she wanted something road legal, but that could also cut the mustard on the track. I just couldn’t find anything decent enough to build for the budget I had, and she wanted something rear wheel drive.” Says Shaun

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Trying to find a sensibly priced rear drive Escort had gone completely out of the window, so some leftfield thinking was required? With a certain amount of wheeling and dealing later including an XR3, Shaun ended up with an Orion that had been sitting in a front garden for eight years!

That might not sound all that appealing, but it was ‘chock a block’ full of parts, including some repair panels and that’s not all, it was a 1.6 Ghia for the princely sum of £200!

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YOUR COOL PROJECTS

“I got the car home and I kind of had an idea going round in my head, I had seen a Pop build where they dropped the shell on top of a Mazda Mx5 floor and running gear.”

Now the purists will have probably already stopped reading…. But, if not brace yourselves!

Shaun had decided ‘Frakenstiening’ (the art of dropping a shell from one car onto the floorpan and running gear of another) might create the rear drive Ford that Amy wanted. An Orion on top of the Mx5 could be a winning formula? It was also the most cost effective way to go with his Orion.

The thing is, if you have ever driven an Mx5 with a small amount of tweaking the agile rear wheel drive handling is immense! But, you do have to put up with the hairdresser comments.

“I managed to get hold of a decent Mk1 Mx5 with a rebuilt engine that had uprated cams and some elements of a supercharger conversion! It also had the benefit of a limited slip diff, as many of these cars do. It turned out to be in very good condition but cost less than £500.” Laughs Shaun.

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Next up, was a serious amount of work, both cars being stripped down and bracing being added to stop what was left of the Mx5 floor and Orion twisting out of shape. Shaun began to wish he had shares in cutting disc manufacture such was the rate of usage! What must have seemed like endless cutting resulted with the complete floor removed from the Orion, and being rust free it was sold on to keep another Orion on the road.

“After chopping back what I thought was necessary, It was quite nerve wrecking dropping the Orion shell on top of the Mx5 floor. It kind of fitted width wise, but wasn’t so great lengthwise.

In the end I managed to get the Orion ‘channeled’ 6” lower over the Mx5 floor. So, it now sits really low! I’m going to have to fit coilovers and wind them up a bit on the rear and create some new rear tubs to get a bit more clearance. The other more apparent problem though was the position of Mx5 dash and seating in relation to the Orion front doors.” Says Shaun Let’s face it, getting in and out of a car is quite important, and Shaun thought so too. The trouble was with the original Orion front doors you would be hitting your knees on the dashboard trying to get in and out.

Every problem has a solution though, and this

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YOUR COOL PROJECTS

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YOUR COOL PROJECTS one negated even more drastic surgery removing the front doors. Shaun then added the longer two door Escort front doors (clever stuff) and then made rear quarters out of sections of the rear doors! The bonus being that Shaun could make sure that the rear wheels were centered in the arches at the same time!

“It all kind of fell into place, I extended the Mx5 dash to meet the windscreen aperture otherwise there would have been a large gap.

I then fabricated a new boot floor with a spare wheel well big enough to take a full size spare wheel, which could be up to 16” depending on what rims Amy settles for. I used a DIY laser to keep everything lined up which, really was money well spent. Incidentally, I have fitted a Mk2 Mx5 interior including the dash and black velour seats. Obviously the door cards will be Ford ones, and I’m going to have to get a headliner custom made.”

Shaun makes all of the ‘laser straight’ fabrication sound easy, but any readers out there that have attempted something of this magnitude will know that it would be anything but, easy!

“I’m now thinking about adding a roll cage especially with the potential track action that’s planned for it. I also have a Subaru Impreza calipers to go on the front end as it will need it, once I either supercharge or turbo the engine. I’m not sure which way I’m going to go with this yet, although I have some supercharger parts already, and I have managed to bag an aftermarket ECU that will be capable of running either! For an Exhaust I decided that the Mx5 one wouldn’t flow that well or exit correctly out of the rear of the Orion, so in the end I decided to utilise a RWD

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ESCORT ESTATE Escort one instead. It also loops over the rear axle in the same way as the Mx5 one did.”

Bearing in mind this car is going to be quite unique, what have Shaun and Amy got planned for the exterior?

“The outside will confuse a few people as I’m going to give it a full respray in Mercury Grey, the original Orion colour. I have also fitted the hockey sticks and side skirts, as you would find on the RS option body kit. I want it to look within reason like something that might have come from the factory, but when Amy puts her foot down and the rear tyres leave a number 11 down the road four-spoke rims, but obviously with them being 4x100 stud pattern rather than 4x108 Ford rims won’t fit, but there is a huge variety of choice so time will tell.”

Here at Retro Ford we are really looking forward to seeing this build completed and out on the road. In the meantime, if you like the idea of a two-door Orion but don’t fancy attacking one with an angle grinder there is another option….a trip to Brazil! n

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FORD X VW The idea of a two-door Orion actually isn’t something so farfetched, as Ford and VW in a weird collaboration in Brazil created a slightly bizarre two-door Orion called a Ford Verona or if you were inclined to whip down to the Volkswagen garage you could buy an Apollo? This looked even stranger as an Orion wearing VW badges!

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CLASSIC HOT RODS

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CLASSIC HOT RODS

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MOTORSPORT elcome to this month’s classic hot rod review and YES we have actually been out at a track racing this month. Seventeen drivers made the outing to the Lochgelly Raceway, promoted by Hardie Race Promotions. It’s a reasonably fast oval, which is tight in places and overtaking can be a trial for drivers. Two whole days of racing were enjoyed, by not only the drivers but the limited crowd at the stadium. It was the Scottish Open Championship on the Saturday and reigning champion, 45 Craig Boyd, had made it up from the Cambridge based race team’s home. Joining Craig for the weekend was sister, Kara Boyd. Kara has recently been a television celebrity, when she competed in BBC’s ‘Pooch Perfect’.

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Former points champion, 72 Gary Goodswen, made a welcomed return to classic hot rods, having sold up in the 2019 season due to business commitments. There was a fresh purchase of the ex 98 Nigel Murphy Mk2 Escort in which Gary will join us for the 2021 fixtures. A few drivers had the chance of some Friday practice sessions and one who took advantage of this was 210 Hughie Weaver. The extra practiced enabled Hughie to find a few issues with the rebuilt Escort, but with the aid of a few teams, Hughie was able to make his entry on the Saturday night.

With 195 Adrian Boyle and 888 Lest McCloy , the later making a move over from 2lt hot rods and both representing DMC promotions of northern Ireland .

A good number of local Scots were lined up

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for this event in order to try and keep their title from going south again. Even though Boyd is Scottish by descent, it was claimed as a Scottish win technically last time. The full seventeen cars lined up for heat one of the Saturday session with newcomers at the rear and a grid draw for the rest of the field. It would be 119 Dan Buckley and 72 Goodswen that led them away for the first race of the weekend. After an opening lap and a half of well-spaced respect, 72 Goodswen took the early lead. Further back, 17 Kenny Purdie was already winding his way through, going three a breast out of the turns in the process. Purdie was one of the favourites for the title win on the Lochgelly oval. 162 Keith Chesher took a minute out on the infield as 93 Nick Ross went out on the edge of turn three, with running issues. Unfortunately, he

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MOTORSPORT didn’t make heat two.

Midfield, 198 Andy Steward and 45 Boyd were rubbing arches around the outside line.

However, the 198 car moved up the field and very soon caught up with race leader, 72 Goodswen.

Moments later, the 198 car started to blow smoke, before letting go and spinning out on turn three. Boyd dropped back and 17 Purdie was through up into third place, with just over half the race distance gone. Chesher had pulled up once more in the close of heat one, 119 Buckley was trying hard behind the leader, while 17 Purdie and 45 Boyd were exchanging blows. The flag eventually dropped on 72 Goodswen for the first win of the weekend.

A reverse grid for heat two left 26 Jock Campbell solo at the front for the start. As expected, he was quick off the start. 70 Richard Lee, also on a solo row, was not far behind in the ex Goodswen Mk2, which has had a full rebuild through lockdown. 198 Steward looked to have cleared issues from heat one and was soon up in second place, chasing after the leader, with 45 Boyd and 17 Purdie not far behind. Further back, 119 Buckley was trying to find a way through past 58 Wilson - who was holding a tight line.

Steward moved into the lead, followed by the change up into second for Kenny Purdie. He was closely followed by Boyd, with Buckley looking the quickest on track at this point and moving up fast.

With just under two laps to go, 198 Steward pulled up on the back straight leaving Purdie to take a clear win from Boyd. Buckley came in third.

Championship time and the front row was formed with 45 Boyd on the inside and 17 Purdie on the out. The grid looked a bit out of shape and one or two may have picked up penalties in the heats. Dan Buckley, in 119, was excluded from heat one with transponder issues. The transponder is a device that clicks up the laps as the car crosses the line. A signal is sent to the software receiver and any car that has not clocked a full set of laps is deemed inadequate by the steward and withdrawn from the result.

Gary Goodswen, having not completed heat two, was also down the field a distance. Both drivers had been quick in the heats and would now have their work cut out. The flag dropped on the championship and 44 Kara Boyd dropped out on turn one, remaining nose to the curb as the pack circled. Having recovered, she rejoined around lap three. However, by this time, a twohorse race was under way with Purdie at the front and Boyd trying to find a way around. 871 Graeme Callendar headed up the rest of the field, with 70 Richard Lee holding onto the tail end of the top five. Goodswen had a rub up with 119 Buckley as he ran into issues before pulling up.

By which time, Purdie and Boyd were into the back markers. Buckley moved up the field a few numbers, whilst 70 Lee dropped back.

There was plenty of close rubbing upfront and right out on the wires at stages, all the way to the See our behind the scenes footage on Instagram: @retrofordmagazine

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double chequers which dropped on the 17 car of Purdie. A close call on the back straight saw, for one reason or another, a blue flag given to 17 Purdie. A warning of ‘not holding the driver line with a faster car behind’, which in turn led to a docking of two race positions. Brutally harsh, but handing the win to second place 45 Craig Boyd, who in turn retained the title.

Sunday’s racing saw a good field of cars, but unfortunately no show for 210 Hughie Weaver for this one. There had been a few repairs done over the Saturday night to make the cars ready to race at Lochgelly. Heat one for the Sunday lined up on track, with Lester McCloy and Adrian Boyle on the front row (who led the field away for this one). However, it was Buckley who found his way through by lap two and ran away with this one. In the early stages, 70 Lee and 72 Goodswen were up there before 17 Purdie came flying through the pack into second, giving good chase up to the flag drop when he was with Buckley. Goodswen maintained with a third place.

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Heat two and 119 Dan Buckley had drawn a pole position for this one. 45 Boyd was on the second row and was already having a sneaky look at the inside line on the rolling lap. Buckley shot into the lead with 45 chasing hard. Further back, a battle evolved between 93 Ross and 17 Purdie. Two great races in one were on. 45 Boyd went for the outside pass on turn four, which seemed to be at the same time that 119 Buckley found himself out of shape. This propelled the A40 of Boyd into the lead and once that happens, Craig is not easy to chase once he is out in front.

Heat two - a win on track for 45 Craig Boyd - the Scottish champion 2021.

The final of the day and weekend up next on track - the Malcolm Chesher Memorial Race. This time it was 119 Dan Buckley and 17 Purdie on front row, with 45 Boyd on second. At the drop of the flag Purdie took up the early lead. 119 Dan Buckley, on a tight inside line, managed to force Purdie out wide of turn two, sending Purdie out of shape and dropping down the field. Boyd slid

through on the inside and Purdie tried to recover in third. Ironically, it would be the two ex-Tim Foxlow cars that had contact in those opening laps. Tim replaced panels regularly when he owned them. Buckley then set the pace for the rest of the race, keeping a good gap ahead of 45 Boyd all the way to the double chequers. 17 Purdie came home in third place after recovering from the early stages. 119 Dan Buckley then lifted his first final in the classic hot rods after joining us back at the end of 2018 from slick cars.

He looks to have finally mastered this beast of a Sonny Howard build that has taken its previous two owners to many wins.

A successful weekend overall for the English drivers visiting Lochgelly, with Craig Boyd retaining the Scottish championship as well. Our next issue takes a ride back to Aldershot for some more classic hot rod racing.

Until next time, Rod On. n

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MOTORSPORT

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WORDS & PICS: ROB HAWKINS

ALL YOU NEED TO KNOW…

Q&A:MAGNUM PANELS

agnum Panels started making replacement bodywork body panels for cars 45 years ago, beginning with handmade repair panels that were sold to wholesalers. They now have large-scale manufacturing facilities in the UK and Taiwan that are equipped with laser-cutting equipment, 3-D scanners and industrial-sized presses to make an assortment of lifesaving panels for popular Fords ranging from the Mk1 and 2 Escort to the Mk1 Fiesta and Mk3 Capri. Whilst this is good news for Ford fans, we wanted to know whether Magnum is tackling issues of fitment and longevity, so we visited them and presented them with a selection of challenging questions, which are detailed over the following pages.

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MAINTAINING YOUR OLD FORD

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MAINTAINING YOUR OLD FORD

Q: STEEL BODY PANELS ARE TRADITIONALLY MADE USING A PRESS. DO YOU STILL USE THIS TECHNIQUE?

tooling if needed.

A: Yes, we use traditional presses. Some are formed on a hydraulic press brake, which was traditionally used for folding metal, but with the right tooling, you can form panels.

Q: IS 3-D SCANNING ANY BETTER THAN THE TRADITIONAL METHODS FOR REMANUFACTURING A PANEL?

Q: HOW MANY TONS IS EXERTED BY ONE OF YOUR PRESSES WHEN MAKING A BODY PANEL? A: Our biggest press exerts 500 tons, but we’re soon going to purchase an 800 or 1,000 ton press for making bigger panels.

A: Traditional methods would have involved lots of measuring and machining. The level of accuracy wouldn’t have been as high as 3-D scanning and the good thing about 3-D scanning is you can alter measurements on the screen.

Q: HOW CAN YOU BE SURE THAT A PANEL YOU MAKE IS ACTUALLY GOING TO FIT ONTO A CAR?

Q: WHILST A PRESS CAN MAKE THE SHAPE OF A PANEL, WHAT IF IT NEEDS HOLES FOR HEADLIGHTS AND A GRILLE? DO YOU PUNCH THE HOLES, CUT THEM BY HAND, OR USE A LASER OR PLASMA CUTTER?

A: The accuracy of scanning helps to guarantee fitment along with starting with a genuine panel that we reverse engineer. The feedback from our restorers helps to alter the tooling for a panel and make it easier to fit. For example, we may extend a lip on the edge of a panel.

A: Traditionally, holes were either punched or drilled, but we are now able to laser cut where possible and also use a five-axis laser cutter, which is a way of cutting a three-dimensional shape and is also more accurate.

Laser cutting is more accurate, produces better quality panels and a greater volume.

Q: MANY ORIGINAL PANELS ON A MK2 ESCORT WERE NOTORIOUS FOR RUSTING, SO HOW DO YOU ENSURE YOUR PANELS ARE NOT GOING TO BE JUST AS BAD OR WORSE?

Q: LASER CUTTING IS CLEANER AND MORE ACCURATE THAN PUNCHING A HOLE, BUT SURELY IT’S MORE EXPENSIVE, SO DOES THAT MEAN THE PANELS ARE MORE EXPENSIVE?

A: Where possible, we are using coated steel. When Ford made their own panels for a Mk2 Escort, coated steel didn’t exist, so they rusted. The coated steel consists of a zinc rich coating, as used by modern car manufacturers.

We buy automotive grade steel, which is coated during its manufacturing process.

A: No because laser cutting is less labour intensive as a lot of the work is done by a computer-controlled machine instead of having someone punching holes. Plus it’s much quicker than the traditional methods.

Q: SO DOES THAT MEAN YOU WILL BE LOSING STAFF?

Q: A WELDER’S NIGHTMARE IS HAVING TO GRIND OFF THE BLACK PAINT ON A PANEL. DO YOUR PANELS NEED THE SAME BLACK PAINT PROTECTION THAT HAS TO BE REMOVED PRIOR TO WELDING?

A: No because we need them to operate the laser cutting equipment, so a new skill set is required.

A: No, weld-through primer is applied to panels that are not made using coated steel.

Q: WHAT GOES INTO MAKING THE TOOLING FOR A BODY PANEL?

Q: SOME OF YOUR PANELS ARE MADE IN TAIWAN. IS THIS BETTER THAN MAKING THEM IN UK?

A: A lot of time, money and effort goes into making a panel and there’s no guarantee it will work. Typically, a tool takes 2-5 months to make, then it needs to be tested and may need adjustments. The first step is to find a genuine panel. We then laser scan it and that gets turned into a 3-D model on the computer screen. We then transfer that model into the milling machine, which makes the tooling out of metal. We use cast iron or steel blocks, which is the same as the original Ford tooling and designed to last for thousands of production runs. Some of our original tooling from the 70s is still in use today.

Next, we put a blank panel in the new tooling and make a half-finished pressing, then have it five-axis cut to make the final shape of the panel. We check the panel is the correct shape to the genuine panel and then conduct a production run to test fitment. We send them to different restorers to have them fitted and to get feedback, which allows us to make adjustments to the

A: Yes because the manufacturing in Taiwan is geared up for bigger volumes and larger panels – they have 1500 ton presses. However, we have always made panels in the UK and intend to continue doing this.

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Q: YOU SEEM KEEN TO IMPROVE THE QUALITY OF YOUR PANELS, BUT HOW EXACTLY ARE YOU GOING TO DO THIS? A: Through modern manufacturing methods such as 3-D scanning and five-axis laser cutting. Plus, by working with restorers who can give us the essential feedback to improve fitment and by using materials created with modern manufacturing methods such as coated steel. Our panels may look the same as an original for a Mk1 Escort for instance, but the technology that has gone into making them is years ahead. n

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WORDS & PICS: ROB HAWKINS

ALL YOU NEED TO KNOW…

POWER TOOLS POWER TOOLS CAN SAVE TIME UNDOING NUTS AND BOLTS, BUT DO YOU SWITCH TO AIR-FED, MAINS ELECTRIC OR BATTERY-OPERATED? AND THERE ARE NUMEROUS ACCESSORIES TO CONSIDER, SO FIND OUT MORE WITH OUR COMPREHENSIVE GUIDE.

attery-operated, air-fed and electric-powered tools are some of the time-saving equipment that many people upgrade to after they have realised the multitude of minutes wasted on undoing wheel nuts with a wheel brace, or unwinding a dozen long cylinder head bolts. There’s no denying an impact driver, whether it’s powered by electricity from the mains, a lithium-ion battery or compressed air, is much quicker than a half-inch ratchet, but there’s more to simply spending your money and investing in a selection of power tools. The following pages aim to help you decide.

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AIR OR ELECTRIC Power tools fall into two main categories according to their source of power, and this is perhaps the best starting point for deciding which tools to invest in, especially if you want value for money.

If you are tempted by air tools, then there is often a bigger initial investment in the form of an air compressor costing between £100-£300 or more, but after that, the air-fed power tools

can be cheaper than battery-powered or electric equivalent tools, and there’s a larger range of tools. Drills, grinders, ratchets, saws, nibblers, wrenches, hammers and chisels are just some examples. And the prices are reasonable. Machine Mart’s Clarke range for example, includes several 1/2in impact wrenches (drivers) from £32.39 (the cheapest produces 310Nm). Impact ratchets start at £27.59, cutting tools (for bodywork and exhausts) cost from £22.79 and a comprehensive

kit that includes an impact wrench, screwdriver, hammer, die grinder and sander costs £119.82.

There are some disadvantages with air-fed tools. Space is needed inside your garage or workshop to house the air compressor, and it’s noisy when it needs to generate compressed air.

Plus, the portability of these tools is limited to the length of the air hose inside your garage. This is where battery-operated tools have the advantage.

Clarke 43-piece toolkit from Machine Mart costs £119.82 and is a useful starter kit which includes a drill, impact wrench, air hammer, die grinder and dual-action sander

Entry-level air compressor from Machine Mart costs £107.98.

IMPACT ACCESSORIES When using a battery-operated impact tool, such as a driver, wrench or ratchet, impact sockets must be used, not shiny chrome vanadium sockets. Impact sockets are designed to withstand the forces of these tools and although the ends of the sockets may eventually split, they won’t shatter in the same way as chrome

vanadium sockets, risking injury from flying bits of metal. The same rules apply to sockets with bits for screwheads, Torx and hexagonal Allen key heads. Non-impact bits will soon get chewed and destroyed by an impact tool. Even if you try to be careful, once the tool senses some resistance when undoing or tightening a fastening, the impact it generates will weaken the bit and

potentially break it.

Impact sockets are available in sets, with the biggest choice being suitable for half-inch drives.

However, 3/8in is becoming more popular and readily available and most drills are equipped with an adaptor to fit 1/4in sockets.

3/8IN IMPACT RATCHETS AND DRIVERS ON TEST See the April 2020 issue of Retro Ford for a detailed product test of a range of batterypowered 3/8in impact ratchets and drivers from the likes of Draper, Milwaukee and Sealey. We liked Draper’s extensive Storm Force range, which are all powered by a 10.8-volt lithium-ion battery that can not only power a ratchet and driver, but also a drill, mini polisher and reciprocating saw.

Sealey offer a similar range of 12-volt-powered tools, or if you have a bigger budget, their 14.4volt range has better performance and faster

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recharge times. We also liked Milwaukee’s 12-volt impact ratchet that’s for sale through Screwfix for £179.99, includes a single lithium-ion battery that takes up to 40 minutes to recharge and includes a three-year manufacturer’s guarantee.

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MAINTAINING YOUR OLD FORD Versatile 18-volt batterypowered combination drill such as this one from Makita can tackle demanding drilling jobs, but is quite bulky when compared to some lighter mains-powered drills.

MAINS ELECTRIC If the portability of power tools is limited to the confines of a garage or driveway, then the best compromise for power tools is to invest in those that are powered by mains electricity - providing you have such a power supply inside your garage and if necessary, a long extension lead for the driveway.

Mains-powered equipment does have its advantages over battery-powered and air-fed equipment. The power lead is less bulky and awkward to manoeuvre than an air hose, but of course a battery-powered tool wins here, but there is another argument to consider. Take an electric drill for example, especially when comparing battery-powered with mains-powered drills. A mains-powered drill is often lighter because it doesn’t have the weight of a battery.

In many cases it’s cheaper because there’s no expense of a battery and a charger, and with 240 volts instead of around 10% from a lithium-ion battery, it’s potentially more powerful, although battery and power tool technology seem to have narrowed the gap.

The aforementioned argument isn’t so clear when you throw another consideration into the mix – frequency of use. In most cases, a drill isn’t the sort of tool that gets used several times a week and certainly not for a few hours at a time. So perhaps we’re over-thinking the demands for a drill and could probably manage with less sophisticated equipment. We recently compared a mains-powered Bosch hammer

drill with a Makita 18-volt battery-powered drill and a seemingly entry-level 12-volt Sealey drill.

Demanding jobs, such as drilling holes into brickwork where a hammer drill was needed, and drilling holes through sheared bolts, were successfully completed with all of these drills.

We realise that the battery life of the Sealey drill may not last as long as the Makita and the mains-powered Bosch would win here, but when was the last time you spent several hours drilling holes?

Such arguments don’t apply to all power tools and the advantages of mains-powered tools are slightly more apparent when you need a greater level of performance. Take an impact wrench/ driver. If you need one that has a maximum

torque of 300-500Nm, then there’s a noticeable difference in price between mains-powered and battery-powered. Clarke’s 1/2in drive 450Nm impact wrench (product code 060219300 from Machine Mart) costs £71.98 and includes four impact sockets (17-22mm), whereas the equivalent Clarke 450Nm battery-operated impact wrench with a couple of 2Ah (amp-hours) batteries and a charger costs £137.99, or £203.98 if you want 4Ah batteries. However, these comparisons are blown into the weeds when you start looking at air-fed equipment. We’ve already mentioned Clarke’s entry-level 310Nm impact wrench for a mere £32.39, but if you stretch the budget to £77.99, you can have one that produces up to 680Nm.

Some long, slow jobs, such as drilling out the remains of an M8 stud are perhaps best tackled with a sturdy mainspowered drill where you need to take your time.

12-volt drill from Sealey proved to be better than expected at drilling occasional holes, and it’s light and easy to carry.

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TECH Ryobi’s ONE+ range of tools are all powered by the same 18-volt battery.

INVESTMENT COMMITMENT It can be quite a financial commitment to decide to invest in power tools, particularly if you decide to buy an air compressor, or choose a bundle of battery-powered tools that all share the same battery.

If you are interested in battery-powered tools, which at present, appear to be the most popular due to their versatility, then it’s wise to look for products that share the same type of battery across a range of tools. Some brands have a range of compatible batteries, so you can invest in

Sealey 20-volt hammer drill, impact driver and angle grinder (CP20VCOMBO1) are all powered by the same 3Ah lithium-ion battery that takes one hour to recharge. A tempting bundle for £289 at Machine Mart.

a more powerful or longer-lasting unit if required (look for amp-hours or Ah to measure their rating).

However, be aware that this level of commitment to one brand locks you in to sticking to these products, and if the range becomes obsolete, you may not be able to buy replacement parts or add to your collection.

Several power tool manufacturers seem to be realising the value of loyalty to a range of batterypowered power tools, so hopefully the days of obsolete equipment is less of a risk. Makita, Draper, Sealey and Milwaukee for instance, are

some of the manufacturers that offer compatible batteries. Ryobi has ventured a little further with its ONE+ range of over 100 power and garden tools that all use the same 18-volt battery. Aside from the typical assortment of drills, drivers and wrenches (including a soldering iron), there’s also a radio, a torch, inflator and a range of saws and sanders. And the compatible battery-powered garden tools include a hedge cutter, strimmer, blower and even a lawnmower.

BUNDLES Bundle deals of tools and batteries can often work out cheaper than buying the individual items, although they generally tie you into one brand and seal your commitment. Plus, whilst it may be tempting to go down this route, investing in for instance, a 20-volt range of drills, impact wrenches and ratchets and even a dual-action polisher, are all of these tools really essential and do they all need the versatility and portability of battery power? Some mains-powered tools may be cheaper and prove just as useful.

Mains-powered Clarke dual action polisher from Machine Mart costs £71.98, which is hard to beat on price against a cordless equivalent.

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MAINTAINING YOUR OLD FORD

BATTERY LIFE If you are interested in investing in a range of battery-operated power tools, then one important consideration is replacement batteries and the lifespan of those batteries. Lithium-ion batteries seem to last for between 500 and 1,500 charge cycles. However, other information on lithium-ion batteries seems to suggest that if they are always fully discharged before being recharged, then they can only survive 300-500 of these cycles before they start to hold less charge (degrade), so they won’t last as long. If the battery isn’t fully discharged, meaning there’s around 25% charge

remaining, then recharged again, it can survive up to 2,500 of these cycles. Other research suggests it is better to recharge a battery when it has lost only 20-30% of its charge.

Some power tools have a battery indicator, which helps to show the state of charge of the battery and help you decide whether it needs recharging. And some power tools slow down when the battery is low, helping to alert you to the fact that it needs recharging.

The amount of time a power tool can be used before the battery needs recharging is an important factor for deciding what tools you buy

and how many batteries you may need. Powerhungry tools, such as an impact driver may flatten a battery in less than one hour if constantly used, but such tools are often only used for a few seconds at a time. However, if the threat of a flat battery will halt progress and leave you waiting for it to recharge, a second battery is essential.

Tools such as a battery-powered polisher or angle grinder are generally used for longer periods, so spare batteries are more likely to be needed.

Knowing the state of charge of a battery is perhaps important, so look for tools that display this (usually as a series of lights).

easily be overtightened or remain too slack). So a manual tool should always be used to complete the final tightening of a fastening, which in some cases defeats the objective of time-saving.

The final point is to question whether you will really benefit from all the time saved in undoing several nuts and bolts with a power tool. In some cases this is true. Take a head

gasket replacement, where there may be lots of fastenings to undo for a rocker cover and the cylinder head. Power tools will definitely help here. Similarly, when removing all the road wheels from a vehicle, an impact driver is definitely quicker than a wheel brace for undoing the wheel nuts or bolts.

Lights in the side of this impact driver help to indicate the state of charge of the battery.

TIME-SAVING It may seem appealing to invest in a range of power tools that can unwind a nut or bolt in half the time it takes with a spanner or socket and ratchet, but there are a few points to consider here. Firstly, how easy is it to grab a spanner and undo a fastening, versus using a power tool and socket?

The next point to consider is access. A spanner or a socket and ratchet are less bulky than a power tool, even the compact 3/8in ratchets and drivers/wrenches we’ve tested.

The third point to consider is brute force versus feel. Undoing fastenings, especially ones that may be corroded or seized, isn’t always a case of applying as much force as possible. Nuts and bolts often have to be worked back and forth to loosen them, so when undoing them with a spanner (or a socket and ratchet), you can tell when they are starting to seize and potentially shear - potential problems are easier to avoid.

This point also raises an issue concerning tightening a fastening. Whether it’s a wheel nut or a small bolt securing a rocker cover, there’s always a recommended amount of torque the fastening should be tightened to, which is almost impossible to gauge using a power tool (it could

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Undoing wheel nuts/bolts with a power tool is much quicker than using a wheel brace.

093

TECH

RECYCLING Unlike manual tools, such as spanners, hammers and screwdrivers, some power tools generally have a shorter lifespan, the shortest being lithium-ion batteries and when their associated tools become obsolete. Power tools also fail and have to be binned, or hopefully, stripped and recycled.

Council recycling centres cater for the disposal of batteries and electrical equipment, but do these components actually get recycled? The batteries do not get rejuvenated and the equipment doesn’t get reused. Instead, they are dismantled and any useful metals or components that can be reused are extracted.

Lithium-ion batteries are complex to recycle, as it involves extracting the metals that go into its manufacture. The cathodes contained inside a lithium-ion battery may consist of lithium cobalt oxide, lithium nickel manganese cobalt oxide, lithium iron phosphate or many other combinations that are complex to break down and extract. Traditional smelting is used in some cases, requiring temperatures of around 1,500°C to extract copper, nickel and cobalt, but not lithium or aluminium that gets burnt. This process is expensive and potentially damaging to the atmosphere.

Leaching is another means of recycling a battery and extracting its metals. This process

uses acids to break down the battery and extract its individual metals.

Physically breaking down the battery and extracting its metals according to their density appears to be the latest thinking, but we couldn’t find anyone doing this. To make matters worse, we contacted several recycling facilities and the Environment Agency to ask whether there are any UK-based organisations that recycle lithiumion batteries using any of the aforementioned methods. At present there are none, so such batteries are collected and transported into Europe where it is believed they are smelted.

What happens to these batteries when they are no longer needed?

Most of their contents cannot be recycled.

OUR CONCLUSIONS There’s really no easy answer for which type of power tools you should choose and possibly no right or wrong one either. And there’s no harm in having a combination, so whilst you may rely upon an air compressor and a selection of air-fed power tools for bodywork repairs, you may decide on a battery-powered drill for drilling holes and a mains-powered impact wrench for heavy-duty nuts and bolts. n

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